Wartsila 18V46 Operations and Maintenance Manual

Offline copy downloaded from Wärtsilä Online
Download date: 25 Jan 2023

Downloaded by: Mechanical OSPGC, One Subic Power Generation Corp.
The official and latest version is always found in Wärtsilä Online: https://online.wartsila.com
Offline copy downloaded from Wärtsilä Online 25 Jan 2023 by Mechanical OSPGC, One Subic Power Generation Corp.
Engine O&MM 00. Contents, instructions, terminology
00. Contents, instructions, terminology
00.1 About this manual GUID-7DAD558C-6E04-45EB-994F-9B70A9390178 v9
This manual is intended for personnel operating and maintaining the engine. The manual
contains technical data, maintenance instructions and instructions for correct and
economical operation of the engine. It also contains instructions for personal protection and
first aid, as well as instructions for handling fuel, lubricating oil and cooling water additives
during normal operation and maintenance work.
The reader is assumed to have basic knowledge of engine operation and maintenance. Such
information is therefore not provided in this manual.
The supplementary spare part catalogue includes sectional drawings or exterior views of all
components (partial assemblies).
Wärtsilä engines are equipped as agreed on in the sales documents. This manual may
contain descriptions of components that are not included in every delivery. No claims can
therefore be made on Wärtsilä on the basis of the contents of this manual.
The system diagrams (fuel system, lubricating oil system, cooling water system and so on)
included in this manual are only indicative and do not cover every installation. For detailed
system diagrams, see the installation-specific drawings in the Attachments.
00.1.1 Updates of the manual GUID-6CEFAE8A-3C3D-43C6-BBCF-D7D2CD5ECC9A v6
The latest operation and maintenance manual, spare part catalogues and service bulletins
for your installation are available in electronic format at Wärtsilä Online. To register for
access, email notifications and document updates in English, please contact Wärtsilä.
00.2 Spare parts and services
00.2.1 Spare parts GUID-ABD8CC51-C15D-49F0-B4A0-5200BD37C942 v2
To optimise performance and safety, use only original Wärtsilä spare parts. Not using
original Wärtsilä spare parts will void the warranty.
Some engine parts are marked with an International Maritime Organization (IMO) code.
At Wärtsilä Online, you can request quotations, place spare part orders 24/7, view your order
and quotation history, and track and trace deliveries. Information on spare parts is also given
in the spare parts catalogue which is published separately from this manual.
To identify the engine correctly, please supply the product type and product
number when ordering spare parts or when communicating with Wärtsilä. This
information can be found on the engine nameplate.
00.2.2 Services GUID-385EF67A-5CB2-4226-934D-0B67023716E1 v1
All Wärtsilä products come with global support and all our customers can contact Wärtsilä
with any operative questions or needs related to any Wärtsilä products and services.
00-20221102-W46W50-01b 00 - 1
00. Contents, instructions, terminology Engine O&MM
00.3 Service bulletins GUID-F2C4F130-72C0-4455-88BD-B356C43C4B56 v1
The purpose of a service bulletin is to provide updated and new information on products and
services.
The service bulletin action codes facilitate the judgement of the matter’s urgency. See the
table below.
Table 00-1 Action code explanation
Action code Description

For immediate attention This service bulletin requires immediate attention with possibly immediate
actions as well. Neglecting the service bulletin could result in injuries or
damage to the installation or the environment.
Next opportunity Action is highly recommended and should be taken at the next
opportunity.
At your convenience Action is recommended and can be taken at your convenience.
For your information Self-explanatory.
An attention sign draws extra attention in case of a service bulletin meant for immediate
attention.
For immediate attention
Fig 00-1 Example of action code For immediate attention GUID-FB00DBA5-6833-436F-AC5A-0BDF532AC1AF v1
For more information about service bulletins, see Bulletin

GI00/0000/00
.
00.4 Contact Wärtsilä GUID-9C141E91-2D7B-441A-A6CF-51C11D32E5FD v1
For services, spare parts and/or tools, please contact your nearest Wärtsilä representative or
log in to Wärtsilä Online: wartsila.com/wartsila-online.
If you do not have the contact details at hand, please follow the link: wartsila.com/contact.
00.5 General operation and maintenance instructions GUID-82283AD9-9662-4F72-ACB1-3ED940BF5232 v9
● Read this manual carefully before starting to operate or maintain the engine.
● Keep an engine log book for every engine.
● Observe utmost cleanliness and order in all maintenance work.
● Before dismantling, check that all concerned systems are drained and the pressure is
released. After dismantling, immediately cover holes for lubricating oil, fuel oil, and air
with tape, plugs, clean cloth or similar material.
● When replacing a worn out or damaged part with a new one, check for markings on the
old part, for instance, identification marking, cylinder or bearing number, and mark the
new part with the same data at the same location. Enter every exchange in the engine log
along with the reason for the exchange clearly stated.
00 - 2 00-20221102-W46W50-01b
● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. You can find the measurement records in Chapter 09 Installation-
specific data.
● In marine applications, all changes which may influence the NOx emission of the engine,
for instance, change of components and engine settings, must be recorded in the Record
Book of Engine Parameters according to Annex VI to MARPOL 73/78.
● During assembly, check that all bolts, screws and nuts are tightened and locked
according to the instructions in this manual.
● After assembly, check that all shields and covers are fully functional, in their places and
closed.
● A safety data sheet must be available for all chemicals handled when operating or
maintaining the engine.
Preventive maintenance is important when it comes to fire protection. Inspect fuel

lines, lubricating oil lines and connections regularly.
00.6 Terminology GUID-7314693C-C9BC-4286-A602-B7E41971D8B8 v12
The most important terms used in this manual are explained below.
Driving end and free end

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

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

2 Operating side 5 Counterclockwise rotation
3 Rear side 6 Clockwise rotation
Fig 00-2 Terminology and cylinder designations (in-line engine) GUID-603DD12E-A2F5-47FB-B8CF-B3579D26A9DA v1
In a V-engine the cylinders in the left bank, seen from the driving end, are termed A1, A2,
and so on, and in the right bank B1, B2 and so on.
00-20221102-W46W50-01b 00 - 3
1
B6 3
A6 B5
A5 B4
A4 B3
A3 B2
A2 B1
A1
5 6 4
2
1 Free end 4 Driving end

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

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

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

● Turbocharger on A-bank side is defined as Turbocharger A (TC A).
● Turbocharger on B-bank side is defined as Turbocharger B (TC B).
Engines with two-stage turbocharging have high-pressure and low-pressure turbochargers:
00 - 4 00-20221102-W46W50-01b
● High-pressure turbocharger on A-bank side is defined as TC HP A.

● Low-pressure turbocharger on A-bank side is defined as TC LP A.
● High-pressure turbocharger on B-bank side is defined as TC HP B.
● Low-pressure turbocharger on B-bank side is defined as TC LP B.
00.7 Designations and markings
00.7.1 Bearing designation GUID-A2DC3D76-27C4-4B76-99E8-28A6F7F679FE v7
Main bearings
The shield bearing (nearest the flywheel) is No. 0, the first standard main bearing is No. 1,
the second No. 2, and so on.
During maintenance, use a permanent marker pencil to mark any removed

bearing caps on the rear with their designated position number according to
designation procedure.
N 3 2 1 0
00
00
N 3 2 1 0
Fig 00-4 Bearing designation GUID-C01DB52C-8B5E-4118-A6BC-35C23B3BB771 v1
Crankshaft thrust bearing rails

The thrust bearing rails are located at the shield bearing. The outer rails close to the flywheel
are marked with 00 and the inner rails with 0.
Camshaft bearings
For designations, see Fig 00-4.
00-20221102-W46W50-01b 00 - 5
Intermediate gear bearings

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

In bearings where both the shells are identical, the upper one should be marked with "UP".
00.8 Risk reduction GUID-103B709B-AF65-46C9-8C36-E406C86A4C04 v6
Read this manual before installing, operating, or servicing the engine and related equipment.
Failure to follow the instructions can cause personal injury, loss of life, or damage to
property.
Use proper personal protective equipment (PPE), for example, gloves, hard hat, safety
glasses and ear protection under all circumstances. Missing, unsuitable or defective safety
equipment may cause serious personal injury or loss of life.
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all necessary
measures to minimise or eliminate the risk of equipment being damaged by ESD.
WARNING
The engine contains hot surfaces, hot liquids and moving parts.
Death or serious injuries may result.
● Avoid staying close to the crankcase covers or hot surfaces such as the insulation box
or the turbocharger, unless you are performing daily maintenance or engine supervision.
00.8.1 Use of symbols GUID-FA23FE9E-E29A-422D-BCA8-66943833932B v4
This manual contains different kinds of notes emphasised with symbols. Read them
carefully. They contain warnings of possible danger or other information that you must take
into consideration when performing a task.
Wärtsilä selected the ANSI Z535.6 regulation as the new standard for safety messages. A
new set of safety messages will be used according to the international standard and it can
coexist with the previous during a transitional interval while the documentation is being
updated.
The new set of safety messages can be identified as below with their meaning.
DANGER
Danger indicates a hazardous situation that, if not avoided, will result in death or serious
injury.
WARNING
Warning indicates a hazardous situation that, if not avoided, could result in death or serious
injury.
CAUTION
Caution indicates a hazardous situation that, if not avoided, could result in minor or
moderate injury.
00 - 6 00-20221102-W46W50-01b
NOTICE
Notice indicates information considered important but not hazard-related, for example
messages related to property damage.
This symbol indicates important information that is not related to safety

messages or property damage.
Some chapters have the safety messages as for ANSI standard, while others continue to
have the previous, as defined below, until the update.
WARNING
Warning means there is a risk of personal injury.
WARNING - ELECTRICITY
Electricity warning means there is a risk of personal injury due to electrical
shocks.
CAUTION
Caution means there is a risk of damaging equipment.
NOTE
Note contains important information or requirements.
00.8.2 General identified hazards GUID-6408F0AF-AAC6-429A-8403-1B0DB27C6C5F v7
The table below lists general hazards, hazardous situations and events which are to be
noticed during normal operation and maintenance work. The table also lists the chapters in
this manual which are concerned with the respective hazard.
Table 00-2 General identified hazards
Identified hazard, hazardous situation or Concerned Protection and Notes

event chapters safety equipment
Dropping parts during maintenance work 4, 10, 11, 12, 13, Personal protective -
14, 15, 16, 17, equipment, e.g.
18, 19, 20, 21, hard hat and safety
22, 23 shoes to be used.
Turning device engaged during 3, 4, 10, 11, 12, - -
maintenance work and operated 13, 14, 16
unintentionally
Crankcase safety explosion valves 3, 10, 23 - -
opening due to crankcase explosion
Running engine without covers 3, 4, 10, 11, 12, - -
13, 14, 16, 21, 22
Continued on next page
00-20221102-W46W50-01b 00 - 7

Risk of ejected parts in case of major 3, 4, 10, 11, 12, - -
failure 13, 14, 22
Contact with electricity during 4, 11, 17, 18, 21, - -
maintenance work if power not 22, 23
disconnected
Electrical hazard if incorrect grounding of 3, 4, 11, 17, 18 - -
electrical equipment
Ejection of components or emission of 3, 4, 12, 13, 14, - -
high-pressure gas due to high firing 16, 21
pressures
Ejection of components or emission of 21 - -
high-pressure gas due to explosion or
pressure release in the starting air
system
Risk of ejected parts due to turbocharger 3, 15 - -
breakdown
Overspeed or explosion due to air-gas 3, 4, 15 - Intake air must be
mixture in the charge air taken from a gas
free space.
Ejection of fuel injector if not fastened 4, 12, 16 - -
and turning device engaged
Crankshaft rotating due to engaged gear 3, 4, 10, 11, 12, - -
box or closed generator breaker during 13, 14, 16
overhaul
Fire or explosion due to leakage in fuel 3, 4, 16, 17, 18, - -
or gas line, or lubricating oil system 20
Inhalation of exhaust gases due to 3, 15, 20 - Proper ventilation
leakage of engine room/
plant is required.
Inhalation of exhaust gas dust 4, 8, 10, 11, 12, - -
15, 20
Explosion or fire if flammable gas or 3, 20 - Proper ventilation
vapour is leaking into the insulation box and/or gas
detectors are
required in the
engine room.
Touching of moving parts 3, 4, 8, 10, 11, - -
12, 13, 14, 15,
16, 17, 18, 21,
22, 23
Risk of oil spray from high-pressure 3, 4, 8, 10, 11, Personal protective -
hoses 12, 13, 14, 15, equipment, e.g.
16, 18, 19, 21, 22 hard hat and safety
glasses to be
used.
00 - 8 00-20221102-W46W50-01b
Table 00-3 General identified hazards for gas installations

Gas fire or explosion if maintenance 3, 17, 20 - Proper ventilation
(welding) is done on gas filled pipes and/or gas
detectors are
required in the
engine room.
Gas explosion due to excess of 3, 17, 20 - External gas
unburned gas fed into the exhaust gas system built
system according to the
instructions, i.e.
with pressure
relief valves,
forced ventilation,
etc.
00.8.3 Hazards due to moving parts GUID-EAFE2100-0890-443A-ABF5-F74CF139ED37 v3
● Running the engine without covers and coming in contact with moving parts
● Touching pump parts during an unintentional start of electrically-driven pump motor
● Turbocharger starting to rotate due to draft if not locked during maintenance
● Thrusting a hand into the compressor housing when the silencer is removed and the
engine is running
● Unexpected movement of valve or fuel rack(s) due to a broken wire or a software/
hardware failure in the control and monitoring system
● Unexpected movement of components
● Rotating the crankshaft with the turning device during maintenance work
● Accidental crankshaft rotation if the turning device is not engaged during maintenance
work, for instance, because it has been removed for overhaul
● Mechanical breakage (for example of a speed sensor) due to incorrect assembly of the
actuator to the engine or faulty electrical connections
● Ejection of parts due to an unintentional activation of the starting air system
● Ejection of parts due to components or tools left inside the engine
00.8.4 Hazards due to incorrect operating conditions GUID-4B6C8C24-8AA6-4C91-90F9-E6D7A714EA21 v3
● Overspeed or explosion due to air-gas mixture in the charge air

● Overspeed due to air-oil mist mixture in the charge air
● Malfunction of crankcase ventilation
● Crankcase explosion due to oil mist mixing with air during inspection after an oil mist
shutdown
● Crankcase safety explosion valves opening due to a crankcase explosion
● Explosion in the starting air system due to oil, oil mist, fuel or similar combustible
substances in the starting air or manifold
00-20221102-W46W50-01b 00 - 9
00.8.5 Hazards due to leakage, breakdown or improper component

assembly GUID-43175DE7-E7EA-4230-8633-8EA6AC40AA72 v9
● A leaking fuel pipe

● A control oil pipe bursting and spraying oil (common rail)
● VIC guide block bursting and spraying oil (if equipped)
● VEC guide block bursting and spraying oil (if equipped)
● Leakage of:
○ Fuel at joints on the low and/or high-pressure side
○ Lubricating oil
○ HT water
○ Charge air
○ Exhaust gas
○ High-pressure gas and sealing oil (gas-diesel engines)
○ Pressurised air from the air container, main manifold or pipes
● Fire or explosion due to leakage from a fuel or gas pipe
● Fire or explosion due to flammable gas or vapour leaking into the insulation box
● Fire or explosion in the starting air system due to combustible gas or liquid entering the
system
● Inhalation of exhaust gases or fuel gases due to leakage
● Pneumatic stop failure
● Ejected components due to:
○ Hydraulic tool breakdown
○ Hydraulic bolt breakdown
○ Turbocharger breakdown
○ High firing pressures
○ Major failures (seizures)
○ Incorrect assembly
● Ejection of:
○ Pressurised liquids and gases from the engine block or piping
○ High-pressure fluid due to hydraulic tool breakdown
○ Gas due to high firing pressures
○ High-pressure fluid due to breakdown of HP sealing oil pipe (gas-diesel engines)
○ High-pressure air from compressed air supply pipes during maintenance of
pneumatically operated equipment
○ Cooling water or fuel or lubricating oil if a sensor is loosened while the circuit is
pressurised
○ Leaks during maintenance work
● Oil spray if running the engine without covers
00 - 10 00-20221102-W46W50-01b
● Ejection of fuel injector or prechamber if not correctly secured and:

○ The turning device is engaged and the crankshaft is turned
○ The crankshaft turns due to closed generator breaker or coupling
00.8.6 Electrical hazards GUID-1029C32E-F846-4AAC-9C98-10BF1C0BD613 v6
● Fire or sparks due to damage in electrical equipment

● Contact with electricity during maintenance work if the power is not disconnected
● Hazards due to incorrect grounding of electrical equipment
● Electrical shocks because electrical cables or connectors are damaged
● Electrical shocks because electrical equipment is dismantled with the power connected
● Overload of a control and monitoring system component due to incorrect electrical
connections, damaged control circuitry or incorrect voltage
NOTICE
All electronic equipment is sensitive to electrostatic discharge (ESD).
● Take all necessary measures to minimise or eliminate the risk of equipment being
damaged by ESD.
00.8.7 Other hazards GUID-301EBAA4-685E-4FC5-B3B4-27EDE0347833 v3
● Slipping, tripping or falling

● Incorrect treatment of water additives and treatment products
● Touching the insulation box, turbocharger, pipes, exhaust manifold, or other unprotected
parts without protection during engine operation
● Dropping parts during maintenance work
● Starting maintenance work too early, thus, causing burns when handling hot components
● Failing to use cranes and/or lifting tools
● Using incorrect tools during maintenance work
● Using incorrect personal protective equipment when handling hot parts, thus, causing
burns
● Contact with fuel, lubricating oil or oily parts during maintenance work
● Coming into contact with unknown substances may cause health risks
● Vibrations
● Exposure to high noise levels
● Touching or removing turbocharger insulation too soon after stopping the engine
● Ejection of preloaded springs when dismantling components
00.9 Welding precautions
00.9.1 Personal safety when welding GUID-CCA97848-BC85-46CC-9222-3E81C576DF21 v1
It is important that the welder is familiar with the welding safety instructions and knows how
to use the welding equipment safely.
00-20221102-W46W50-01b 00 - 11
00.9.1.1 Welding hazards and precautions GUID-833E2F26-5CD7-490F-956B-978D2DF4489F v6
General work area hazards and precautions

● Keep cables, materials and tools neatly organised.
● Connect the work cable as close as possible to the welding area. Do not allow parallel
circuits through scaffold cables, hoist chains, or ground leads.
● Use only double-insulated or properly grounded equipment.
● Always disconnect the power supply from the equipment before maintenance.
● Never touch gas cylinders with the electrode.
● Monitor the fire risk after completing the task.
● Keep gas cylinders upright and secured with chains.
Precautions against electrical shock
DANGER
Electrical shock can cause death.
● Wear dry, hole-free gloves. Change the gloves when necessary to keep them dry.
● Do not touch electrically hot parts or the electrode with bare skin or wet clothing.
● Insulate the welder from the work piece and ground using dry insulation, for example, a
rubber mat or dry wood.
● If the area is wet and the welder cannot be insulated from the work piece with dry
insulation, use either a semi-automatic, constant-voltage welding machine or a welding
stick with a voltage reducing device.
● Keep the electrode holder and cable insulation in good condition. Do not use them if the
insulation is damaged or missing.
Precautions against fumes and gases
DANGER
Fumes and gases can cause death or serious injury.
● Use ventilation or exhaust fans to keep the working area clear and comfortable to
breathe in.
● Wear a welding mask and position your head so that you minimise the amount of fumes
you inhale.
● Read the warnings on the electrode container and material safety data sheet (MSDS)
for the electrode.
● Provide additional ventilation or exhaust fans if special ventilation is required.
● Take special care when welding in a confined area.
● Do not weld with inadequate ventilation.
00 - 12 00-20221102-W46W50-01b
Precautions against welding sparks
DANGER
Welding sparks can cause fire or explosion.
Death or serious injury is possible.
● Do not weld containers that have held combustible materials. Check the containers
before welding.
● Remove flammable material from the welding area or shield them from sparks and heat.
● Keep a fire watch in the welding area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear a fire retardant hat and clothing.
● Use ear protection when welding overhead.
Precautions against arc rays
DANGER
Arc rays can burn eyes and skin.
● Select a filter lens which is comfortable for you while welding.
● Always use a welding mask when you weld.
● Provide non-flammable shielding to protect others.
● Wear clothing which protects your skin while you weld.
Precautions when welding in confined spaces
DANGER
Fumes and gases can cause death or serious injury.
Electrical shock can cause death.
● Ensure adequate ventilation, especially if the electrode requires special ventilation or if
the welding causes gas formation that displaces oxygen.
● If the welder cannot be insulated from the piece to be welded and the electrode, use
either a semi-automatic, constant-voltage welding machine with a cold electrode or a
welding stick with a voltage reducing device.
● Provide the welder with a safety person and plan a method for retrieving the welder from
the enclosure in case of an emergency.
● Ensure protective screens for others close to the working area.
00.9.2 Protecting equipment when welding GUID-A0C6171A-EA9E-44B1-ADB6-572688377F8E v2
The main principles for protecting equipment when welding are:

● Preventing uncontrolled current loops
● Radiation protection
● Preventing the spread of welding splatter
● Switching off or disconnecting all nearby electrical equipment when possible
00-20221102-W46W50-01b 00 - 13
00.9.2.1 Preventing uncontrolled current loops GUID-F321A1E8-C927-477E-93C7-C97BF0A1340D v2
Always check the welding current path. There should be a direct route from the welding point
back to the return connection of the welding equipment.
The main current always flows along the path of least resistance. In certain cases, the return
current can therefore go via grounding wires and electronics in the control and monitoring
system. To avoid this, the distance between the welding point and the return connection
clamp of the welding equipment should always be as short as possible. It must not include
electronic components.
Pay attention to the connectivity of the return connection clamp. A poor connection may
cause sparks and radiation.
00.9.2.2 Radiation protection GUID-0BB9FC18-55E0-4E10-A8C1-A2A8447E0D0B v5
NOTICE
The welding current and the arc emit a wide electromagnetic radiation spectrum.
This may damage sensitive electronic equipment.
● Keep all cabinets and terminal boxes closed during welding.
● Protect sensitive equipment by using shielding with a grounded (earthed) conductive
plate.
● Avoid having the welding equipment cables running in parallel with wires and cables in
the control and monitoring system. The high welding current can easily induce
secondary currents in other conductive materials.
00.9.2.3 Prevention of damage due to welding splatter GUID-5808F641-98A5-4DC9-871B-952169142C56 v4
Welding splatter is commonly flying from the welding arc. Few materials withstand the heat
from this splatter. Therefore all cabinets and terminal boxes should be kept closed while
welding. Sensors, actuators, cables and other equipment on the engine must be properly
protected.
Welding splatter can also be a problem after it has cooled down, for example, it may cause
short-circuits, or leaks.
00.9.3 Welding precautions for engine control and monitoring

system GUID-D1033EAF-E74F-4177-AA27-2BE09540F63B v6
NOTICE
All electronic equipment is sensitive to electrostatic discharge (ESD).
● Take all necessary measures to minimise or eliminate the risk of equipment being
damaged by ESD.
00.9.3.1 Basic ECU (Despemes/Spemos) checklist (if equipped) GUID-D938A4EA-746A-4810-81A2-156061B4A7FD v4
Take the following precautions before welding in the vicinity of a basic engine control unit
(ECU) system:
Procedure
1 Deactivate the system by disconnecting all external connectors (X1...X4).
00 - 14 00-20221102-W46W50-01b
2 Close the cabinet covers and all the distributed units.
3 Protect, if possible, cables, sensors and other equipment from splatter with a proper metal
sheet.
00.9.3.2 WECS 2000 checklist (if equipped) GUID-090BA451-3A1C-42D3-87B6-564940E43BCC v3
Take the following precautions before welding in the vicinity of a WECS 2000 control system:
Procedure
1 Open all terminal fuses (F1...FX) in the cabinet.
4 Protect, if possible, protect cables, sensors and other equipment from splatter with a proper
metal sheet.
00.9.3.3 WECS 3000 checklist (if equipped) GUID-15670F40-BFD2-480B-9A5C-FA9487B790DB v4
Take the following precautions before welding in the vicinity of a WECS 3000 control system:
Procedure
2 Open all terminal fuses (F1...F20) in the cabinet.
4 Protect, if possible, cables, sensors and other equipment from splatter with a proper metal
sheet.
Postrequisites
CAUTION
Do not connect the welding apparatus return line to the aluminium profile containing
cylinder control unit (CCU), knock detection unit (KDU) and ignition modules. The profile is
used as a common ground for these modules.
00.9.3.4 WECS 7000/8000 checklist (if equipped) GUID-1B544B48-0C31-4BD7-B2F1-485CD1CA22E6 v4
Take the following precautions before welding in the vicinity of a WECS 7000 or 8000 control
system:
Procedure
2 Disconnect all connectors of any electronic modules and connection interface boxes (CIB)
located close to the welding point (approximately within a radius of 2 m).
4 Disconnect any harnesses of the engine and the control system cabinet.
00-20221102-W46W50-01b 00 - 15
5 Protect cables, sensors and other equipment from splatter with a proper metal sheet as far
as possible.
00.9.3.5 UNIC precautions checklist (if equipped) GUID-9732BFEB-4715-4CDB-925D-FA15E706CF96 v6
Take the following precautions before welding near control and monitoring system
components:
Procedure
1 Turn off the power supplies to the engine.

Disconnect all external connectors from the power module and from the external interface
connections.
2 Disconnect all electronic modules within 2 m of the welding point.
3 Close the cabinet covers and all the module covers.
4 Protect cables, sensors and other equipment from splatter with a metal sheet.
00.10 Lifting heavy components GUID-2F7F7E0C-1B9E-407E-8348-222AC931700E v3
● Ensure that the lifting equipment (gantry crane, longitudinal rail and tackle) is certified, in
good condition and has the capacity to lift the components.
● Use only approved chains and slings that are in good condition and suitable for work.
● Be aware of the component's centre of gravity when lifting. Using correct lifting devices
ensures that the centre of gravity is in the correct position during the lifting procedure.
● When lifting the baseframe, use the baseframe's lifting eye bolts.
● If necessary, use barriers to prevent people from entering the lifting area.
Always follow the instructions given in the tool-specific manuals.
00.11 Fire and explosion protection GUID-348DEF9C-1F51-4BF5-89DF-7FFA0B62B9C9 v2
● All fuels, most lubricants and many chemicals are flammable. Always read and refer to
the instructions on the packaging. Fuel or oil that spills on hot surfaces or electrical
components can ignite.
● Scheduled maintenance is important for fire protection. Inspect the fuel and lubricating oil
pipes and connections regularly. Ensure that the screws and clamps are correctly
tightened. Replace leaking seals.
● Fuel and oil-soaked rags can self-combust. Keep fuel and oil-soaked rags and other
combustible materials in a fireproof container.
● Do not smoke in the engine room or near the fuel tanks, or when refuelling and adding oil.
● After maintenance, install all the engine covers before starting the engine.
00 - 16 00-20221102-W46W50-01b
00.11.1 Hot surfaces GUID-61EDAB27-631A-4981-AE3F-51FB5E6C8CF7 v4
WARNING
At operating temperature, the engine and its components are hot.
There is always a risk of burns when working on a hot engine.
● Ensure all the engine covers and insulation are in good condition.
● Do not operate the engine if the insulation on the hot surfaces is not in good condition.
00.11.2 Spare parts GUID-D1A68040-A841-462E-A4F0-AD2E3F1E2ACC v3
All components on WÄRTSILÄ® products have a minimum risk of fire. They meet or exceed
all the requirements of the legislation, and for marine engines the requirements of SOLAS
(Safety of Life at Sea).
00.12 Hazardous substances GUID-2DD9F3E7-06F2-4B28-ADCD-091376213240 v3
Fuel oils, lubricating oils, cooling water additives and adhesives are environmentally
hazardous. Take great care when handling these products or systems that contain them.
00.12.1 Fuel oils GUID-950AC346-EF0C-427B-B83E-1D606860BAC0 v6
Fuel oils are mainly non-volatile burning fluids, but they may also contain volatile fractions
and present a risk of fire and explosion.
The fuel oils may cause long-term harm and damage in water environments and
contaminate the soil and ground water.
Prolonged or repetitive contact, for example, of polyaromatic hydrocarbons with the skin may
cause irritation and increase the risk of skin cancer. Fumes that are irritating to the eyes and
respiratory organs, such as hydrogen sulphide or light hydrocarbons, may be released
during loading or bunkering.
See the safety instructions provided by the fuel oil supplier.
00.12.1.1 Safety precautions for handling fuel oil GUID-113947FB-B617-41E7-BCB3-37D1DA38387C v3
● Isolate the fuel oils from ignition sources, such as sparks from static electricity.
● Avoid breathing evaporated fumes, for instance, during pumping and when opening
storage tanks. The fumes may contain toxic gases, for instance, hydrogen sulphide. Use
a gas mask if necessary.
● Keep the handling and storage temperatures below the flash point.
● Store the fuel in tanks or containers designed for flammable fluids.
● When fuel is stored for a long time, there is a risk that bacterial action has formed
methane gas in the fuel tank. Methane gas may cause an explosion, for instance, when
fuel is unloaded and when opening the storage tanks. There is a risk of suffocation when
entering storage tanks.
● Do not release fuel into sewage or water systems or onto soil.
● Cloth, paper or any other absorbent material used to soak up spills is a fire hazard. Do
not allow the combustible waste to accumulate. Keep the waste in closed containers and
dispose of safely.
00-20221102-W46W50-01b 00 - 17
● Dispose of any waste that contains fuel oil according to directives issued by the local or
national environmental authorities. The waste is hazardous. Collection, regeneration and
burning should be handled by authorised disposal plants.
● It is important that you are familiar with the fuel system and its safe containment process.
00.12.1.2 Personal protection equipment when handling fuel oils GUID-EF96E36B-E53C-477C-937F-C69446C3FF05 v6
Respiratory protection Wear a respirator with a combined particle and gas filter to protect
against oil mist.
Wear a respirator with inorganic gas filter to protect against
evaporated fumes (for example hydrogen sulphide).
Hand protection Wear strong, heat and hydrocarbon resistant gloves (nitrile rubber for
example).
Eye protection Wear safety glasses if a splash risk exists.
Skin and body protection Wear facial screen and covering clothes as required.
Use safety footwear when handling barrels.
Wear protective clothing if a hot product is handled.
00.12.1.3 First aid measures for fuel oil accidents GUID-E8C5F68E-6859-4986-8E82-BE58FF371844 v5
Inhalation of fumes Move the victim to fresh air.

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

Do not induce vomiting, as this may cause aspiration into the
respiratory organs.
00.12.2 Natural gas (gas engine installations) GUID-46832876-6AD8-4954-820B-A171A6B43ADE v3
Natural gas is non-toxic and will not harm anyone breathing in the low concentrations near
minor fuel leaks. Heavy concentrations, however, can cause drowsiness and eventual
suffocation.
00 - 18 00-20221102-W46W50-01b
In a gas engine installation, gas may be dangerous. Particularly serious are fires and
explosions, caused by gas leakage into the engine room, and explosions caused by
unburned gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment and environment from
damage. Damage is caused by the shock wave and the burning effect of the expanding and
partly burning gases. Damage can be avoided by preventing pressure build-up in equipment
and extracting the released gas to an open area.
00.12.3 Lubricating oils GUID-B21C3DB0-A03A-4CFA-A707-3DD6FC35206A v5
Fresh lubricating oils are normally not particularly toxic but they should be handled with care.
Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbon) compounds. Prevent the lubricating oils from entering the
environment since there is a risk of long-term contamination of the soil and the ground water.
See the safety instructions provided by the lubricating oil supplier.
00.12.3.1 Safety precautions for handling lubricating oil GUID-86BE6905-31B2-45BA-9327-9F7206905DA9 v4
WARNING
Empty packaging may contain flammable or potentially explosive vapours.
Burns are possible.
● Ensure adequate ventilation if there is a risk of vapour, mist or aerosol build-up. Do not
breathe vapours, fumes or mist.
● Keep the oil away from flammable materials and oxidants.
● Keep the oil away from food and drinks. Do not eat, drink or smoke while handling
lubricating oils.
● Use only equipment (containers, piping, etc.) that is resistant to hydrocarbons. Open the
containers in well-ventilated surroundings.
● Immediately take off all contaminated clothing.
● Cloth, paper or any other absorbent material used to soak up spills is a fire hazard. Do
not allow the combustible waste to accumulate. Keep the waste in closed containers
and dispose of it safely.
● Dispose of any waste that contains lubricating oil according to the directives issued by
the local or national environmental authorities. The waste is hazardous. Collection,
regeneration and burning of the waste should be handled by authorised disposal plants.
00.12.3.2 Personal protection equipment when handling lubricating oils GUID-9F4FE733-BE5E-4105-BB46-936FF38EC718 v5
Hand protection Use impermeable and hydrocarbon resistant gloves (nitrile rubber for
example).
Eye protection Wear safety glasses if a splash risk exists.
Skin and body protection Wear facial screen and covering clothes as required.
Wear protective clothing when handling hot products.
00-20221102-W46W50-01b 00 - 19
00.12.3.3 First aid measures for lubricating oil accidents GUID-DE0FD5EF-52FC-4D3B-8B87-527A100ACF34 v5
Inhalation of fumes Move the victim to fresh air.

Skin contact Wash immediately with plenty of water and soap or cleaning agent.
Do not use solvents as they disperse the oil and may cause skin
absorption.
Remove contaminated clothing. Seek medical advice if irritation
develops.
Eye contact Rinse immediately with plenty of water, and continue for at least 15
minutes.
Ingestion Do not induce vomiting, as this may cause aspiration into the
respiratory organs.
Seek medical advice immediately.
Aspiration of liquid product If aspiration into the respiratory organs is suspected (during vomiting
for example) seek medical advice immediately.
00.12.4 Nitrite-based cooling water additives GUID-A5F6CCEA-1B68-466F-B168-BD902546D27C v5
WARNING
Cooling water additives are toxic.
● Do not swallow the water.
Concentrated product may cause serious toxic symptoms, pain, dizziness and headache.
Significant intake results in greyish/blue discoloration of the skin and mucous membranes,
and a decrease in blood pressure. Skin and eye contact with the undiluted product can
produce intense irritation. Diluted solutions may be moderately irritating.
See the safety instructions provided by the supplier.
00.12.4.1 Safety precautions for handling cooling water additives GUID-2DF41EF1-9454-44E9-A82D-35E5C82C6CD7 v3
● Avoid contact with skin and eyes.

● Keep the additives away from food and drinks. Do not eat, drink or smoke while handling
them.
● Store the additives in a well-ventilated area with access to a safety shower and an eye
shower.
● Soak up liquid spills with an absorbent material and collect solids in a container. Wash
the floor with water as spillage may be slippery. Contact appropriate authorities in case of
bigger spills.
● Bulk material can be disposed of at a recycling facility in accordance with local
regulations.
00 - 20 00-20221102-W46W50-01b
00.12.4.2 Personal protection equipment when handling cooling water

additives GUID-778F5D75-7C45-4B89-81D6-CD74C821AC27 v5
Respiratory protection Normally no protection is required.

Avoid exposure to product mists.
Hand protection Wear rubber gloves (for example PVC or natural rubber).
Eye protection Wear safety glasses.
Skin and body protection Wear protective clothing and take care to minimise splashing.
00.12.4.3 First aid measures for accidents with cooling water additives GUID-D7C5B919-7539-4104-9766-8932578361D6 v6
DANGER
Choking hazard
● Never give anything by mouth to an unconscious person as this will block the airway
and cause choking.
Inhalation In the event of overexposure to spray mists, move the victim to fresh
air.
Keep the victim warm and lying still. If the effects persist, seek medical
advice.
Skin contact Wash immediately with plenty of water and soap.

If irritation persists, seek medical advice.
Eye contact Rinse immediately with plenty of clean water and seek medical advice.
Ingestion Rinse the mouth with water and seek medical advice immediately.
If conscious, make the victim drink milk, fruit juice or water.
Do not induce vomiting without medical advice.
00.12.5 Adhesives GUID-93707548-CEF9-4A43-ACB0-DFA63C1A7966 v3
See the safety instructions provided by the supplier.
00.12.5.1 Safety precautions for handling adhesives GUID-7097AB9C-8751-4662-A9FD-B7193EC85362 v2
● Avoid contact with skin and eyes.

● Keep the adhesives away from food and drinks. Do not eat, drink or smoke while
handling them.
● Store adhesives in a well-ventilated area with access to a safety shower and an eye
shower.
00-20221102-W46W50-01b 00 - 21
00.12.6 Fly ashes and exhaust gas dust GUID-DDC91602-55B0-419A-B1DC-C844531BFB76 v5
See the safety instructions before starting to overhaul the exhaust gas system or
engine components that have been in contact with exhaust gases.
00.12.6.1 Precautions for handling fly ashes and exhaust gas dust GUID-42427A00-BD89-456A-90AE-351461D4D0A7 v4
When handling fly ashes, exhaust gas dust or contaminated components, observe the
following requirements and precautions:
● Avoid inhaling or swallowing fly ashes and exhaust dust. Prevent contact with the skin
and eyes.
● Avoid spreading and spilling the fly ashes and exhaust gas dust to the environment.
● Take measures to avoid spreading the dust in the surrounding area when opening the
manholes of the exhaust gas system, especially the selective catalytic reduction (SCR)
system (if included). Avoid spreading dust when handling exhaust gas system
components.
● Bulk material can be disposed of at an appropriate facility, in accordance with local
regulations.
Ensure adequate ventilation when collecting the dust from the machining or cleaning of
the components.
● Apply appropriate disposal instructions for exhaust gas dust spillage. The dust collected
from the exhaust gas system must be considered as hazardous waste. It must be treated
according to the local regulations and legislation.
00.12.6.2 Personal protection equipment when handling fly ashes and

exhaust gas dust GUID-55DA88A6-FC35-4C01-AEEF-90391F3087AB v7
Respiratory protection Use a P3 filter respirator against toxic particles.

For work inside the SCR or other places in the exhaust gas system
where the dust concentration is high, use a respirator with a filtered,
compressed, fresh air supply.
Hand protection Wear gloves.
Eye protection Wear a full-face protection mask.
Skin and body protection Wear protective clothing.
CAUTION
Fly ashes and gas dust deposit on surfaces.
● Use proper protection also when machining or cleaning engine components that have
been in contact with exhaust gases.
00.12.6.3 First aid measures for fly ash and exhaust gas accidents GUID-6AEEAECC-80D5-4927-8133-9F21B438443D v5
Inhalation of ashes Move the victim to fresh air.

00 - 22 00-20221102-W46W50-01b
Give oxygen or mouth-to-mouth resuscitation if needed.

Seek medical advice after a significant exposure.
Skin contact If the ash is hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as they disperse the ash and may cause skin
absorption.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water for at least 15 minutes and
seek medical advice.

Do not induce vomiting, as this may cause aspiration into the
respiratory organs.
00.12.7 Lead in bearings GUID-09D6468E-39F1-4818-BF46-BA725417E29F v2
Lead has valuable lubricating properties and is therefore incorporated into many bearing
alloys.
The bearings in Wärtsilä engines may contain lead and are therefore toxic. Bearings that are
to be scrapped and contain lead must be disposed of according to the local authority
regulations.
00.12.8 Fluoride rubber products
00.12.8.1 Precautions when handling fluoride rubber products GUID-1A9745E4-C2DE-447D-91AB-9B256690A53F v6
Normal sealing applications

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

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

Wear impenetrable, acid-proof gloves to protect the skin when handling the highly corrosive
remains of burnt fluoride rubber. For instance, when changing the sealing rings after a valve
blow-by. Appropriate glove materials are neoprene or PVC. All liquid remains are extremely
corrosive.
The remains can be neutralised with large amounts of calcium hydroxide solution (lime
water). Used gloves must be disposed of.
00-20221102-W46W50-01b 00 - 23
Grinding dust
When burned, dust and particles originating from grinding or abrasion (wear) of fluoride
rubber may form toxic degradation products. Smoking is therefore prohibited in areas where
fluoride rubber dust and particles are present.
In case of fire
When burned, fluoride rubber can form toxic and corrosive degradation products. These
include, for example, hydrofluoric acid, carbonyl fluoride, carbon monoxide, and carbon
fluoride fragments of low molecular weight.
When handling the highly corrosive remains of burnt fluoride rubber, wear impenetrable acid-
proof gloves to protect your skin. Appropriate glove materials are neoprene or PVC. All liquid
remains are extremely corrosive.
Burning (incinerating) fluoride rubber is allowed only when approved incinerators equipped
with gas emission reduction systems are used.
Use of fluoride rubber products at temperatures above 275°C (527°F)

Fluoride rubber products can be used in most applications at temperatures up to 275°C
without any substantial degradation or health hazard. Using or testing fluoride rubber
products at temperatures above 275°C must be avoided. If fluoride rubber is exposed to
temperatures above 275°C , its temperature will increase dramatically.
00.12.8.2 Personal protection equipment when handling fluoride rubber

products GUID-DEB93345-4A1E-4F4F-B2A0-D49008CC7228 v6
Hand protection Wear impenetrable acid-proof gloves (neoprene or PVC).

Respiratory protection Wear a respirator.
00.12.8.3 First aid measures for accidents with fluoride rubber products GUID-F4AF7C2C-3B3F-46B9-8CA4-BCF8A2F0FC4E v6
Inhaling Move the victim from the danger zone.

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

Skin contact Rinse immediately with water.

Apply a 2% solution of calcium gluconate gel to the exposed skin.
If calcium gluconate gel is not available, continue to rinse with water.
00 - 24 00-20221102-W46W50-01b
00.12.9 Hexavalent chromium GUID-C680F171-A504-45AF-8980-BE3EDB1EE408 v4
WARNING
Hexavalent chromium (Cr(VI)) is a toxic form of the element chromium and is a recognised
human genotoxic carcinogen.
Exposure to Cr(VI) may cause serious health effects, such as lung cancer or other chronic
lung disease if breathing airborne Cr(VI), irritation or damage to the nose, throat and lungs
if inhaling Cr(VI), and irritation or damage to the eyes and skin if Cr(VI) contacts these
organs.
● Follow all the recommended safety precautions related to Cr(VI).
WARNING
Hot work may also cause Cr(VI) to form.
● Identify the possible risks for Cr(VI) formation.
● Before starting the work, follow all the recommended safety precautions related to
Cr(VI).
For the latest safety information related to hexavalent chromium, see bulletin
WS00Q563.
Cr(VI) residue may be found on exhaust system components, exhaust insulation box panels,
and turbocharger components.
There is a risk of hexavalent chromium formation when the following three conditions are
simultaneously fulfilled:
● A product that contains calcium compounds is present.
Calcium can occur in various forms, but is most likely to be found as an ingredient of anti-
seize lubricants or in calcium-based insulation.
● The temperature is over 400°C.
● Chromium steel is present and in contact with the calcium product.
To avoid the formation of hexavalent chromium in high-temperature conditions, use an
alternative anti-seize product that does not contain calcium compounds in a reactive form,
(for example, calcium oxide, calcium hydroxide, or calcium fluoride) and that is suitable for
high-temperature conditions, for example Molykote Cu-7439 Plus or Klüber Paste HEL
46-450.
The calcium pyrophosphate in Klüber Paste HEL 46-450 has not shown to form
CR(VI).
00.12.9.1 Safety precautions for handling components that may be

contaminated by hexavalent chromium GUID-4C8E295E-ABDB-48B0-A28A-78CF1396F5C6 v3
● Always follow the prescribed administrative and personal protective measures when
working on the exhaust gas system on the engine and on components after the engine
that have an operating temperature of 400°C or higher.
● Swab test kits for identifying Cr(VI) must be available at the site before the work is
started.
● Be aware of potential Cr(VI) contaminants (yellowish or whitish in colour).
00-20221102-W46W50-01b 00 - 25
● Whenever any suspicious residue is observed on exhaust system components, it must be

tested for Cr(VI).
Also read and follow local legislations and user instructions, material safety data
sheets (MSDS), and international chemical safety cards (ICSC).
● Take great care when handling hazardous substances.
If the test for Cr(VI) is positive or not verified:

● Avoid spreading the residue. This is especially important when the work you are
performing may cause the residue to become airborne (for example, manual or rotary
wire brushing, welding, brazing, grinding, sanding, cutting, or using an air tool).
● Collect loose residue particles with a vacuum cleaner fitted with a high-efficiency
particulate air (HEPA) filter. When the work is finished, clean the work area and the close
vicinity.
● If contaminated parts are to be moved or transported, take precautions to minimise direct
contact or release of the residue during handling and transportation. All such parts shall
be placed in plastic bags or securely wrapped in plastic and clearly marked to indicate
that a Cr(VI) hazard may be present.
● Do not eat, drink, smoke, touch your eyes, mouth or face, or take bathroom breaks
without first washing your hands, face, and any other potentially exposed area.
● Remove the used personal protective equipment (PPE) without touching the potentially
contaminated parts. Put the disposable PPE in double plastic bags, seal well and mark
clearly to indicate the Cr(VI) hazard. Dispose of the bags with the contaminated
disposable PPE in compliance with local regulations.
● Safety glasses, half masks, and full-face masks must be thoroughly cleaned according to
the manufacturer's instructions after use.
● Wash your hands, face, and any exposed skin thoroughly after handling of parts or
equipment contaminated with Cr(VI).
● All waste, such as damp rags, gloves, or disposable coveralls, should be treated and
properly disposed of as a hazardous waste in accordance with appropriate practices.
● Ensure that all work undertaken adheres to local laws and regulations, including
occupational or permissible exposure limits.
00.12.9.2 Personal protective equipment for handling components

contaminated by hexavalent chromium GUID-5682CC58-C1D3-4B6A-B75C-420E669B92F2 v2
Hand protection Use working gloves.

Eye protection Wear splash-proof and dust-resistant safety glasses.
Respiratory protection Wear a FFP3 particulate half-face filtering face piece, or a P95 or
P100 particulate half-mask filtering face piece respirator.
Skin and body protection Wear working overall.
00.12.9.3 First aid measures for hexavalent chromium accidents GUID-2FEBFE39-DA65-4D7D-86AD-87A5AB3933D4 v2
DANGER
Choking hazard
● Never give anything by mouth to an unconscious person as this will block the airway
and cause choking.
00 - 26 00-20221102-W46W50-01b
Inhalation Move the victim to fresh air.

Give artificial respiration if the victim is not breathing.
Skin contact Wash immediately with plenty of water.
Seek medical advice if skin irritation persists.
Eye contact Rinse immediately with plenty of water, also under the eyelids,
for at least 15 minutes.
00-20221102-W46W50-01b 00 - 27
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00 - 28 00-20221102-W46W50-01b
Doc. Name Use of glycol in cooling water for Wärtsilä 4-ststroke engines
Doc. ID DMTA00044163 Revision -
Date 27.05.2021
Use of glycol in cooling water for Wärtsilä 4-stroke engines
WÄRTSILÄ® 20, WÄRTSILÄ ® 25, WÄRTSILÄ® 26, WÄRTSILÄ® 31, WÄRTSILÄ® VASA 32,
WÄRTSILÄ® 32, WÄRTSILÄ® VASA 34, WÄRTSILÄ® 34, WÄRTSILÄ® 38, WÄRTSILÄ® 46,
WÄRTSILÄ® 46F, WÄRTSILÄ® 46TS, WÄRTSILÄ ® 50 AND WÄRTSILÄ® 64 ENGINE TYPES
Contents
1. Use of glycol in cooling water for Wärtsilä 4-stroke engines ......................................................1
2. 4-stroke diesel engines with LT charge air coolant as derating parameter and/or fixed LT water
temperature........................................................................................................................................1
3. Engines with receiver temperature as derating parameter and/or variable LT water
temperature to engine (example SG, DF on gas and all 2-stage turbo charged engines).................4
3.1 Indication of how much lower LT water temperature to engine is required due to glycol........4
1. Use of glycol in cooling water for Wärtsilä 4-stroke engines

This document describes the rules governing the use of glycol in cooling water for Wärtsilä
4-stroke engines. The use of glycol in the cooling water degrades the heat transfer properties
of the cooling water, whereby the engine may under certain conditions be subject to output
derating. The amount of glycol refers to mass-%.
For requirements on water quality and additives, refer to separate document available in
engine manuals.
The more commonly used glycol in industrial applications is ethylene glycol.
2. 4-stroke diesel engines with LT charge air coolant as derating

parameter and/or fixed LT water temperature
These engines are typical 1-stage turbocharged diesels and 1-stage turbocharged DFs
running on liquid fuel, operating with a fixed LT water temperature set-point to engine.
Date 27.05.2021
The actuated LT thermostat is keeping a fixed set-point into LT charge air cooler and
increased typically only if charge air dew point control is implemented and humid conditions.
Alternatively, a self-actuated thermomechanical valve is keeping a constant temperature at
the engine LT water outlet (typical location of this valve type), thus engine inlet temperature
is varying according to load.
Maximum LT-circuit glycol content is 60%, no relevant reduced heat transfer for glycol
content below 20%.
For LT-circuit glycol content above 20% an offset is applied to the K2-derating factor (derating
from charge air coolant temperature) according to the table and charts below. This offset is
applied to compensate for the increased charge air cooler pinch point when using glycol. The
degree of offset is greater for engines with 1-stage CAC, due to a higher sensitivity to glycol.
2-stage 1-stage
CAC CAC
LT-circuit K2-offset K2-offset
glycol
in Tref* in Tref*
content
0-20% 0°C 0°C
30% -2.5°C -5°C
40% -5.0°C -10°C

Tref = K2 derating break point
50% -7.5°C -15°C for CA cooling water temp
(engine and PP/SP specific)
60% -10°C -20°C
Date 27.05.2021
Maximum allowed HT-circuit glycol content is 60%.

Date 27.05.2021
When there is the need to have over 20% glycol in the cooling water circuits, if possible, it is
recommended to have both stages of the charge air cooler in LT-circuit: This help
compensate the lost heat transfer for charge air cooling by feeding colder water to HT charge
air cooler and via that have less work for the LT charge air cooler resulting in a smaller pinch
point temperature (charge air cooling heat split move more from LT charge air cooler to HT
charge air cooer).
LO cooler capacity to be checked when using glycol in the cooling water.
3. Engines with receiver temperature as derating parameter and/or

variable LT water temperature to engine (example SG, DF on gas and
all 2-stage turbo charged engines)
These type of engines control the LT water temperature to achieve the wanted receiver
temperature meaning that if less efficient charge air cooling (due to example glycol), the water
temperature to charge air cooler will automatically be adjusted down trying to maintain the
target receiver temperature.
Maximum LT-circuit glycol content is 60%. Using glycol in the LT-circuit increases the charge
air temperature, which may influence the engine output via example the the Kknock-derating
for SG and DF engines running on gas.
For single stage turbo charged DF-engines in back-up fuel operation (liquid) the engine is
subject to the LT-circuit derating rules stated in section 1.1.
Maximum allowed HT-circuit glycol content is 60%.
LO cooler capacity to be checked when using glycol in the cooling water.
3.1 Indication of how much lower LT water temperature to engine is

required due to glycol
The 1-stage turbo charged engines indication of lower LT temperature need due to glycol in
cooling water system can be seen from table and charts in section 1.1.
For Energy Business engines, the glycol effect on charge air and lube oil cooling can be
estimated with the calculation tool (Perf Pro). The software has included the derating
calculation also for example Kknock.
Date 27.05.2021
For Marine Business engines, the challenge with glycol is minor due to that usually cold LT
water is available from the central cooler.
However, if high amount of glycol is required, it is good to check the output and take into
consideration at least gas quality and receiver temperature.
The bellow table is giving indicative penalty on the charge air cooling for 2-stage turbo
charged engine. In other words, the LT temp will be adjusted automatically downwards to be
able to keep the wanted air temperature into high pressure compressor and receiver
temperature.
In the table is also indicative numbers showing how much the lube oil cooling is suffering with
on built lube oil coolers, brazed plate heat exchanger type as in use for W31 and W25 engines
in their standard configuration.
This penalty due to glycol is to be considered for the external cooling water system
dimensioning, especially with radiator cooling system and when glycol kept in cooling water
circuit also during summertime.
Charge air Engine on built lube oil cooler
cooling (brazed plate heat exchanger type)
LT-circuit Needed lower Reduced LO cooler capacity Reduced LO cooler capacity

glycol content LT temperature* LOC first in LT circuit** LOC last in LT circuit***
0-20% 0°C 0°C 0°C
30% -1.3°C -0.3°C -0.8°C
40% -2.5°C -0.5°C -1.5°C
50% -3.8°C -0.7°C -2.3°C
60% -5°C -1°C -3°C
* For maintaining target receiver temperature, LT water temperature available to engine to be lowered
** Lube oil cooler reduced performance when LT water order LOC  CACs (2nd stage LP, HP)
*** Lube oil cooler reduced performance when LT water routing CACs (2nd stage LP, HP)  LOC
If the colder available water to engine can be arranged, the reduced performance of on built lube
oil cooler can be neglected.
Doc. Name: Cooling water requirements Doc. ID: DMTA00044366 Revision: b 2 (5)
RAW WATER QUALITY AND VALIDATED COOLING WATER ADDITIVES

1. VALIDITY
This document is valid for the following engine types:
• Wärtsilä® Vasa 32/32LN

• Wärtsilä® 20, Wärtsilä® 20DF
• Wärtsilä® 25, Wärtsilä® 25DF
• Wärtsilä® 26
• Wärtsilä® 31, Wärtsilä® 31DF, Wärtsilä® 31SG
• Wärtsilä® 32, Wärtsilä® 32GD, Wärtsilä® 32LG
• Wärtsilä® 34DF, Wärtsilä® 34SG, Wärtsilä® 34LPG
• Wärtsilä® 38
• Wärtsilä® 46, Wärtsilä® 46GD
• Wärtsilä® 46F, Wärtsilä® 46DF
• Wärtsilä® 46TSDF, Wärtsilä® 46TSSG
• Wärtsilä® 50, Wärtsilä ®50DF, Wärtsilä® 50SG, Wärtsilä® 50LPG
• Wärtsilä® 64
2. RAW WATER QUALITY
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
Property Unit Limit Test method reference

pH 1) - 6,5 – 8,5 EN ISO 10523, ASTM D1287
Hardness °dH max. 10 EN ISO 17294-2, ASTM D1126
Chlorides as Cl 1) mg/l max. 80 EN ISO 10304-1 / -2, ASTM D4327
Sulphates as SO4 mg/l max. 150 EN ISO 10304, ASTM D4327
Silica as SiO2 mg/l max. 100 EN ISO 11885, ASTM D6130
1)
If a Reverse Osmosis (RO) process is used, min. limit for pH is 6,0 based on the RO process operational principle.
The use of water originating from RO process further presumes that a max. content of 80 mg/l for chloride content
is achieved.
Use of raw water produced with an evaporator as well as a good quality tap water will normally ensure that an
acceptable raw water quality requirement is fulfilled, but e.g. untreated sea water and rain water are unsuitable
raw water qualities.
3. VALIDATED COOLING WATER ADDITIVES
Manufacturer Additive name Additive type

Alm International S.A. Diaprosim RD11 (RD11M) Sodium nitrite + borate
S.A. Arteco N.V. Havoline XLI Organic Acid Technology
Drew Marine Liquidewt Sodium nitrite + borate
Maxigard Sodium nitrite + borate
Manufacturer Additive name Additive type

Chevron (Texaco + Caltex) Delo XLI Corrosion Inhibitor Organic Acid Technology
Concentrate (supersedes Havoline
XLI)
XL Corrosion Inhibitor Organic Acid Technology
Concentrate
Korves Oy Pekar J Organic Acid Technology
Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Long-Life Organic Acid Technology
Marine Care B.V. Caretreat 2 Diesel Sodium nitrite + borate

Maritech AB Marisol CW Sodium nitrite + borate
Motul HD Cool Power Ultra Organic Acid Technology
Nalco Chemical Company TRAC102 Sodium nitrite + borate
TRAC118 Sodium nitrite + borate
Nalcool 2000 Sodium nitrite + borate
Shell Shipcare Cooling Water Treat Sodium nitrite + borate
Solenis Drewgard 4109 Sodium nitrite + borate
Suez Water Technologies & Solutions CorrShield NT4293 Sodium nitrite + borate
CorrShield NT4200 Sodium nitrite + borate
Total WT Supra Organic Acid Technology
Vecom Marine Alliance B.V. Cool Treat NCLT Sodium nitrite + borate
Wilhelmsen Chemicals AS Dieselguard NB Sodium nitrite + borate
Rocor NB liquid Sodium nitrite + borate
Cooltreat AL Organic Acid Technology
Engine Water Treatment 9-108 Sodium nitrite + borate
Nalfleet 2000 Sodium nitrite + borate
In order to prevent corrosion in the cooling water system, the instructions of right dosage and concentration of
active corrosion inhibitors should always be followed. The information can be found in the table below.
Product designation Dosage per 1 Concentration of active corrosion inhibitor

m³ of system
capacity
Diaprosim RD11 (RD11M) 5 kg 1250 ppm as NO2
Havoline XLI 50 - 100 litres 1,8 – 3,7 Brix° of active compounds measured
with a supplier’s refractometer
XL Corrosion Inhibitor Concentrate 50 - 100 litres 1,8 – 3,7 Brix° of active compounds measured
Liquidewt 8 – 12 litres 470 – 700 ppm as NO2
Maxigard 16 – 30 litres 640 – 1200 ppm as NO2
Delo XLI Corrosion Inhibitor 50 - 100 litres 1,8 – 3,7 Brix° of active compounds measured
Concentrate with a supplier’s refractometer
Pekar J 20 litres 30 ppm as Mo
Q8 Corrosion Inhibitor Long-Life 50 – 100 litres 1.8 – 3.7 Brix° of active compounds measured
Caretreat 2 Diesel 6 - 10 litres 1500 – 2500 ppm as NO2
Marisol CW 6 – 9 litres 1000 – 1500 ppm as NO2
HD Cool Power Ultra 50 – 100 litres 1,8 – 3,7 Brix° of active compounds measured
TRAC102 32 – 48 litres 1000 - 1500 ppm as NO2
TRAC118 2.25 - 3.4 litres 670 - 1000 ppm as NO2
Nalcool 2000 32 – 48 litres 1000 - 1500 ppm as NO2
Product designation Dosage per 1 Concentration of active corrosion inhibitor

m³ of system
capacity
Shipcare Cooling Water Treat 32 – 48 litres 1000 - 1500 ppm as NO2
Drewgard 4109 16 – 30 litres 640 – 1200 ppm as NO2
Corrshield NT4293 10 litres 670 – 1000 ppm as NO2
CorrShield NT4200 10 litres 670 – 1000 ppm as NO2
WT Supra 50 - 100 litres 1,8 – 3,7 Brix° of active compounds measured
Cool Treat NCLT 6 - 10 litres 1500 – 2500 ppm as NO2
Dieselguard NB 2,0 – 4,8 kg 1000 - 2400 ppm as NO2
Rocor NB Liquid 9,5 - 24 litres 1000 - 2400 ppm as NO2
Cooltreat AL 50 – 100 litres 1,8 – 3,7 Brix° of active compounds measured
Engine Water Treatment 9-108 2,25 – 3,4 litres 670 - 1000 ppm as NO2
Nalfleet 2000 32 - 48 litres 1000 - 1500 ppm as NO2
Note 1: For many products the recommended minimum and maximum limits are listed in the table above.
Since the amount of active corrosion inhibitors, especially nitrites, is decreasing during the service
of engines, the engine manufacturer recommends to start the dosage from the upper level of indicated
range.
Note 2: The nitrite content of nitrite-based cooling water additives tends to decrease in use. The risk of local
corrosion increases substantially when nitrite content goes below the recommended limit.
Note 3: Cooling water additive manufacturers can indicate the required nitrite content measured either as
sodium nitrite (NaNO2) or as nitrite (NO2). 1 mg/l as NO2 equals to 1.5 mg/l as NaNO2.
Note 4: Nitrite based cooling water additives are not offering a good protection against corrosion for
aluminium and its alloys and thus the use of such products can’t recommended for cooling systems
containing those construction materials.
Note 5: Different cooling water additives shall not be mixed with each other, but if it is desired to start to use
another cooling water additive, the one being used shall be drained from the system before filling
another product. If the cooling water system is dirty, it shall be flushed with good quality water or if
needed use additional chemicals to remove possible deposits, like grease, oil, rust, etc. Though many
cooling water additives are chemically compatible with each other, these can contain e.g. polymers
which can loosen existing deposits from the cooling water system. When the loose deposits become
suspended in the cooling water, they can attach to engine component surfaces, e.g. cylinder head and
will then cause detrimental effects in terms of heat transfer decline, clogging of small diameter water
channels and deposit formation leading to local overheating and corrosion.
In addition to the concentration of active corrosion inhibitor specified in the previous table, treated cooling
water shall meet the following quality requirements:
Property Unit Recommended Condemning Analysis standard reference

level limit
pH - 8 - 11 min. 7,5, max. 11,5 EN ISO 10523, ASTM D1287
Hardness °dH max. 10 max. 10 EN ISO 17294-2, ASTM D1126
Chlorides as Cl mg/l max. 50 max. 80 EN ISO 10304-1 / -2, ASTM D4327
Sulphates as SO4 mg/l max. 100 max. 150 EN ISO 10304, ASTM D4327
Silica as SiO2 mg/l max. 100 max. 150 EN ISO 11885, ASTM D6130
Iron mg/l max. 1 - EN ISO 17294-2
Copper mg/l max. 1 - EN ISO 17294-2
4. USE OF GLYCOL
If a freezing risk exists, glycol needs to be added to cooling water. However, in case there is no freezing risk,
the use of glycol in cooling water shall be avoided due to its detrimental effect on heat transfer. Since glycol
alone does not protect the engine and cooling water system against corrosion, additionally a validated cooling
water additive must always be used. All validated cooling water additives are compatible with glycol.
Ready-to-use mixtures of commercial coolant brands containing both glycol and corrosion inhibitors are not
allowed to use. Those are typically designed to be used as strong (~ 30 –) 50% / 50 (~ 70) % mixtures. However,
in Wärtsilä engines normally a much lower glycol amount is adequate to protect the cooling water system
against freezing. The outcome of decreasing the glycol amount is that simultaneously also the concentration
of corrosion inhibitors will decrease to too low level resulting in an increased risk of corrosion.
The amount of glycol in closed cooling water system shall always be minimized since heat transfer of water
containing glycol has deteriorated significantly. The engine may therefore be subject to additional output
derating when using glycol in the cooling water, see document DMTA00044163 for more information.
Instead of ready-to-use glycol-corrosion inhibitor mixtures a pure commercially available monopropylene

glycol (MPG) or monoethyleneglycol (MEG) has to be used when a freezing risk exists. So called industrial
quality of both glycol types is allowed to use, but MPG is considered to be a more environmentally friendly
alternative.
5. VALIDATED COOLING WATER TREATMENT SYSTEMS: WÄRTSILÄ WATER

CONDITIONER UNIT
As an alternative to the validated cooling water additives, the Wärtsilä Water Conditioner Unit (WWCU) can
also be used to treat cooling water of engines’ closed water circuits. WWCU is based on the Enwamatic EMM
cooling water treatment system, but includes a number of new features based on Wärtsilä design.
The WWCU protects the engine from corrosion without any chemicals. It acts as a side stream filtration and
water treatment unit and includes the following functions: corrosion protection, scale control, filtration, control
of bacterial growth and air separation.
For more information, contact Wärtsilä.

Wärtsilä 46 Engine O&MM 04. Maintenance schedule
04. Maintenance schedule

This maintenance schedule is for engines operating on HFO.
Maintain the engine regularly according to the maintenance schedule. Regular maintenance
helps to avoid engine malfunction and increases the engine's lifespan.
The actual operating conditions and the quality of the fuel used have a large impact on the
recommended maintenance intervals. Because of the difficulty in anticipating the engine
operating conditions encountered in the field, the maintenance intervals stated in the
schedule are for guidance only.
Do not exceed the maintenance intervals during the warranty period.
If there is any sign indicating the need for a maintenance operation in advance of the
scheduled time, prudent industry practice dictates that the maintenance operation must be
performed. Likewise, if an inspection or observation reveals wear of any part or use beyond
the prescribed tolerances, replace the part immediately.
In some cases, the fuel quality used affects the length of the maintenance intervals.
The maintenance schedule distinguishes the following fuel types:
HFO 1 Heavy fuel oil of normal quality

HFO 2 Heavy fuel oil of a quality below normal standard quality
For more information on the fuel types, see the fuel specifications and limit values.
For maintenance instructions, see the references given in the schedule. Also see the
turbocharger instructions and other equipment manufacturer's instructions or contact
Wärtsilä.
04.1 Basic maintenance principles GUID-A703D9C0-545A-47DC-B6E2-3CA64DEFC05C v5
● Observe utmost cleanliness and order during all maintenance work.

● Before dismantling, check that all concerned systems are drained and the pressure
released.
● After dismantling, immediately cover the lubricating oil, fuel oil and air holes with tape,
plugs, clean cloth or similar means.
● When exchanging 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. Enter every exchange in the engine log along with the clearly stated reason for the
exchange.
● Always renew all gaskets, sealing rings and O-rings at maintenance work.
NOTICE
Lubricate the O-rings in the cooling water system with soap or similar. Do not use oil based
lubricants.
● After reassembling, check that all screws and nuts are tightened and locked (as
required).
● If any welding is performed on the engine, disconnect the electronic equipment according
to the welding instructions. Keep the return connection near the welding point.
04-20211004-W46-02d 04 - 1
04. Maintenance schedule Wärtsilä 46 Engine O&MM
● Consider that well cleaned oil spaces (oil sump and camshaft spaces) spare the oil pump
and oil filter.
● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. The measurement records can be found in Chapter 09 Installation-
specific data.
04.2 Before starting maintenance GUID-4B97B862-B07D-431F-A11D-F8F5B2C8C746 v9
WARNING
Risk of personal injury or engine damage.
● Before starting any maintenance work on a stopped engine, take all the necessary
safety precautions.
● Read and follow the maintenance and safety instructions given in this manual.
● Check that the engine mode selector switch is in the blocked position.
● Disconnect the engine’s automatic start.
● Disconnect all the concerned circulation pumps, for example, for prelubricating oil,
lubricating oil, cooling water and fuel.
● Close the starting air shut-off valve located before the main starting valve.
● Drain the starting air system.
● Set the turning device in engaged position and secure the generator breaker or
disengage the gearbox to avoid accidental crankshaft rotation.
● Disconnect the power supply before removing any electrical components.
04.3 Maintenance intervals
04.3.1 Daily routine inspections GUID-3FB54836-E4D8-4A33-90BD-4BD9BF99011E v20
Part or system Maintenance task Chapter

Air cooler(s) Inspect the draining of air cooler(s). 03
Inspect that the draining pipe is open, inspect for any leakage. 15
Charge air filter(s), fuel and Inspect the pressure drop indicators. 03
lubricating oil filter(s)
Renew filter cartridges if high pressure drop is indicated. 17
18
Gauges and indicators Take the readings. 03

Read and record all temperature and pressure gauges at the same
time and at the same load of the engine. Use the "Operation data
record" form found in Chapter 09 Installation-specific data.
Governor, actuator Inspect oil level in governor 02

Inspect oil level and look for leaks. 22
Injection and fuel system Inspect the leak fuel quantity. 03

Inspect the amount of leak fuel from the injection pumps and nozzles. 16
04 - 2 04-20211004-W46-02d

Turbocharger Water cleaning of compressor. 15
Clean the compressor by injecting water.
Turbocharger Inspect the turbocharger oil level 15

(if separate lubricating oil system) Check oil level and look for leaks. 02
Cooling water system Inspect the 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 the lubricating oil level. 18
Oil mist detector (if equipped) Observe the normal operation. -
Pneumatic system Drain the condensate water. 21
Control mechanism Inspect for free movement. 22
Wärtsilä Wetpac H (if equipped) Check the drain pipes for blockage. 15- Appendix
04.3.2 Every second day GUID-08ED3FA2-BA21-4010-85D2-EAA26C3FDD05 v12
Perform the maintenance task irrespective of the engine being in operation or

not.

Crankshaft Marine engine: In a stopped engine, turn the crankshaft into a new 03
position.
04.3.3 Once a week GUID-6515CDB7-14FC-46B6-96CD-36C58746A245 v15
Perform these maintenance tasks irrespective of the engine being in operation or

not.

Lubricating oil pressure pulsation Check the pressure pulsation damper’s air content and fill more air, if 18
damper (if equipped) needed.
Start process Test start (if the engine is on standby). 03
Oil mist detector (if equipped) Clean the oil mist detector. 02
Check the suction pressure according to the manufacturer's 22
instructions.
04-20211004-W46-02d 04 - 3
04.3.4 Interval: 100 operating hours GUID-C340B19B-2315-438A-8AF6-35CFDDBC62E1 v10

Turbocharger Water cleaning of the turbine. 15
Clean the turbine by injecting water; more often if necessary (see
separate recommendations, if any).
Running-in filter Remove the running-in filter (no later than 500 hours). 18
04.3.5 Interval: 250 operating hours GUID-F82C41F7-EEAC-4466-837A-A734A4CCD2A8 v9

Control mechanism Visual inspection and lubrication of control mechanism and fuel 16
racks.
22
Air filter(s) (Napier turbochargers) Clean turbocharger air filter(s). 15
Remove the filter(s) and clean according to the manufacturer's
instructions. (More often, if necessary).
Centrifugal filter (if equipped) Clean the centrifugal filter. 18
Clean more often if necessary. Remember to open the valve before
the filter after cleaning.
04.3.6 Interval: 500 operating hours GUID-3AF23ECE-FF11-4658-9F8D-68DF4C38AEA7 v12

Air coolers Clean the charge air cooler. 15
The cleaning interval is based on cooler performance. Clean the cooler
if the pressure difference (Δp) over the cooler exceeds the pressure
difference of a new or clean cooler by 50% or more.
Measure the pressure drop over the charge air cooler using an U-gauge
or tool 848051.
Cooling water Check the water quality. 19
Check the content of additives. 02
Cylinder pressure Check the cylinder pressure. 12
Record the firing pressures of all the cylinders and record the running 03
parameters simultaneously.
Lubricating oil Take a sample of lubricating oil for laboratory analysis. Also 02
immediately after filling in a new installation or after changing to a new
lubricating oil brand.
Water mist catcher Check the working of the water mist catcher draining system. 15
Lubricating oil low-pressure Check the air pressure in the low-pressure accumulator. 18
accumulator (if equipped)
Fill more air, if necessary.
04 - 4 04-20211004-W46-02d

Oil mist detector Inspect the oil mist detector function. -
See the manufacturer's instructions.
Wastegate valve (if equipped) Inspect the wastegate valve function. 15
Bypass valve (if equipped) Inspect the bypass valve function. 15
04.3.7 Interval: 1000 operating hours GUID-16F1E20C-F783-4C87-A46E-EF40F87943F4 v12

Air filter(s) Clean the turbocharger air filter(s) 15
(VTR turbochargers) Remove the filter(s) and clean according to manufacturer's instructions.
Clean more often if necessary.
Engine fastening bolts Inspect the tightness of fastening bolts. -
Inspection to be done on new installations; recommended no later than
once a year.
Wärtsilä Wetpac H (if equipped) Check the injection nozzles and the charge air pipe for corrosion and 15-
blockage. Perform the check every 1000 hours for the first 3000 hours, Appendix
and then at intervals of 3000 hours.
Flexible coupling Inspect the flexible coupling visually after the first 1000 operating hours -
on a new installation. After that, follow the coupling manufacturer’s
maintenance schedule.
04.3.8 Interval: 1500 operating hours GUID-6EBB774F-6CC6-45F5-8F60-16DA5DD8AF71 v7

Turbocharger Change lubricating oil in turbocharger(s) equipped with separate 02
lubricating oil system.
(Turbochargers with separate 15
lubricating oil system) Use special mineral lubricating oil in turbochargers. Make sure that the
turbine oil is not mixed with the engine lubricating oil.
Check the change interval according to the lubricating oil type.
04.3.9 Interval: 2000 operating hours GUID-7F15DADA-1DA5-4AD6-A584-E50459D5C621 v15

Control and monitoring system Check the function of the safety system and automatic stop devices. 01
Replace faulty sensors. 23
Governor Change the lubricating oil. 02
22
Mechanical overspeed trip device Check the mechanical overspeed trip device. 06
Note that the electrical overspeed trip takes place first. 22
Check the function and tripping speed.
04-20211004-W46-02d 04 - 5

Electro-pneumatic overspeed trip Check the electropneumatic overspeed trip device. 06
device
Note that the electrical overspeed trip takes place first. 22
Check the function and tripping speed.
Valves Check the yoke and valve clearances. 06
12
Valve rotators Inspect the valve rotators visually. 06
12
Control mechanism Check the control mechanism and fuel racks. 22
Check for wear in all connecting links between the governor and all
injection pumps.
Check that the fuel racks moves easily and the fuel pumps follow.
Oil mist detector (if equipped) See the manufacturer's instructions. -
04.3.10 Interval: 2500 operating hours GUID-079EDD8E-D3B8-41C4-BC0B-CD60E4F9FCAF v8

Turbocharger Change lubricating oil in turbocharger(s). 02
(if separate lubricating oil system) Change the synthetic lubricating oil in turbocharger. Make sure that the 15
turbine oil is not mixed with the engine lubricating oil.
Check change interval according to lubricating oil type.
Test.
04.3.11 Interval: 3000 operating hours GUID-1762B452-7773-426C-962E-DBE4515BDB4C v9

Wärtsilä Wetpac H (if equipped) Check the injection nozzles and the charge air pipe for corrosion and 15-
blockage. Appendix
04.3.12 Interval: 4000 operating hours GUID-503CC106-2E11-4A87-97B1-35FFD195D799 v15

Control and monitoring system Check the connectors and connector holders. 23
Check the mounting and connector holders. Verify the presence of
contact lubricant and add, if necessary. Check the tightness of the
connections. Check the condition of cables, wires and cable glands.
Rectify, improve or replace the equipment, if necessary.
Turning device Grease the secondary shaft of the turning gear. 03
04 - 6 04-20211004-W46-02d

Crankshaft Check the crankshaft alignment on an engine that is cooled down near 11
the ambient temperature.
Use the measurement record Crankshaft deflection (4611V005).
Flexible coupling Check the alignment of the flexible coupling. 09
(resiliently mounted) Use the measurement record Alignment of flexible coupling
(WV98V041).
Resilient mounting (if equipped) Check the alignment. -
Check the compression of the thrust rubber elements.
Inspect according to the maintenance instructions for the resilient
installation.
Lubricating oil low-pressure Check the condition of the membrane in the low-pressure accumulator. 18
accumulator (if equipped) Replace, if necessary.
Lubricating oil system (if equipped) Turbocharger lubrication 18
04.3.13 Interval: 6000 operating hours GUID-E000B129-F170-49A8-8FB1-E21E771C8AF5 v22

Injection valves Inspect the injection valves. 16
Replace the nozzle with new ones. Check the effective needle lift.
Check the springs. Renew the O-rings.
Adjust the nozzle opening pressure in a test pump.
Renew the complete injection valve, if necessary.
Fuel pulsation damper Check the pulsation damper gas pressure every 6000 hours or once a 17
(if equipped) year, depending on whichever comes first.
Exhaust manifold Inspect the expansion bellows. 20
Replace parts, if necessary.
Inspect the supports of the exhaust system.
Flexible pipe connections Marine installations: Check the flexible pipe connections. -
Renew, if necessary.
Power plant installations: Follow the maintenance schedule of the
installation.
Wärtsilä Wetpac H Check the flexible pipe connection between the external system and the 15 -
(if equipped) engine. Renew, if necessary. Appendix
04-20211004-W46-02d 04 - 7
04.3.14 Interval: 8000 operating hours GUID-7D316276-B13F-40D7-B528-86DDB488C157 v15

Control and monitoring system Perform a general control and monitoring system inspection. 23
Check for insulation wear, loose terminals and loose wires.
Check for cable insulation wear, damages, loose cable glands,
connectors, holders and loose grounding shields.
Check for loose grounding straps and corrosion.
Check the sensors, actuators, solenoids etc. for leakages and
physical damages. Also check the signal and measurement, where
applicable.
Check the condition of vibration dampers and replace them, if
necessary.
Verify correct readings on engine displays and meters.
Check the electronic modules visually for damages. Rectify, improve
or replace the equipment, if necessary.
Check the sealing condition on cabinets and boxes.
Napier turbochargers Dismantle and clean the complete turbocharger. 15
Inspect the turbocharger cooling water ducts for possible deposits. 19
Clean them if the deposits are thicker than 1 mm.
Check the turbocharger bearings, and replace them, if necessary.
Fuel system Check and adjust the fuel system. 17
Check the adjustment of the pressure control valve.
04.3.15 Interval: 12 000 operating hours GUID-FFC24079-0E7D-4431-82E0-5735E78304CF v23

Cylinder liners Inspect the cylinder liners. 06
Measure the bore using the measurement record Cylinder liner (4610V001). 10
Replace liner if wear limits are exceeded. Hone the liners.
Check the deposits from cooling bores. Clean, if the deposits are thicker than 1
mm.
Renew the anti-polishing ring.
Connecting rods Inspect one big-end bearing per bank. 06
Dismantle the big-end bearing.
11
Inspect the mating surfaces.
If you find defects, open all big-end bearings.
Replace the bearing shells, if necessary. If the bearing shells are replaced,
replace also the shim plate.
See the measurement record Big end bearing housing bore (4611V003).
Connecting rods Inspect one small-end bearing and piston pin per bank 06
If you find defects, open all and replace, if needed.
11
See the measurement record Gudgeon pin and small end bearing (4611V004).
04 - 8 04-20211004-W46-02d

Pistons Check the cooling gallery deposit for one piston per bank. 11
If the deposition exceeds 0.3 mm, open all piston tops.
Inspect the piston skirt, and clean the lubricating oil nozzles.
Pistons, piston rings Inspect the pistons and replace the piston rings. 03
Pull, inspect and clean. Check the height of the piston ring grooves. Use the 06
measurement records Piston ring grooves (4611V009) and Piston ring groove
11
wear curve (4611V002).
Check the retainer rings of the gudgeon pins.
Replace the complete set of piston rings. Note the running-in programme.
Cylinder heads Overhaul the cylinder head. 12
Dismantle and clean the inner side, inlet and exhaust valves and ports. Inspect 14
the cooling spaces and clean if the deposits are thicker than 1 mm. If the
cylinder head cooling waters paces are dirty, also check 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 seats. Grind the valves.
Inspect the valve rotators. Check the rocker arms.
Replace the O-rings in the valve guides.
Replace the O-rings at bottom of the cylinder head screws at every overhaul.
Replace the knocking sensors.
Check the starting valves. Renew parts, if necessary.
Check the safety valve.
Replace the soft insulation at the cylinder head exhaust pipe connection.
Check the condition of other sealing insulation and mounting elements such as
clamps and screws. Replace, if necessary.
Check the heat leaks with a thermal camera or a contact thermometer at the
insulation panel connections. Replace parts, if necessary.
Valve rotators Dismantle, inspect and clean. 12
Camshaft driving gear Inspect the intermediate gears. 06
Inspect the teeth surfaces and running pattern. 13
Replace the parts, if necessary.
VTR turbochargers Inspect and clean. 15
Clean the compressor and turbine mechanically, if necessary. Inspect the 19
turbocharger cooling water ducts for possible deposits, and clean them if the
deposits are thicker than 1 mm.
VTR turbochargers with Replace the turbocharger bearings. -
roller bearings
Turbochargers with plain Inspect the turbocharger bearings. -
bearings
Inspect the bearings and replace, if necessary.
Replace the bearings at 36,000 hours, at the latest.
TPL turbochargers Dismount and clean. 15
Check the tolerances. Inspect and assess the shaft and the bearing parts.
Clean the turbine and compressor casings and check for any cracks and
erosion or corrosion. Clean the nozzle ring and check for any cracks and
erosion.
04-20211004-W46-02d 04 - 9

Fuel injection pumps Overhaul the injection pumps. 16
Clean and inspect the injection pumps. Replace worn parts.
Replace the erosion plugs.
Injection valves (direct Send the complete injection valves to Wärtsilä for water-solenoid re- 16
water injection) calibration.
Pilot injection valves (if Replace the pilot nozzles. 16
equipped)
Lubricating oil pump driving Inspect the lubricating oil pump driving gear. 06
gear (if equipped)
Replace parts, if necessary. 18
HT water pump driving gear Inspect the HT water pump driving gear. 06
(if equipped)
LT water pump driving gear Inspect the LT water pump driving gear. 06
(if equipped)
Air filter(s) in pneumatic Clean the insert and inside of the filters. 21
system
Waste gate (if equipped) Perform a general overhaul of the wastegate valve and actuator. 15
Change the positioner pilot valve.
Balancing device 9L46 Replace the balancing device bearing bushes. 11
engines (if equipped)
Inspect the balancing device driving gear. Replace parts if necessary.
Inspect the bearing pin. Replace if necessary.
Control and monitoring Recalibrate the I/P converter, if equipped, and replace the filter. 23
system
This should be done every 12 000 operating hours or every second year at the
latest.
04.3.16 Interval: 18 000 operating hours GUID-994BAE7B-E2B8-4FEF-9E12-32D1B824B84C v11

Turning device Change the lubricating oil in the turning device. 02
Hydraulic jack Check the function. 10
Replace the O-rings in the hydraulic jack if they are leaking when lifting the
main bearing cap.
Crankshaft Inspect the main bearings. 10
Inspect one main bearing. If found in bad condition, check and change all 06
main bearings. Note the type of bearing in use and inspect accordingly.
Crankshaft Check the thrust bearing clearance. 11
Check the axial clearance. 06
Vibration damper in camshaft Take a fluid sample from the vibration damper for analysis. 14
free end, viscous type ( if
equipped)
Lubricating oil pump (if Inspect the lubricating oil pump. 18
equipped)
Replace the bearings and shaft sealing.
04 - 10 04-20211004-W46-02d

HT water pump (if equipped) Inspect the HT water pump. 19
Dismantle and check the pump. Replace the bearings and shaft sealing, if
necessary.
LT water pump (if equipped) Inspect the LT water pump. 19
Dismantle and check the pump. Replace bearings and shaft sealing. if
necessary.
Governor General overhaul of the governor -
Can be sent to engine manufacturer for overhaul.
Engine fastening bolts Check the tightening of the engine fastening bolts. 07
04.3.17 Interval: 24 000 operating hours GUID-9FEDBA38-9421-4BF5-B860-4669FEAB044A v27

Piston Inspect the piston cooling gallery for all cylinders. 11
Clean, if needed.
Valves Replace the inlet and exhaust valves. 12
Valve rotators and valve guides Replace the valve rotators and valve guides. 12
Napier turbocharger Check the turbocharger's rotor shaft balance every 32 000 hours or -
every fourth years, at the minimum. See the manufacturer's
instructions.
Fuel injection pump Replace the fuel injection pump elements. 16
Lubricating oil thermostatic valve Clean and inspect the lubricating oil thermostatic valve. 18
Clean and check the thermostatic element, valve cone casing and
sealings.
HT water thermostatic valve (if Clean and inspect the HT water thermostatic valve. 19
equipped)
Clean and check the thermostatic element, valve cone casing, and
sealings.
LT water thermostatic valve (if Clean and inspect the LT water thermostatic valve. 19
equipped)
Clean and check the thermostatic element, valve cone casing,
indicator pin and sealings.
Exhaust manifold Replace the expansion bellows between the exhaust pipe sections, 20
after the cylinder head and before the turbocharger.
Flexible pipe connections Replace the flexible pipe connections. -
Main starting valve Overhaul the main starting valve. 21
Replace worn parts.
Governor driving gear Inspect the governor driving gears. 06
TPL turbochargers Inspect the turbocharger parts. 15
Inspect the nozzle ring, turbine diffuser/cover ring, the gas inlet/outlet
casings and replace if necessary. See the manufacturer's instructions.
Wärtsilä Wetpac H (if equipped) Replace the flexible pipe connection. 15 - Appendix
04-20211004-W46-02d 04 - 11

Control and monitoring system Replace the drive electronics, such as the cylinder control module, coil 23
drivers, fuel injection controls and power distribution modules.
At the latest, the electronics must be replaced every twelfth year.
Replace the vibration dampers (rubber elements).
Replace the rubber elements for components such as connection
boxes, control modules, connection rails and the main cabinet.
Replace the vibration dampers every 24 000 operating hours or every
fourth year depending on whichever comes first.
Replace the I/P converter, if equipped.
Check and clean the Seitz solenoid valves with a neutral cleaning
agent. Replace wear parts. Use only original repair kit components.
Add lubricant to the seals and gliding surfaces.
Seitz solenoid valves are typically start solenoid CV321, stop solenoid
CV153, and slow turning CV331. Others can be identified from
installation specific attachments.
This should be done every 24 000 operating hours or every fifth year
depending on whichever comes first.
04.3.18 Interval: 36 000 operating hours GUID-F1B317F9-EAF7-4161-A342-D6E7E502B104 v18

Main bearings Replace the main bearing shells, flywheel bearing shells and thrust 10
bearing halves.
Crankshaft Replace the crankshaft seal. 11
Cylinder liners Clean the cylinder liner cooling water spaces. Replace the liner O- 10
rings at every overhaul.
Connecting rods Replace the big-end bearing shells and shim plate. 11
Inspect the mating surfaces.
Measure the big-end bore using the measurement record Big end
bearing housing bore (4611V003).
Replace the small-end bearing bushes.
Inspect the bearing journal’s surface finish.
Valve mechanism Check the bearing clearances in the tappets and rocker arms, one 06
per cylinder.
12
Dismantle one rocker arm assembly for inspection. Proceed with
14
other rocker arm bearings if defects are found.
Replace the valve tappet roller bearing bushes.
Valve seats Replace the inlet and exhaust valve seats. 12
Camshaft Inspect the camshaft bearing bushes, one per bank. 06
If defects are found, inspect all including driving end and thrust 10
bearing. Replace, if necessary.
Use the measurement record Camshaft bearing (4610V003).
Camshaft coupling at camshaft’s Dismantle and inspect the coupling. Replace the bearing bushes, if 14
driving end (if equipped) necessary.
For changing the spring packs, contact Wärtsilä.
04 - 12 04-20211004-W46-02d

Turbochargers with plain bearings Replace the turbocharger bearings. -
Air cooler Replace the charge air coolers. 15
Fuel injection pump Replace the fuel injection pump parts. 16
Replace fuel injection pump tappet roller pins, control sleeve and
control rack.
Exhaust manifold Replace the exhaust pipe support plates. 20
Starting air distributor General overhaul of the starting air distributor. 21
Replace worn parts.
Vibration damper at crankshaft’s Dismantle the damper and check its condition. 07
free end, spring-type (if equipped) The damper must be opened only by the authorized personnel.
11
Contact the engine manufacturer.
04.3.19 Interval: 36 000 operating hours (HFO2) GUID-AB8A7096-F3AF-4A64-9EBA-4CEEE80706D1 v5

Piston Renew the piston crowns. 11
04.3.20 Interval: 48 000 operating hours (HFO1) GUID-0571B2DC-4907-4338-A042-E891E9528F52 v8

Piston Renew the piston crowns. 11
04.3.21 Interval: 48 000 operating hours GUID-F0AF8F75-3C5A-4E1A-AB98-5C1308246B15 v16

Control and monitoring system Replace measuring electronics and display units. 23
At the latest, the electronics must be replaced every twelfth year.
Camshaft Renew the camshaft bearing bushes. 10
Renew the camshaft driving end bearing bush and camshaft 13
thrust bearings.
Turbochargers Replace the compressor wheel. -
(with light-alloy compressor wheel) See the manufacturer's instructions. For specific cases and
makes, see the rating plate on the turbocharger.
Charge air bellows Renew expansion bellows between the turbocharger and air inlet 20
box.
04-20211004-W46-02d 04 - 13

Control mechanism Renew: 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
04.3.22 Interval: 60 000 operating hours GUID-877C47BB-BF0F-45CD-8143-BDEFE68DD115 v11

Governor Renew the bearing bushes for: 22
● Governor drive vertical shaft
● Governor driving gear horizontal shaft
Intermediate gear Renew the thrust bearing and bearing bushes of the intermediate gear. 13
Piston Renew the piston crowns, skirts and gudgeon pins. 11
Cylinder heads Recondition the cylinder heads. 12

Renew cylinder heads that cannot be reconditioned.
Valve mechanism Renew the rocker arm bearing bushes. 12

14
Fuel system Renew the fuel system pipes. 17

Renew the main injection pipes and pilot injection pipes (optional). 16
Injection valves Renew the nozzle holders. 16

Renew the main nozzles. Renew the pilot nozzles (optional).
Resilient mounting (if equipped) Renew the rubber elements. -

See technical documents.
04.3.23 Interval: 72 000 operating hours (HFO2) GUID-E6291D5C-4A5F-4DCE-BF5D-4EA155BE1B26 v6

Cylinder liners Renew the cylinder liners 06
10
04.3.24 Interval: 96 000 operating hours (HFO1) GUID-61190373-0668-413F-9D7D-7641379C4877 v6

Cylinder liners Renew the cylinder liners. 06
10
04 - 14 04-20211004-W46-02d
w46 92 50 00
0. Contents, instruction, terminology
0.1. Contents of the instruction book

1. This Instruction Book contains data and instructions for operation and mainte-
nance of the engine. Basic general knowledge has not been entered. Consequent-
ly, it is assumed that the engine room staff are well informed as to the care of diesel
engines.
2. Wärtsilä reserves the right to minor alterations and improvements due to en-
gine development without being obliged to enter the corresponding changes in
this Instruction Book.
3. The diesel engines will be equipped as agreed upon in the sales documents. No
claim can be made on the basis of this Instruction Book as herein are described
some components not included in every delivery.
4. Exact engine construction details are defined by the specification number on
the name plate located on the engine. In all correspondence or when ordering
spare parts, be careful to state engine type and engine number.
5. This Instruction Book is complemented by the Spare Part Catalogue which in-
cludes sectional drawings or exterior views of all components (partial assem-
blies).
0.2. General rules

1. Before any steps are taken, carefully read the corresponding section in this In-
struction Book.
2. Keep an engine log book for every engine.
3. During all maintenance work, observe the utmost cleanliness and order.
4. Before dismantling, check that all pipe systems concerned are drained or the
pressure released. After dismantling, cover immediately holes for lubricating oil,
fuel oil and air with tape or plugs.
5. When exchanging 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 book and
the reason should be clearly stated.
6. After reassembling, check that all screws and nuts are tightened and locked,
if necessary.
00–1 00 –1
00 w46 92 50
0.3. Terminology
The most important terms used in this manual are defined as follows:
Manoeuvring side: The longitudinal side of the engine where the operating de-
vices are located (start and stop, instrument panel, speed governor).
Rear side: The longitudinal side of the engine opposite the manoeuvring side.
Driving end: The end of the engine where the flywheel is located.
Free end: The end opposite the driving end.
Designation of cylinders: According to ISO recommendation 932 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 A1, A2 etc. and in the right
bank B1, B2 etc., see below:
Terminology

Designation of bearings.
Main bearings: The flywheel bearing is No. 0, the first standard main bearing
is No. 1, the second No. 2 etc.
The thrust bearing rails are located at the flywheel bearing. The outer rails close
to the flywheel are marked with 00 and the inner rails with 0.
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 located on the flywheel side are desig-
nated 00 and the inner bearings 0.
Upper and lower bearings shells: In bearings where both shells are indentical,
the upper one is marked with UP.
00 –2 00–2
w46 92 50 00
Designation of bearings

Manoeuvring side and rear side. Details located on the manoeuvring side may
be marked with ”M” and correspondingly ”B” for the back 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.
Top dead center, abbreviated TDC, is the top turning point of the piston in the
cylinder. TDC for every cylinder is marked on the graduation of the 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) 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 somewhat open and scavenging takes place. If the crankshaft is
turned back and forth this TDC, both exhaust and inlet valves will move, a fact
that indicates that the crankshaft is near the position which is called TDC at scav-
enging.
b)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.
00–3 00 –3
00 w46 92 50
Designation of valves

Inlet valves A and B, exhaust valves C and D.

Marking of the flywheel: The flywheel is divided into 360 starting from TDC
at firing for cylinder 1. TDC at firing for every cylinder is marked on the fly-
wheel. 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.
There are separate scales for A– and B–bank in a V–engine. See also the firing
order in chapter 0. Firing intervals, in crankangles, can be determined by dividing
720 with the number of cylinders.
00 –4 00–4
w46 92 50 00
Example of reading the flywheel

00–5 00 –5
00 w46 92 50
This page intentionally left blank.
00 –6 00–6
w46 93 02 01
1. Main data, operating data and general de-

sign
1.1. Main data for WÄRTSILÄR 46

Cylinder bore 460 mm
Stroke 580 mm
Piston displacement per cylinder 96.4 l
Firing order of clockwise rotating 18V46:

A1–B8–A7–B6–A4–B3–A2–B9–A8–B5–A6–B1–A3–B7–A9–B4–A5–B2
01–1 01 –1
01 w46 93 02
1.2. Recommended operating data

Apply to normal operation at nominal speed.
Normal values (xxx) Alarm (stop) limits (xxx)
100 % load 30 % load 30–100 % l. 30 % load
Temperatures,_C
Lube oil before engine 62...70 73...80 80 90
Lube oil after engine 10...13 high- 5...8
er higher
HT water after engine 85...95 105 (110)
HT water before engine 5...8 lower
HT water rise over turbocharger 8...12(15) 6...10
LT water before engine 28...38 65...70
Charge air in air receiver 40...60 60...70 75
Exhaust gas after cylinder See test records 60 higher
Preheating of HT water 70
Gauge pressures (bar)
Lube oil before engine 4.0 3.5...4.0 3.0 (2.0)
LT water before LT pump (=static) 0.7...1.5
HT water before engine 3.2...4.8 (x) (xx)
LT water before charge air cooler 2.8...4.4 (x) (xx)
Fuel before engine 7...9 5
Starting air max. 30
Charge air See test records
Other pressures (bar)
Firing pressure See test records
Opening pressure of safety valve on lube 6...8
oil pump
Visual indicator and electronic transduc- 1.2...1.8
er for high pressure drop over lube oil
filter and fuel filter
(x) Depending on speed and installation.
(xx) Alarm limit for main engine = idling pressure – 0.3 bar.
(xxx) For engines without load dependent cooling water system the values for
0...30% load are not applicable.
Under 30% load the lubricating oil and water temperatures fall slightly.
1.3. Reference conditions

Reference conditions according to ISO 3046/I:
01 –2 01–2
w46 93 02 01
Air pressure 100 kPa (1.0 bar)

Ambient temperature 298 K (25_C)
Relative air humidity 30 %
Cooling water temperature before charge air cooler 298 K (25_C)
Should the engine be designated to operate outside of the above stated conditions,
the output will be as per the sales contract. The engine manufacturer can give ad-
vice about the correct output reduction. As a guideline, the derating calculation
is as follows:
(a + b + c) x Rated Output
a = 0.5 % for every _C the ambient temperature exceeds stated value in the sales
documents.
b = 1 % for every 100 m level difference above stated value in the sales docu-
ments.
c = 0.4 % for every _C the cooling water of the charge air cooler exceeds stated
value in the sales documents.
1.4. 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 underslung. The
main bearing cap is supported by two hydraulically tensioned main bearing
screws and two horizontal side screws. The cooling water header is cast into the
engine block. The crankcase covers, made of light weight metal, are sealed
against the engine block by means of rubber seals. The lubricating oil sump is
welded.
The cylinder liners are designed with high collars and drilled cooling holes. The
cooling effect is optimized to maintain the correct temperature on the inner sur-
face.
The main bearings are 3–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.
The crankshaft is forged in one piece and balanced by counterweights as re-
quired.
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 3–metal bearings.
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 op-
timal 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 hydraulically ten-
sioned screws. The head is of the double deck design and cooling water is forced
01–3 01 –3
01 w46 93 02
from the periphery towards the centre thereby ensuring efficient cooling to the
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, also with chromium plated stems, seal against the directly
cooled valve seat rings.
The seat rings , made of a corrosion and pitting resistant material, are replace-
able.
The camshaft is made up from one–cylinder sections with integrated cams. The
bearing journals are separate pieces and thus it is possible to remove a camshaft
piece sideways.
The injection pumps have separated roller followers and can be changed by ad-
justing the base measure with the tappet screw. The pumps and pipings are located
in a closed space, so called ”hot box”, which is heat insulated for heavy fuel op-
eration.
The charge air cooler is equipped with removable inserts.
The internal lubricating oil system is provided with a welded dry oil sump, lu-
bricating oil connections and a centrifugal type filter.
The starting system: The air supply to the cylinders is controlled by a starting
air distributor which in turn is operated by the camshaft.
01 –4 01–4
w46 93 31 02
2. Fuel, lubricating oil, cooling water
2.1. Fuel
2.1.1. Fuel, general
The engine is designed to operate on heavy fuel (residual fuel) with a maximum
viscosity of 55 cSt/100C (approx 730 cSt/50C, approx 7200 sec. RI/100F)
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 viscosity than
about 2.8 cSt at 40C as such fuels may cause fuel injection pump plunger or fuel
nozzle needle seizure.
The maximum limits of fuel characteristics for a certain engine are stated in the
sales contract.
Blended fuels (residuals and distillate) with a viscosity between approx. 4 and 7
cSt/100C (12 and 30 cSt/50C, 65 and 200 sec. RI/100F) containing between
30 and 60 % distillate should, however, be avoided due to the risk of precipitation
of heavy components in the blend, due to the consequences of filter clogging and
large amounts of centrifuge sludge.
When difficulties with filter clogging are experienced, fuel incompatibility can
be tested by ASTM D 2781 method or similar.
2.1.2. Fuel treatment

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. (Fig. 2.2.)
Be sure that the correct gravity disc is used. Never exceed the flow rates recom-
mended for the centrifuge for the grade of fuel in use. The lower the flow rate the
better the efficiency.
Fuel in use
Max. viscosity (cSt/100C) 10 15 25 35 45 55
Approx. viscosity (cSt/50C) 50 90 205 350 530 730
Recommended centrifuge flow rate 60 40 30 25 20 15
(% of rated capacity)
In case pure distillate fuel is used, centrifuging is still recommended as fuel may
be contaminated in the storage tanks. The full 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 15C.
2 Heating
02–1 02 –1
02 w46 93 31
See diagram, Fig.2.2. Keep the fuel temperature about 10C above the minimum
storage temperature indicated in the diagram in order to minimize the risk for wax
formation. Keep the temperature after the final heater 5 to 10C above the recom-
mended temperature before injection pumps to compensate for heat losses be-
tween heater and engine.
Viscosity conversion diagram

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 any unit at a given tempera-
ture to a viscosity at another temperature a viscosity–temperature diagram or
conversion rule must be used.
02 –2 02–2
w46 93 31 02
Fuel oil viscosity–temperature diagram for determining the pre-

heating temperatures of fuel oils

Example: A fuel oil with a viscosity of 380 cSt (A) at 50C (B) or 80C (C) must
be preheated to 115–130C (D–E) before the fuel injection pumps, to 98C (F)
at the centrifuge and to minimum 40C (G) in storage tanks. The fuel oil may not
be pumpable below 36C (H).
To obtain temperatures for intermediate viscosities, draw a line from the known
viscosity/temperature point in parallel to the nearest viscosity/temperature line
in diagram.
Example: Known viscosity 60 cSt at 50C (K). The following can be read along
the dotted line: viscosity at 80C = 20 cSt, temperature at fuel injection pumps
74–87C, centrifuging temperature 86C, minimum storage tank temperature
28C.
Conversion from various current and obsolete viscosity units to centistokes can
be made in the diagram, Fig. 2.1. The diagram should be used only for conversion
of viscosities at the same temperature. The same temperatures should then be
02–3 02 –3
02 w46 93 31
used when entering the viscosity/temperature point into the diagram (See Fig.
2.2.)
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.
2.1.3. Maximum limits of fuel characteristics

The Wärtsilä 46 diesel engine is designed and developed for continuous opera-
tion, without reduction in the rated output, on fuels with the following properties:
Fuel characteristics, maximum limits
Viscosity (cSt/100C) 55
730
7200
Density (g/ml) 0.991
Density 1) (g/ml) 1.010 1)
Water, max. (% volume) 1.0
Water (before engine) (% volume) 0.3
Sulphur content (% mass) 5.0
Ash content (% mass) 0.20
Vanadium content (mg/kg) 600
Sodium content (mg/kg) 100
Conradson Carbon residue (% mass) 22
Asphaltenes (% mass) 14
Flash point, closed (C) 60
Pensky–Martens, min.
Pour point, upper max. (C) 30
Aluminium content (mg/kg) 30
The limits above also correspond to the demands of:
ISO 8217: 1987(E), ISO–F–RMH 55 and RML 551)
BS 6843: Part 1: 1987, ISO–F–RMH 55 and RML 551)
CIMAC 1986, class H 55 and K 551)
1) Provided the fuel treatment system can remove water and solids.
2.1.4. Comments on fuel characteristics

1 Viscosity is not a measure of the fuel quality, but determines the complexity
of the fuel heating and handling system, which should be considered when esti-
mating installation economy. The standard engine fuel system is laid out for max.
55 cSt/100C (approx. 730 cSt/50C, approx. 7200 sec. RI/100F) fuel.
02 –4 02–4
w46 93 31 02
2 When the density exceeds 0.991 g/ml at 15C, water, and to some extent solid
matter, can no longer be removed with certainty by a centrifuge. Centrifuging
systems that are claimed to be able to clean fuel oils with densities up to 1.010
g/ml at 15C are available. If such systems are installed, fuels with densities up
to 1.010 g/ml at 15C may be used.
NOTE ! Fuel oils having high density in combination with low viscosity may have
low ignition quality.
3 High sulphur content increases the risk for corrosion and wear, particularly
at low loads, and may contribute to high–temperature deposit formation.
4 High ash content causes abrasive wear, and may cause high–temperature cor-
rosion and contributes to deposit formation. The most harmful ash constituents
are vanadium and sodium.
5 High vanadium content causes hot corrosion on exhaust valves particularly
in combination with high sodium content. The corrosion increases with increased
temperatures (increased engine output).
6 Sodium contributes to hot corrosion on exhaust valves when combined with
high vanadium content. Sodium also contributes strongly to fouling of the ex-
haust gas turbine blading at high load. If the vanadium content of the fuel exceeds
200 ppm, the maximum sodium content is 50 ppm. If the vanadium content of
the fuel is below 200 ppm, sodium contents according to Fig. 2.3. are allowed.
Allowed sodium content in fuel
Sodium, pp
Safe area
Vanadium, ppm

Example: If the fuel vanadium content is 150 ppm the sodium content must be
under 38 ppm.
7 High Conradson carbon may cause deposit formation in combustion cham-

ber and exhaust system, particularly at low engine output.
8 High content of asphaltenes may contribute to deposit formation in combus-
tion chamber and exhaust systems at low loads. Asphaltenes may under certain
circumstances precipitate from the fuel and block filters and/or cause deposits in
the fuel system. Precipitating asphaltenes may also cause excessive centrifuge
sludge.
9 Heavy fuels may contain considerable amounts of water (up to 1 %). Water
may also originate from the installation bunker tanks. To avoid difficulties in the
02–5 02 –5
02 w46 93 31
engine fuel injection system the water content must be reduced to max. 0.3 % by
centrifuging.
10 Ignition quality. Heavy fuels may have very low ignition quality at low load
operation. This may cause trouble during starting and low load operation, espe-
cially if the engine is not sufficiently preheated. Low ignition quality may also
result in long ignition delay and as a consequence, in high firing pressure rise ra-
tio, which may damage engine components, e.g. piston rings.
Ignition quality is not defined, nor limited, in marine residual fuel standards. The
same applies to ISO–F–DMC marine distillate fuel. The ignition quality of these
fuels cannot for a variety of reasons be determined by methods used for pure
distillates, i.e. Diesel Index, Cetane Index and Cetane Number.
Shell and BP have developed equations for prediction of the ignition quality of
residual fuels. Both equations provide sufficient accuracy for prediction of the
ignition quality of the vast majority of fuels bunkered, although they may fail on
some very unusual blends. Both equations can easily be solved with a scientific
pocket calculator. Only the fuel density and viscosity need to be known.
Shell Calculated Carbon Aromaticity Index (CCAI)

CCAI = D–81–141log10 log10(Vk+0.85)
D = density (kg/m3 at 15C)
Vk = viscosity (cSt at 50C)
CCAI can also be determined (but with limited accuracy) by the diagram. (Fig.
2.4.)
NOTE ! An increased CCAI value indicates decreased ignition quality.
BP Calculated Ignition Index (CII)

CII=(270.795+0.1038T)–254.565D+23.708log 10log10(Vt+0.7)
D = density (kg/l at 15C)
Vt = viscosity in cSt measured at any temperature between 50 and
100 C
T =temperature (C) between 50 and 100
NOTE ! A decreased CII value indicates decreased ignition quality.
Basically a low viscosity in combination with a high density will result in a high
CCAI and a low CII, i.e. low ignition quality.
02 –6 02–6
w46 93 31 02
Nomogram for deriving CCAI

What do the values mean?

Straight run residues show CCAI values in the 770 to 840 range and are very good
igniters. Cracked residues delivered as bunkers may range from 840 to in excep-
tional cases above 900. Most bunkers remain in the 850 to 870 range at present.
Normal diesel engines should accept CCAI values up to 850 with no difficulties.
CCAI values between 850 and 870 may cause difficulties under unfavorable con-
ditions: low inlet air temperatures, insufficient pre–heating of the engine at the
start, inverse cooling system not functioning properly, fuel injection system not
functioning properly (in particular, badly maintained nozzles).
02–7 02 –7
02 w46 93 31
CCAI values between 870 and 890 are more demanding; the above mentioned
systems must function perfectly in order to avoid difficulties. In severe cases it
is advisable to increase the charge air temperature. CCAI values above 900 are
damaging.
Symptoms of low ignition quality are:
”Diesel knock”, i.e. hard, high pitch combustion noise
Effects of diesel knock are:
Increased mechanical load on components surrounding the combustion space, in-
creased thermal load, increased lube oil consumption and increased lube oil con-
tamination.
NOTE ! Although low ignition quality produces long ignition delay, advancing the
ignition timing makes things only worse; fuel is injected at a lower com-
pression temperature and this will produce even longer ignition delay.
11 Abrasive particulates. Fuels may contain highly abrasive particulates com-

posed of aluminium and silicon oxides known as ”catalytic fines” from certain
refining processes. If not removed by efficient fuel treatment, considerable wear
on vital engine components may be expected.
2.1.5. Steps to avoid difficulties when running on

heavy fuel
The engine is designed for burning heavy fuel with characteristics according to
table in section 2.1.3. under all operating conditions. Poor fuel quality will, how-
ever, adversely influence wear, engine component life time and maintenance in-
tervals. In order to obtain maximum operating economy it is recommended:
1 to limit maximum continuous output as much as operating conditions allow
if fuel is known or suspected to have high vanadium content (above 200 ppm) and
especially if the sodium content simultaneously is about 40 % of the vanadium
content.
2 to limit low load operation as much as operating conditions allow if fuel is
known or suspected to have high sulphur content (above 3 %), carbon content
(Conradson carbon above 12 %) and/or asphaltene content (above 8 %).
Operation below 20 % of rated output should be limited to max. 100 hours contin-
uously, by loading the engine above 70 % of rated load for one hour before contin-
uing the low load operation.
Idling (i.e. main engine declutched, generator set disconnected) should be limited
as much a possible. Warming–up of the engine at no load for more than 3 minutes
before loading, as well as idling more than 3 minutes before stopping is unneces-
sary and should be avoided.
02 –8 02–8
w46 93 31 02
2.1.6. General advice

To avoid unstable and incompatibility problems (precipitation of heavy compo-
nents in the fuel), avoid if possible blending of fuels 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 highly powerful dispersing
characteristics can be of help until a new fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from modern refinery
processes like catalytic cracking and visbreaking may approach at least some of
the limits of fuel characteristics given in the table in section 2.1.3..
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 cata-
lytic fines (silicon and aluminium oxides) which, if allowed 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 separating capacity. The best and most disturbance–free results are
obtained with purifier and clarifier in series. Alternatively the main and stand–by
separators may be run in parallel, but this makes heavier demands on correct grav-
ity disc choice and constant flow and temperature control to achieve optimum re-
sults. Flow rate through the centrifuges should not exceed the maximum fuel con-
sumption by more than 10 %.
sufficient heating capacity to keep centrifuging and injection temperatures at
recommended levels. It is important that the temperature fluctuations are as mini-
mal as possible ("2C before centrifuge) when centrifuging high viscosity fuels
with densities approaching or exceeding 0.991 g/ml at 15C.
sufficient preheating of the engine and the fuel systems before starting the en-
gine.
keeping fuel injection equipment and the load dependent cooling system in
good condition.
2.2. Lubricating oil
2.2.1. Lubricating oil, general
Viscosity. Viscosity class SAE 40.

Alkalinity. The required lubricating oil alkalinity is tied to the fuel specified for
the engine. This is shown in the table ”Fuel standards and lubricating oil require-
ments”.
02–9 02 –9
02 w46 93 31
Fuel standards and lubricating oil requirements

Category Fuel standard Lube oil
BN
A ASTM D 975–81 GRADE 1D, 2D, PRO- 10–40
POSED 3D
ISO 8217: 1987(E) DMX,DMA
BS 2869–1983, CLASS A1,A2
BS 6843:Part 1:1987 DMX,DMA
B ASTM D 975–81, GRADE 4D 15–40
ISO8217:1987(E) DMB
BS 6843:Part 1:1987 DMB
C ASTM D 396, GRADE NO 4–6 25–40
CIMAC 1986 CLASS A10–K55
ISO8217:1987(E) DMC, RMA10–RML55
BS 6843:Part 1:1987 DMC, RMA10–RML55
GASEOUS FUELS,
CRUDES
Additives. The oils should contain additives that give good oxidation stability,
corrosion protection, load carrying capacity, neutralization of acid combustion
and oxidation residues, and prevent deposit formation on internal engine parts
(piston ring zone and bearing surfaces in particular).
2.2.2. Lubricating oil qualities
Approved system oils – all fuel categories – for Wärtsilä VASA 46 Engines
Lubricating oil Designation (brand name) of Visc. TBN Fuel categ.
supplier lubricating oil supplier
BP Energol IC HF 304 SAE 40 30 A, B, C
Energol IC HF 404 SAE 40 40 A, B, C
Castrol MXD 304 SAE 40 30 A, B, C
MXD 404 SAE 40 40 A, B, C
Elf Lub Marine Aurelia 4030 SAE 40 30 A, B, C
Aurelia XT 4040 SAE 40 40 A, B, C
Esso Exxmar 40TP 40 SAE 40 40 A, B, C
Exxmar 30TP 40 SAE 40 30 A, B, C
Mobil Mobilgard 442 SAE 40 40 A, B, C
Mobilgard 424 SAE 40 30 A, B, C
Shell Argina T oil 40 SAE 40 30 A, B, C
Argina X oil 40 SAE 40 40 A, B, C
Texaco Taro DP 40 SAE 40 32 A, B, C
Taro XL 40 SAE 40 42 A, B, C
NOTE ! For use of a lubricating oil not listed in the table the engine manufactur-
er’s permission is required to maintain the engine guarantee.
02 –10 02–10
w46 93 31 02
Candidate lubricating oils for Wärtsilä VASA 46 Engines

Lubricating Designation (brand name) of lu- Visc. TBN Fuel
bricating oil supplier categ.
Agip Cladium 350 SAE 40 SAE 40 35 A, B,C
Caltex RPM DELO 3000 SAE 40 A, B,C
Marine Oil 40
Chevron DELO 3000 Marine 40 SAE 40 30 A, B,C
Norol Marine HA 304 SAE 40 30 A, B,C
Marine HA 404 SAE 40 40 A, B,C
Petrofina ,IMOD Stellano 430 SAE 40 30 A, B,C
Phillips Oil Trading Ltd Marine SR 40 SAE 40 30 A, B,C
Teboil Teboil Ward S 30T SAE 40 SAE 40 30 A,B,C
NOTE ! For use of a candidate lubricating oil the engine manufacturer’s permis-
sion is required to maintain the engine guarantee.
Never blend different oil brands unless approved by oil supplier and, during guar-
antee time, by engine manufacturer.
2.2.3. Maintenance and control of the lubricating

oil
1 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...85C. 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 to be chosen acc. to
oil density at 80C (normally stated at 15C by oil suppliers).
NOTE ! Defects on automatic, ”self–cleaning” separators can quickly increase the

water content of the oil under certain circumstances! (The water control
valve fails.)
2 During the first year of operation it is advisable to take samples of the lubri-
cating oil after about 500, 1000 and 2000 operating hours. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is possible to de-
termine suitable intervals between oil changes. After that the oil can be analyzed
at about 500 operating hours intervals.
To be representative of the oil in circulation, the sample should be taken with the
engine in operation at the sampling cock located immediately after the oil filter
02–11 02 –11
02 w46 93 31
on the engine, in a clean container holding 0.75...1 litre. Take samples before, not
after adding new oil to compensate for consumption. Before filling the container,
rinse it with the oil from which sample is to be taken.
In order to make a complete assessment of the condition of the oil in service, the
following details should be furnished with the sample: Installation, engine
number, oil brand, engine operating hours, number of hours the oil has been
in use, where in the system sample was drawn, type of fuel, and any special
remarks. Oil samples with no information except installation and engine number
are essentially worthless.
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 rise by more than 25 % above the guidance value at 100C.
Maximum permissible viscosity for a SAE 40 grade oil is 212 cSt at 40C and
19 cSt at 100C.
Minimum permissible viscosity is 95 cSt at 40 C and 11.5 cSt at 100C
Flash point should not fall by more than 50C below the guidance value. Min.
permissible flash point (open cup) is 170C. At 150C a risk of a crankcase ex-
plosion occurs.
Water content should not exceed 0.3 %. At 0.5 % steps must be taken, either by
centrifuging or changing the oil.
TBN. The TBN value must be at least 50% of the fresh oil nominal value. Howev-
er, for lubricating oils with nominal TBN values exceeding 25, the minimum ac-
ceptable limit for used oil is TBN 15.
Insolubles. The quantity allowed depends on various factors. The oil supplier’s
recommendations should be followed. 2% insolubles in n–Pentan call for action,
however in general it can be said that the changes in the analyses give a better ba-
sis of estimation than the absolute values.
Rapid and great changes may indicate abnormal operation of the engine or of a
system.
3 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 exam-
ple, precipitation of insolubles. Measure and record the quantity added. Attention
to the lubricating oil consumption may give valuable information about the en-
gine condition. A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase warrants pulling the pis-
tons, if no other reason for oil consumption is found.
4 Guidance values for oil analyzing 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. Effi-
cient centrifuging and large systems (dry sump operation) generally allow for
long intervals between changes.
In dry sump installations the oil change intervals may be in the order of 8000
hours or more.
02 –12 02–12
w46 93 31 02
When changing oil the following procedure is recommended:

5 Empty oil system while oil is still hot. Be sure that oil filters and coolers are
also emptied.
6 Clean oil spaces, including filters and camshaft compartment. Clean filter
cartridges of the safety/indicator filter.
7 Fill a small quantity of new oil in the oil sump and circulate with the pre–lu-
bricating pump. Drain!
8 Fill required quantity of oil in the system. Oil samples taken at regular inter-
vals, analyzed by the oil supplier and the analysis results plotted as a function of
operating hours is an efficient way of predicting oil change intervals.
Ask the oil supplier to send copies of oil analyses to the engine manufacturer who
will then assist in the evaluation.
2.2.4. Lubricating oil for the governor

See the Instruction Book for the governor. An oil of viscosity class SAE 30 is nor-
mally suitable and usually the same oil can be used as in the engine system, or
the same oil as in the turbocharger. Oil change interval: 2000 h service.
NOTE ! If turbine oil is used in the governor, take care not to mix it with engine
lubricating oil. Only a small quantity can cause heavy foaming.
2.2.5. Lubricating oils for BBC–VTR turbochar-

gers with ball and roller bearings
See the Instruction Book for the turbocharger (chapter 15). A lubricating oil of
30...55 cSt viscosity at 50C should be used,turbine oils are preferred.
Oil change interval is 500 h service for normal mineral oils, 1500 h service for
special mineral oils and 2500 h service for synthetic lubricating oils.
NOTE ! Take care that turbine oil is not mixed with engine lubricating oil. Even a
small quantity can cause heavy foaming.
02–13 02 –13
02 w46 93 31
Mineral oils: oil change interval 500 h

Viscosity cSt at
Manufacturer Brand name 40C 100C
Agip Ote 68 64 8.4
British Petroleum Energol THB 77 77 9.4
Energol THB 68 65 8.4
Energol HLB 68 68 9
Energol SHF68 64 10
Caltex Regal Oil R&Q 68 65.5 8.5
Rando Oil 68 64.9 8.5
Rando Oil HD 68 67 8.8
Rando Oil HDZ 68 66 10.7
Castrol Perfecto T 68 64 8.25
Hyspin AWS 68 68 8.6
Hyspin AWH 68 68 10.9
Chevron GST oil 68 68 9.02
Mechanism LPS 68 68 10.9
Cosmo Turbine Super 68 68
Elf Turbine T 68 71 9
Turbelf SA 68 68 8.94
Visga 68 73 11.7
Hydrelf DS 68 72.5 11.6
Esso Tro–Mar T/Teresso 77 76 9.5
Teresso 68 67 8.8
Nuto H 68 64 8.4
Fina Turbine oil Medium (68)/Bakola 68 68 9.2
Turbine oil Heavy (80) 80 10.2
Hydran LZ68 70.6 9.07
Idemitsu Daphne Super Turbine HT–68 68.1 9.1
Indian Oil Corp. Servoprime 68 64–72 8.15
Servoprime 76 74–80 9.13
Servopress 68 64–72 8.5
Servosystem HLP 68 64–72 8.5
Mobil DTE Oil Heavy Medium 61.2 8.6
DTE 16 M 71 10.3
Rarus 427 81 9.9
Shell Turbo Oil T 68 68 8.7
Turbo Oil T 78 78 9.4
Tellus Oil 68 68 8.8
Texaco Regal Oil R&O 68 64.7 8.3
Rando Oil HD 68 61.5 8.2
Total Presilia 68 68 8.7
Noroil Statoil Turbway 68 67 8.5
Statoil Hydraway HMA 68 63 8
02 –14 02–14
w46 93 31 02
Special mineral oils: oil change interval 1500 h

Manufacturer Brand name Viscosity cST at
40C 100C
British Petroleum Energol RC 68 68 8.8
Valvoline Compressor oil 62 90 10
Synthetic lubricating oils: oil change interval 2500 h

Manufacturero Brand name Viscosity cSt at
40C 100C
Esso Synesstic 68 65 7.7
Mobil Rarus SHC 1026 66.8 10.4
Nyco Nycolube 3060 93 10
Elf Barelf CH 68 69.9 8.9
These lubricating oils are, with regards to viscosity and quality, according to the
recommendations.
2.2.6. Lubricating oil for turning gear

Lubricating oils approved by the engine manufacturer:
Turning gear oils

Manufacturer Brand name Viscosity cSt at
40C 100C
EP–gear oil, viscosity 400–500 cSt/40C = ISO VG 460. Examples:
Mobil Mobilgear 634 437 27.8
Esso Spartan EP 460 460 44.9
Shell Omala Oil 460 460 30.8
British Petroleum Energol GR–XP 460 425 27
2.3. Cooling water

2.3.1. Cooling water, 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 have a hardness as low as possible
(max. 10 doH), a chloride content of less than 80 mg/l and a pH–value above 7.
02–15 02 –15
02 w46 93 31
The best result will be achieved by using totally desalinated (distilled) water,
from a fresh water generator, plus additives.
NOTE ! Distilled water without additives absorbs carbon dioxide from the air,
which increases the 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.
2.3.2. Additives
With regards to additives, use products from well–known and reliable suppliers
with vast distribution networks. Follow thoroughly the instructions of the suppli-
er.
NOTE ! The use of emulsion oils, phosphates and borates (solely) is not recom-
mended.
The table in section 2.3.4. provides the qualities of some typical cooling water
additives. Approved water treatment products are listed in section 2.3.5.
In an emergency, if compounded additives are not available, treat the cooling wa-
ter with sodium nitrite (NaNO2) in portions of 5 kg/m3. To obtain a pH–value of
9, add caustic soda (NaOH), if necessary.
CAUTION ! Sodium nitrite is toxic.
2.3.3. Treatment
When changing the additive or when adding additive to 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 recommenda-
tions, an emulsion oil has been used, the complete system must be absolutely
cleaned from oil and greasy deposits.
Evaporated water should be compensated for 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.
02 –16 02–16
w46 93 31 02
2.3.4. The qualities of cooling water additives
Summary of the most common cooling water additives

Additive Advantages Disadvantages Suitability
Sodium – good efficiency –determination of the con- – suitable as additive ex-
nitrite – small active quantities, centration can be done cept in air cooled heat ex-
0.5 % by mass only with special equip- changers with large soft
– cheap ment solder surfaces
–suitable as additive ex-
cept exchangers with large
soft solder surfaces
Nitrite + – no increased risk of cor- – tendency to attack zinc
borate rosion at over or under– – toxic: lethal dosage
doses 3...4 g solid nitrite
– innocuous for the skin
– allowed for use in fresh
water generators intended
for housekeeping purposes
Sodium – good efficiency – increased risk of corro- – suitable as additive for
chromate – small active quantities, sion when too low con- purposes where the toxic
or potas- 0.5 % by mass centration: spot corrosion effect can be tolerated
sium chro- – reasonable price – injurious for the skin Caution at use and thor-
mate – simple determination of – toxic: lethal dosage 1 g ough control are neces-
concentration (comparison – prohibited for use in sary
of color with test solu- fresh water generators
tion) – intended for housekeep-
– available anywhere ing purposes
Sodium – not toxic – not active when water – limited suitability
silicate – harmless to handle velocity exceeds 2 m/s
– commercial risk of cor-
rosion when too low con-
centration: spot corrosion
2.3.5. Cooling water treatment products
Examples of commercially available cooling water treatment products

Supplier Product designation
Burmah–Castrol Marine Castrol Solvex WT2
Burmah House
Pipers Way Wiltshire N3 1RE, England
DIA–PROSIM107 RD 11 M
Rue Edith Cavell
94400 Vitry France
Drew Chemical Corp., Marine Division Maxigard
522 Fifth Avenue Drew Ameroid
New York, N.Y. 10036, USA DEWT–NC powder
02–17 02 –17
02 w46 93 31
Examples of commercially available cooling water treatment products

Supplier Product designation
Gamlen Chemical Company (UK) Ltd Gamlen Gamcor NB
Wallingford Road Uxbridge
Middlesex, England
Houseman Hegro Ltd Cooltreat101
The Priory, Burham Cooltreat 102
Slough SL 1 7LS, England
Magnus Maritec International Inc.150 NLC Diesel
Roosevelt Place, P.O.Box 150 Water treatment
Palisades Park, New Jersey 07650, USA
Nalfloc Ltd, Marine Department Nalfeet 9–121 powder
P.O.Box 11, Northwich, Nalfleet 9–131C liquid
Cheshire CW 8 4DX, UK
Nalco Chemical Co, Marine Department Nalco 39 powder
100 Morris Avenue, Springfield Nalco3 9–L liquid
New Jersey 07081, USA
Perolin Co Perolin Formet
Ltd50 Mount Street Water System
London WLY 5 RE, England Treatment No. 326
Rochem Ships Equipment A/S, Rochem Rocor NB
P.O.Box 2645, St Haunshaugen, Rochem Rocor NB
Oslo 1, Norway liquid
Rohm & Haas France S.A. Rohm & Haas RD 25
La Tour de Lyon 185, Rue de Bercy
F–75579 Paris, France
NOTE ! Ask the supplier of the treatment product for instructions about treat-
ment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
02 –18 02–18
w46 92 53 03
3. Start, stop and operation
3.1. Turning of the crankshaft
3.1.1. Turning of the crankshaft, 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 rev/min.
The engaging and disengaging of the turning gear is done by the lever (1). The
lever is secured by a locking pin (6). (Fig. 3.1.)
The turning device is provided with a stop 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.
Electrically driven turning device
Fig. 3.1.
03–1 03 –1
03 w46 92 53
3.1.2. Maintenance of turning device

The turning device needs no other maintenance than a change of the gear box lu-
bricating oil once during the first year of operation. For approved lubricating oils,
see section 2.2.6. After that, the oil should be changed according to chapter 4.
Check also that the vent hole (3) is open.
1 Drain old oil, preferably when warm, through the drain hole (4).
2 Rinse the gear box with clean, thin fluid oil.
3 Fill the gear box with oil(according to the table in section 2.2.6.) through the
filling hole (5) until the oil level reaches the level screw. Utmost cleanliness must
be observed.
4 Close the oil holes and drive the turning device a few revolutions.
5 Check the oil level and fill, if necessary.
3.2. Start
3.2.1. Start, general
Before starting the engine, check that:
the fuel system is in running order (correct preheating, correct pressure, suffi-
cient precirculation to heat the fuel injection pumps),
the LT– and HT–circulating systems and the raw water system are in running
order (correct pressures, circulating water preheated and pre–circulated suffi-
ciently to heat the engine),
the oil level in the turbocharger is correct,
the oil level in the governor is correct,
the starting air pressure exceeds 15 bar (normally, 10 bar is still sufficient to
start the engine),
the starting air system is drained of condensate.
3.2.2. Local start

1 Start the prelubricating oil pump to obtain a lubricating oil pressure, min.
abt. 0.5 bar. Or if full flow electric lubricating pumps are installed, adjust the pres-
sure to nominal. (See section 1.2.)
2 Due to the automatic slow turning function it is not required to turn the en-
gine 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 posi-
tion (see Fig. 3.2.) and indicator valves open.
3 Shut the indicator valves.
4 Disengage the turning gear from the flywheel.
5 Check that the automatic alarm and stop devices in the installation are set
in operation.
03 –2 03–2
w46 92 53 03
6 Check that the stop lever is in work position (normal) (see Fig. 3.2.). Open
the starting air valve and shut the blow–off valve when there is no more conden-
sate.
Normal
Stop

7 Switch the engine on local control. (See Fig. 3.3.)
Local manoeuvring panel

8 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. (More detailed information in section 23.2.2.)
03–3 03 –3
03 w46 92 53
NOTE ! 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.
9 During the starting procedure a mechanical starting fuel limiter (see Fig.
3.4.) limits the fuel rack movement to avoid over speeding and unnecessary
smoke. The limiter is automatically disconnected when the engine has achieved
the idle speed.

10 Check immediately after start that the pressure and temperature values are
normal. (See section 1.2.)
NOTE ! In an emergency, it is possible to start the engine manually by operating

the start control valves by hand. (See Fig. 3.5.) Hold the start valve open
until the engine speed has achieved 120 rpm. (Monitor the speed via the
local indicator.) Extreme care must be taken while starting because the
automatic start control is not in operation.
03 –4 03–4
w46 92 53 03
Emergency start

3.2.3. Remote– and automatic start

See installation specific instructions.
03–5 03 –5
03 w46 92 53
3.3. Start after a prolonged stop (more than 8 h)
3.3.1. Local start after a prolonged stop

1 Check
the lubricating oil level in the oil tank
the lubricating oil pressure
the circulating water level in the expansion tank
LT/HT water pressure
the raw water supply
the fuel oil level in the day tank
the fuel oil pressure
the starting air pressure min. 15 bar
the governor oil level (sight glass or stick)
the turbocharger oil level (sight glass at both ends)
that the fuel racks move freely to prevent risk of overspeed.
2 Observe section 3.2.2.
3 After starting check
that the starting air distributing pipes are not hot at any cylinder (leakage from
the starting valve).
that the turbocharger lubricating pump is operating; spraying oil can be seen
inside the bearing chamber (ABB turbochargers)
the turbocharger oil level
the governor oil level
exhaust gas temperatures after each cylinder (all fuel pumps are operating)
3.4. Start after overhaul

1 Check that the connections between the speed governor, overspeed trip and
injection pumps are set correctly (hold original values in fuel pumps in relation
to governor position) and move freely. Check that all connections are locked
properly and that the injection pump racks move freely in the pumps.
2 Release the overspeed trip manually the speed governor control lever being
in max. position and the stop lever in work position. Check that all injection pump
racks move to a value less than 5 mm.
3 If the injection pump, camshaft or its driving mechanism have been touched,
check the fuel pump timing (see chapter 16.) and refer to values in setting table
included in the Official Trial Report. Adjust the timing if necessary (see chapter
16.).
03 –6 03–6
w46 92 53 03
4 Check the cooling water system for leakage, especially:

the lower part of the cylinder liner
the oil cooler (installation)
the charge air cooler(s)
5 Check and adjust the valve clearances. If the camshaft or its driving mecha-
nism have been touched, check, at least, the valve timing of one cylinder (V
engines: on each cylinder bank). (For guidance values see chapter 6.)
6 Start the priming 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 section 1.2.) and check
that there is no leakage from the pipe connections inside or outside the engine.
7 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 TO-
TAL BREAKDOWN. Well cleaned oil spaces (oil sump and camshaft spaces)
help protect the oil pump and oil filter.
8 When starting see the instructions in sections 3.2.2. and 3.3.
3.5. Stop
3.5.1. Stop, general
The engine can always be stopped manually (with the stop lever, (see Fig. 3.2.)
independent of the remote control or automation system.
When overhauling the engine, make absolutely sure that the automatic start
and the priming pump are inoperative. Close the starting air shut–off valve
located before the solenoid valve. 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.
The lubricating oil system on a stopped engine should be filled with oil every sec-
ond day by priming the engine. At the same time, turn the crankshaft into a new
position. This reduces the risk of CORROSION on journals and bearings when
the engine is exposed to vibrations. Start the engine once a week to check that
everything is in order.
3.5.2. Manual stop

1 The engine is provided with separate cooling water pumps. Idle the engine
3...5 min before stopping. Run the cooling water pumps for 5 more minutes.
2 Stop the engine by moving the stop lever to stop position (see Fig. 3.2.). The
time of slowing down offers a good opportunity to detect possible abnormal
sounds.
3.5.3. Local stop

1 See section 3.5.2.1.
2 Switch the engine to local control.
03–7 03 –7
03 w46 92 53
3 Stop the engine by pushing the stop button at the local manoeuvring panel.
Stop solenoid at speed governor is energized and the fuel rack moves to stop–
position. Stop signal is automatically on for 100 s which is long enough to stop
the engine.
For more detailed information see section 23.2.
3.5.4. Remote stop

1 See section 3.5.2.1.
2 To energize the remote stop see the manual for installation. Function on the
engine is the same as when using local stop.
3.5.5. 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 gov-
ernor 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.
3.6. Normal operation supervision

3.6.1. Normal operation supervision, general
1 There is no automatic supervision or control arrangement that could re-
place an experienced engineer’s observations. LOOK and LISTEN to the en-
gine.
2 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 lubricating oil consumption) check the crankcase pressure. If the
pressure exceeds 30 mm H2O, check the crankcase venting system. If that is in
good working condition, pull the pistons!
3 Operation at loads below 20 % of rated output should be limited to maxi-
mum 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.
Idling (i.e. generator disconnected) should be limited as much as possible.
Warming–up of the engine for more than 3...5 minutes before loading, as well as
idling more than 3...5 minutes before stopping is unnecessary and should be
avoided.
3.6.2. Every second day or after every 50 running

hours
1 Read all thermometers and pressure gauges and, at the same time, the load
of the engine. All temperatures are more or less dependent on the load. Therefore,
always compare the values read with those at corresponding load and speed in the
Acceptance Test Records and curves. Guidance values are stated in chapter 1.
2 Check the indicator for pressure drop over the lubricating oil filters (sepa-
rate). Too high pressure drop over the filters results in bad oil filtration and in-
03 –8 03–8
w46 92 53 03
creased wear. Clean the filter cartridges if necessary. Check that the lubricating
oil automatic filters and separators are working properly.
3 Check the oil level in the oil tank. Estimate the appearance 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), e.g. a hot–plate. If the drop keeps ”quiet”, it does not con-
tain water; if it ”frizzles” it contains water. Compensate for oil consumption by
adding max. 10% fresh oil at a time.
4 Check that the ventilation (de–aerating) of the engine circulating water sys-
tem (the expansion tank) is working.
5 Check the quantity of leak–fuel from the draining pipes.
6 Check that the drain pipes of the air coolers are open.
7 Clean the compressor side of the turbocharger by injecting water. See chapter
15. and the instruction manual of the turbocharger.
8 Drain the fuel day tank of water and sediments, if any, and drain the starting
air receiver of water.
03–9 03 –9
03 w46 92 53
Condensation in charge air coolers

AMB air temperature oC
f = Relative humidity %
P = Air manifold pressure

bar abs
Water dewpoint oC Water content (kg water/kg dry air)

Example: If the ambient air temperature is 35C 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 abt. 3.5 bar (ambient pressure +
air manifold pressure), the dew point will be 55C ( from diag.). If the air temper-
ature in the air manifold is only 45 C, the air can only contain 0.018 kg/kg (from
diag.). The difference, 0.011 kg/kg (0.029–0.018) will appear as condensed water.
3.6.3. Every second week or after every 250 run-

ning hours
1 Clean the centrifugal lubricating oil filter.
2 Keep the injection pump racks clean (free from sticky deposits), check that
the parts of the fuel control shaft system move easily.
3 Clean the turbine side of the turbocharger by injecting water. See chapter
15. and the instruction book of the turbocharger.
03 –10 03–10
w46 92 53 03
3.6.4. Once a month or after every 500 running

hours
1 Check the content of additives in the circulating water.
2 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 all
offer an accurate estimation of the engine load.
NOTE ! Measurement of cylinder pressures without simultaneous measurement of

the engine load is practically worthless.
3.6.5. In connection with maintenance work

1 Record the following steps and the running hours in the engine log:
lubricating oil sampling (record also operating time of oil). Lubricating oil
analysis without statement of operating time is of limited value (”go – no go”
only).
lubricating oil changes
cleaning of centrifugal lubricating oil filters
cleaning of lubricating and fuel oil filter cartridges
change of parts in connection with maintenance according to chapter 4.
03–11 03 –11
03 w46 92 53
3.7. Operation supervision after overhaul

1 At the first start, listen carefully for possible jarring sounds. If anything is
suspected, stop the engine immediately, otherwise stop the engine after 5 min-
utes’ 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 in-
spection from below to the cylinder liners and piston skirts which have been
opened. If everything is in order, restart.
2 Check that there is no leakage of gas, water, fuel or lubricating oil. Especially
observe the fuel lines, injection pumps and injection valves. Watch the quantities
emerging from the leak oil pipes!
3 Check that the starting air distributing pipe is not hot at any cylinder (leaky
starting valve). May cause explosion!
4 After overhauling, the following instructions are especially important:
Check pressure and temperature gauges.
Check the automatic alarm and stop devices.
Check that the turbocharger lubricating pumps are operating. (Spraying oil
can be seen through the sight glass.)
Check the pressure drop over the fuel filter and lubricating oil filters (separate-
ly installed).
Check the oil level in the oil sump/oil tank. Estimate the condition of the oil
Check the ventilation (de–aerating) of the engine circulating water system
Check the quantity of leak fuel
Check the gossip holes of the coolers
Check the content of additives in the circulating water
Check the cylinder pressures
Listen for jarring sounds
Check the crankcase pressure
Check the starting air pipes
03 –12 03–12
w46 92 53 03
3.8. Running–in
1 After piston overhaul, follow program A in Fig. 3.7. as closely as possible.
The piston rings have slid into new positions and need time to refit. If the program
cannot be followed, do not load the engine fully for 4 h, at least.
2 After changing piston rings, pistons or cylinder liners, after honing of cyl-
inder liners,follow program B in Fig. 3.7. as closely as possible.
If the program cannot be followed, do not load the engine fully for
10 h, at least.
CAUTION ! Avoid ”running–in” at continuous and constant low load
The important thing is to vary the load several times. The ring groove will have
a different tilting angle at each load stage, and consequently the piston ring a dif-
ferent contact line to the cylinder liner.
The running–in may be performed either on distillate or heavy fuel, using the nor-
mal lubricating oil specified for the engine.
Running–in program

A .......... After piston overhaul
B .......... After change of piston rings,pistons or cylinder liners,after honing of

cylinder liners
1. Stop. Check big end bearing temperatures and inspect the cylinder liners and
pistons from below.
2. End of running–in programme. Engine may be put on normal mode.
03–13 03 –13
03 w46 92 53
3.9. Loading
See Fig. 3.8.
The loading of the engine is subjected to a heated engine HT–water temperatures
60C.
Lubrication oil temperatures 40C
If the temperatures are lower the loading time must be two times longer.
Normally the loading is automatically controlled by the engine control system.
Engine loading curve

......... Limit curve
––– Emergency loading curve
_____ Normal loading curve
03 –14 03–14
w46 93 31 04
4. Maintenance schedule
4.1. Maintenance schedule, general

The maintenance necessary for the engine depends primarily on the operating
conditions. The periods stated in this schedule are guidance values only but must
not be exceeded during the guarantee period. See also the instruction books of the
turbocharger and the governor, separate instructions for additional equipment
and chapter 3.
1 Before any steps are taken, carefully read the corresponding section in this
manual detailed in the last column of the table.
2 During all maintenance work, observe the utmost cleanliness and order.
3 Before dismantling, check that all pipe systems concerned are drained or
pressure released. After dismantling, cover immediately holes for lubricating
oil, fuel oil and air with tape, plugs, clean cloth or similar.
4 When exchanging a worn–out or damaged part that has 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 rea-
son should be clearly stated.
5 After re–assembling, check that all screws and nuts are tightened and locked,
if necessary.
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.
Interval: 50 operating hours

Air coolers Check draining of air coolers 15
Check that the draining pipe is open, check for any leak- 03. 6. 2.
age.
Cooling water system Check water level in cooling system 19
Check the water level in the expansion tank(s) and/or the
static pressure in the engine cooling circuits.
Gauges and indicators Take readings 03. 6. 2.
Read and record (using eg. form No. WV98V009) all tem-
perature and pressure gauges, at the same time and at the
same load of the engine.
Governor, actuator Check oil level in governor 02
Check oil level, and look for leaks 22
Injection and fuel system Check leak fuel quantity 03. 6. 2.
Check the amount of leak fuel from the injection pumps 17
and nozzles.
04–1 04 –1
04 w46 93 31

Turbocharger Water cleaning of compressor 15
Clean the compressor by injecting water.
Turbocharger Check turbocharger oil levels 15
Check oil level, and look for leaks 02
Valve mechanism Check valve clearances 12
Check the valve clearances after 50 hours’ running in new 06
and overhauled engines.

Control mechanism Maintenance of control mechanism 22.
Check for free movement, clean and lubricate.
Turbocharger Water cleaning of turbine 15.
Clean the turbine by injecting water; more often if neces-
sary.
Centrifugal filter Clean centrifugal filter 18.
(if installed) 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. 02
Cylinder pressure Check cylinder pressure 12
Record firing pressures of all cylinders. 03. 6. 4
Lubricating oil Take oil sample 02
In a new installation or after changing to a new lubricating
oil brand, take samples for analyzing.
Turbocharger Change lubricating oil in turbocharger(s) 2.2.5.
Change lubricating oil in the turbocharger. Take care that 15
the turbine oil is not mixed with the engine lubricating oil.
Valve rotators Function check 14

Air filter(s) Clean turbocharger air filter 15
Remove the filter(s) and clean according to instructions of
the manufacturer (more often, if necessary).
Automation Functional check of automation 23
Check function of the alarm and automatic stop devices. 01
04 –2 04–2
w46 93 31 04

Valves, piston rings Check valve condition 12
Check that the inlet and exhaust valves move freely in 06
their guides. This should preferably be done when the en-
gine has been out of operation for a couple of hours.
Check valve clearances.
Check cylinder tightness (valves, piston rings) with a
pneumatic test.
Engine holding down Check the tightness
bolts Check to be done on new installations.
Lubricating oil Laboratory lube oil analysis 2.2.3.

Air cooler(s) Check water side of charge air cooler(s) 15.
The first time check and perhaps clean the watersides. If in
good condition and deposits insignificant: future intervals
4000 running hours.
Injections valves Inspect injection valves 16.
Test the opening pressure. Dismantle and clean nozzles.
Check the effective needle lift. Check the springs. Replace
the O–rings. Check the nozzle condition in a test pump.
Replace the complete injection valve if necessary.
Measuring instruments Check gauges 23.
Check pressure and temperature gauges. Replace faulty
ones.
Governor Change oil in governor 2.
Change lubrication oil. 22.
Mechanical overspeed Check function of mechanical overspeed trip device 22.
trip device Check function and tripping speed. 6.
El.–pneum. overspeed Check el.–pneumatic overspeed trip device 22.
trip device Check function and tripping speed. 6.

Camshaft Inspection contact faces of camshaft 14
Check the contact faces of the cams and tappet rollers. 03
Check that the rollers rotate. Rotate the engine with the
turning gear.
Control mechanism Check control mechanism 22
Check for wear in all connecting links between the gover-
nor and all injection pumps.
Crankshaft Check crankshaft alignment 11
Check alignment, use form No. 4611V005GB. Alignment
check is performed on a warm engine.
Crankshaft Check thrust bearing clearance 11
Check axial clearance. 06
04–3 04 –3
04 w46 93 31

Cylinder liners Inspect jacket water spaces 19
Inspect the water side of one cylinder liner through the 02
plug in the engine block. If the deposits are thicker than 1 10
mm, clean all liners and engine block water space. Im- 19
prove the cooling water treatment.
Injection valves Inspect injection valves 16
Test the opening pressure. Dismantle and clean nozzles.
Check the effective needle lift. Check the springs. Replace
the O–rings. Check the nozzle conditioning a test pump.
Recommendation: Replace the complete injection valves
with new or reconditioned ones.
Starting fuel limiter Check starting fuel limiter 22
Check the adjustment and function.
Turbocharger(s) 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.
Interval: 8000 – 12000 operating hours

Camshaft driving gear Inspect camshaft driving gear 13
Replace parts if necessary. 06
Connecting rod Inspect the big end bearing 11
Dismantle the big end bearing. Inspect mating surfaces. 06
Measure the big end bore, use form 4611V003GB.
Cylinder heads Overhaul of cylinder head 12
Dismantle and clean the underside, inlet and exhaust
valves and ports. Inspect cooling spaces and clean, if
necessary. Grind the valves.
Replace the O–rings in the valve guides.
Check the starting valves. Replace parts if necessary.
Check the safety valves.
Cylinder liners Inspect the cylinder liners 10
Measure the bore using form No. 4610V001GB, replace 06
liners if wear limits are exceeded. Hone the liners.
Cylinder liners Inspect cylinder liner water side 19
Pull one cylinder liner, on V–engines one per cylinder 10
bank. If the deposits are thicker than 1 mm, clean all lin-
ers and the engine block water space. Replace the
cyl.liner o–rings with new ones at every overhaul.
Governor driving gear Inspect governor driving gear 22
Replace parts if necessary. 06
04 –4 04–4
w46 93 31 04
Interval: 8000 – 12000 operating hours

Piston, piston rings Inspect pistons and piston rings 11
Pull, inspect and clean. Check the height of the ring 06
grooves (the height clearance of the rings), use form No. 03
4611V001GB.
Check the retainer rings of the gudgeon pins. Replace
complete set of piston rings. Note the running–in pro-
gramme.
Turbocharger Replace turbocharger bearings 15
VTR–chargers See manufacturers instructions.
Fuel oil system Clean the fuel day tank 02
Valve mechanism Check bearing clearances in the tappets and rocker 14
arms 12
06

Camshaft Inspect camshaft bearings 10
Replace if necessary 06
Crankshaft Inspect main bearings 10
Check condition. Note the type of bearing in use and do 06
the inspection accordingly.
Governor drive Check governor drive bearing 22
Check governor driving shaft bearing clearance in place. 06
Injection pumps Overhaul of injection pumps 16
Clean and inspect injection pumps, replace worn parts.
Replace the erosion plug.
Turning device Change oil turning device 03
02

Connecting rods Inspect the small end bearings and piston pins 11
Replace if necessary. 06
Engine fastening bolts Check tightening of engine fastening bolts 07
Exhaust manifold Check expansion bellows 20
Replace if necessary.
Main starting valve General overhaul of main starting valve 21
Replace worn parts.
Mechanical overspeed General overhaul of mechanical overspeed trip device 22
trip device Check function and tripping speed.
Starting air distributor General overhaul of starting air distributor 21
Replace worn parts.
04–5 04 –5
04 w46 93 31

Turbocharger Replace compressor wheel
See manufacturers’ instructions.

Engine General overhaul of engine
04 –6 04–6
w46 93 31 05
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.
This list represents a comprehensive selection of tools for the WÄRTSILÄR 46
engine.
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

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

1 Find the tools that interests you in the following pages.
2 Select the tool or parts required. You should use the code number in the list
when ordering.
3 Make a note of the specifications and other information as required for the
order.
4 Send the order to your local service station.When possible, state the installa-
tion name and engine number(s) when ordering.
05–1 05 –1
05 w46 93 31
5.2. Cylinder cover

(Chapter 12)
Description Code Weight Dimensions
No (kg)
Hydraulic pump 860100 20

No (kg)
Flexible hose, long 861012 2,0

No (kg)
Flexible hose, short 861011 0,7
05 –2 05–2
w46 93 31 05

No (kg)
Hydraulic tightening tool for M90x6 861143 90
screws

No (kg)
Lifting tool for cylinder cover 832001 20,5
05–3 05 –3
05 w46 93 31

No (kg)
Assembly tool for valves 834001 22
05 –4 05–4
w46 93 31 05

No (kg)
Turning tool for grinding valves 841010 4

No (kg)
Lifting eye for injection valve 805001 1.0
05–5 05 –5
05 w46 93 31

No (kg)
Valve clearance feeler gauge 848001 0.035

No (kg)
T–handle for cylinder ind. valve 808001 0.45
05 –6 05–6
w46 93 31 05
5.3. Piston
(Chapter 11)

No (kg)
Lifting tool for piston 835001 11.5

No (kg)
Tap M16 802001

No (kg)
Piston assembly ring for liner with 845010 10
antipolishing ring
05–7 05 –7
05 w46 93 31

No (kg)
Protecting sleeve for connecting rod 835005 4.0

No (kg)
Pliers for piston rings 800002 0.5
05 –8 05–8
w46 93 31 05

No (kg)
Pliers for securing ring 800001 1.3

No (kg)
Clamp device for piston rings 843001 1.5
05–9 05 –9
05 w46 93 31
5.4. Connecting rod
(Chapter 11)

No (kg)
Hydraulic tightening tool for M72x6 861142 66
screws

No (kg)
Pin for hydraulic tensioning tool 861028 0.05

No (kg)
Hydraulic tightening tool for M42 861120 10
srcews
05 –10 05–10
w46 93 31 05

No (kg)
Distance sleeve 861027 2.3

No (kg)
Stud remover (M42) 803001 0.5

No (kg)
Stud remover (M72x6, M90x6) 803003 0.8

No (kg)
05–11 05 –11
05 w46 93 31

No (kg)
Eye–bolt screw (M12) 831002 0.18
05 –12 05–12
w46 93 31 05

No (kg)
Mounting device for big end bear- 836010
ing, complete
Mounting device for big end bearing 836027 100

upper half
1. Frame 836036
2. Car 836038
Mounting device for big end bearing 836028 50

lower half
1.Outside support 836006
2. Inside support 836004
Clip
Plate
Shaft
3. Rod 836007
05–13 05 –13
05 w46 93 31

No (kg)
Combined big end bearing lock and 846008 3.1
foot support

No (kg)
Guide lever for positioning the big 846012
end bearing at the piston assembly.
05 –14 05–14
w46 93 31 05
5.5. Cylinder liner

(Chapter 10)
No (kg)
Lifting tool for liner 836016 24

No (kg)
Mounting jig for cylinder liner 846015 30
05–15 05 –15
05 w46 93 31

No (kg)
Support for cylinder liner lifting de- 836033 41.8
vice
05 –16 05–16
w46 93 31 05
5.6. Main bearing

(Chapter 10)
No (kg)
Stud remover screw for mounting 803004 0.9
and dismantling device (M56)

No (kg)
Turning tool for main bearing shell 851001 0.5
05–17 05 –17
05 w46 93 31

No (kg)
Turning tool for thrust washer and 851020 3.4
bearing shell

No (kg)
Hydraulic pump, low pressure (Max 860050 12.4
150 bar)
05 –18 05–18
w46 93 31 05

No (kg)
Hose 860083 1.5

No (kg)
Mounting device for hydraulic cylin- 861041 6.2
der
05–19 05 –19
05 w46 93 31

No (kg)
Hydraulic tightening tool for M56 861100 13
screws

No (kg)
Distance sleeve 861009 4.4

No (kg)
Pin for tightening nuts 861010 0.05
05 –20 05–20
w46 93 31 05

No (kg)
Bar for lifting tool 831003 16.5

No (kg)
Lifting tool 1000 kg 836001 10
05–21 05 –21
05 w46 93 31

No (kg)
Transport device 836030 0.6
05 –22 05–22
w46 93 31 05
5.7. Injection equipment

(Chapter 16)
No (kg)
Flare nut Wrench (32 mm) 806052 0.13

No (kg)
Special key for high pressure line 806058 3.5
(46 mm)
05–23 05 –23
05 w46 93 31

No (kg)
Special key for main nozzle cap nut 806054 3.8
(70 mm)

No (kg)
Box insert tool for pilot nozzle cap 806055 0.2
nut (36 mm)
05 –24 05–24
w46 93 31 05

No (kg)
Special socket wrench for main fuel 809032 0.1
valve connection piece (36 mm)

No (kg)
Testing device for nozzle equipment 864001 13
05–25 05 –25
05 w46 93 31
5.8. Miscellaneous tools

No (kg)
Locking device for camshaft 834053 14 2V84G0292

No (kg)
Measure gauge for crankshaft 848011 0.05
05 –26 05–26
w46 93 31 05

No (kg)
Limiter for fuel rack movement 863001 0.3

No (kg)
Hydraulic tension cylinder 834050 19
05–27 05 –27
05 w46 93 31

No (kg)
Checking device for cylinder 848020 4.5

No (kg)
Mounting device for overspeed 837020 0.5
cylinder and elastic link rod

No (kg)
Lifting tool for injection pump 831004 2 4V83A185

No (kg)
05 –28 05–28
w46 93 31 05

No (kg)
Lever for drawing off the overspeed 837040 2.5
cylinder
05–29 05 –29
05 w46 93 31

No (kg)
Mounting and removing device for 834010 70 2V83H118
camshaft bearings

No (kg)
Stud remover M20 837039 0.2
05 –30 05–30
w46 93 31 05

No (kg)
Universal puller 837038 4.3

No (kg)
Torque wrench 730R/20 820008 1.5
(Max 200 Nm)
(vfrc. 200

No (kg)
05–31 05 –31
05 w46 93 31

No (kg)
Torque wrench 721/80 820009 4.8
(Max 800 Nm)
)

No (kg)
Air operated hydraulic pressure unit 860170 15
5.9. Miscellaneous tools for air cooler

No (kg)
Mounting device for air cooler 846053 88
05 –32 05–32
w46 93 31 05
5.10. Optional tools

No (kg)
Lifting tool for camshaft pieces 836024 34.6

No (kg)
Lifting tool for drive gear 836023 16.5

No (kg)
Lifting bar for drive gear 836034 16.5

No (kg)
Connecting piece for camshaft ex- 836019 18.0
tension piece lifting tool
05–33 05 –33
05 w46 93 31

No (kg)
Lifting device for end piece of cam- 836018 6.5
shaft

No (kg)
Lifting device for camshaft piece 836029 12.7

No (kg)
Lifting device for bigger intermedi- 836021 1.7
ate gear

No (kg)
Lifting device for end piece of cam- 836017 14.5
shaft
05 –34 05–34
w46 93 31 05

No (kg)
Lifting device for camshaft drive 836020 12
gear

No (kg)
Lifting device for smaller intermedi- 836022 8.4
ate gear

No (kg)
Guide shaft extension for heat ex- 845009 4.3
changer plates

No (kg)
Removing and assembling tool for 834011 46 3V83H0156
gudgeon pin bearing
05–35 05 –35
05 w46 93 31

No (kg)
Tool for loosening the antipolishing 836043 4
ring

No (kg)
Inside micrometer for cylinder bore 848012

No (kg)
Measuring rail for cylinder bore 847001 2.0 3V84K0051

No (kg)
Withdrawing device for injection 836040 4.3 3V84G0297
pump spindle
05 –36 05–36
w46 93 31 05

No (kg)
Holding tool for valves 834002 1.5 3V84G299

No (kg)
Spindle for removing valve seat 845001 1.4 4V83E0081
rings

No (kg)
Removing tool for exhaust valve 845002 4,8 4V83E0093
seat rings

No (kg)
Removing tool for inlet valve seat 845003 4,6 4V83E0094
rings

No (kg)
Spindle for valve guide removing 845004 5 4V83E0082
tool

No (kg)
05–37 05 –37
05 w46 93 31

No (kg)
Bed for tension cylinder 845005 5,2 3V83E0083

No (kg)
Fitting tool for exhaust valve seat 845006 7 4V83E0091
ring

No (kg)
Lifting tool for rocker arm 836031

No (kg)
Cylinder liner honing tool. 842014 1V84C0003
05 –38 05–38
w46 92 49 06
6. Adjustments, clearances and wear limits
6.1. Adjustments
Valve timing, Economy timing:
Inlet valve opens 40 before TDC, closes 10 after BDC
Exhaust valve opens 50 before BDC, closes 40 after TDC
Valve clearance, cold engine:
inlet valves 1mm
exhaust valves 1.5 mm
Fuel delivery commencement: see test records
Opening pressure of main fuel injection valve 450 bar
pilot valve 320 bar
Tripping speed of electro–pneumatic and mechanical overspeed trip de-
vices:
Nominal speed Electro–pneumatic Mechanical
tripping speed tripping speed
514 RPM 565 " 10 RPM 590 " 10 RPM
06–1 06 –1
06 w46 92 49
6.2. Clearances and wear limits (at 20C)
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
Crankshsft journal, taper 0.020/100 0.025/10
0
Main bearing shell thickness 9.825 9.845 9.800
Measurement record 4610V004GB: Main bearing shell
Bore of main bearing housing 470.040
Assembled bearing bore ∅ µ 450.530 450.450
∅´ 450.485 450.405
Main bearing clearance µ 0.450–0.570
(also flywheel bearing) ´ 0.405–0.525
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 9.860 9.875
Camshaft bearing housing bore 320.000 320.036
Assembled bearing bore 300.260 300.330 300.370
Measurement record 4610V003GB: Camshaft bearing bore
Camshaft bearing clearance 0.260–0.362 0.400
Camshaft thrust bearing housing, bore 230.000 230.029
Camshaft thrust bearing diameter 210.000 210.029
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 4610V001GB and 4610V002GB: Cylinder liner
Thrust bearing thickness 14.820 14.850
06 –2 06–2
w46 92 49 06

Min. Max. (mm) (mm)
11 Crank pin, diameter 449.060 450.000
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 4611V008GB: Big end bearing shell
Big end bore diameter 470.000 470.040
Ovality 0.020 0.10
Measurement record 4611V003GB: Big end bearing bore
Assembled bearing bore ∅µ 450.340 450.420
∅´ 450.385 450.465
Big end bearing clearance µ 0.460–0.340
´ 0.505–0.450
Gudgeon pin diameter 219.980 220.000
Small end bore 240.000 240.029
Gudgeon pin bearing clearance 0.200–0.288
Measurement record 4611V004GB: Gudgeon pin
Connecting rod axial clearance in piston
Small end bearing bush, thickness 9.895 9.910
Clearance gudgeon pin – piston 0.06–0.10
Bore diameter in piston 220.06 220.08
Piston ring gap (clamped ∅ 460)
Compression ring 1 1.10–1.50 3.0
Oil scraper ring 1.40–1.95 3.0
Measurement record 4611V007GB: Piston rings
Piston ring axial clearance:
Oil scraper ring 0.063–0.105 0.3
Measurement records 4611V001GB and 4611V002GB for axial clearance
Piston ring groove height:
Groove I and II 10.110 10.130 10.6
Groove III 8.050 8.070 8.3
Measurement record 4611V009GB: 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 06 –3
06 w46 92 49

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 06–4
w46 92 49 06

Min. Max. (mm) (mm)
13 Intermediate gear of camshaft drive
Bearing clearance 1 (see Fig. 6.1.)
Axial clearance 2 0.200–0.290 0.5
0.33–0.52
Bearing diameter, in situ 210.200 210.260
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

06–5 06 –5
06 w46 92 49
14 Valve tappet diameter 1 (see Fig. 159.815 159.915

NO TAG)
Guide diameter 2 160.00 160.063
Diameter clearances 3 0.085–0.248
Roller pin bore in the tappet 4 60.000 60.030
Roller bore diameter 5 60.090 60.120
Tappet pin diameter 59.971 59.990
Bearing clearance tappet–tappet pin 6 0.010–0.059
roller–tappet pin 7 0.100–0.149
Bearing journal diameter 8 (see Fig. 109.978 110.000
NO TAG)
Rocker arm bearing diameter, in situ 9 110.088 110.154
Bearing clearance 0.088–0.176
Yoke pin diameter 10 41.904 41.920
Yoke bore diameter 11 42.000 42.025
Diameter clearance 0.121–0.080
Section A–A

Section B–B

06 –6 06–6
w46 92 49 06

Min. Max. (mm) (mm)
16 Nozzle needle lift (see Fig. 6.4.)
main 0.65 0.70 0.85
pilot 0.38 0.40


Min. Max. (mm) (mm)
22 Driving shaft for governor 1 (see fig. 6.5.) 32.000 32.016
Bearing for driving shaft 2 32.050 32.075
Axial clearance 3 0.100–0.150
Backlash for driving gear
Control shaft 4 (see fig. 6.6.) 44.961 45.000
Control shaft bearing 5 45.080 45.180
Clearance 0.800–0.219
Shaft for connection bar levers 7 44.961 45.000
Bearing diameter, in situ 8 45.025 45.064
06–7 06 –7
06 w46 92 49

06 –8 06–8
w46 93 31 07
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.
Molycote or similar low friction lubricants must not be used for any screws or
nuts due to the risk of overtensioning the screws.
1 Nm = 0.102 kpm
07–1 07 –1
07 w46 93 31
7.1.1. Cylinder head
Pos. Cylinder head (see Fig. 7.1.) Torque Nm

7 Connection piece to nozzle holder (M22) 200"5
8 Main injection valve fastening nuts 125"5
9 Pilot injection valve fastening nuts (M16) 125"5
10 Injection pipe nut 150"5
11 Injection pipe nut with guiding ring 50"3
12 Rocker arm console fastening screw (M24) 600"25
13 Locking screw for valve clearance adjusting screw (M12) 30"5

07 –2 07–2
w46 93 31 07
Pos. Starting valve, safety valve (see Fig. 7.2.) Torque Nm

14 Fastening nuts for cylinder head safety valve (M16) 85"5
15 Fastening nuts for starting valve (M16) 150"5
16 Nut for starting valve spindle (M12) 45"2

7.1.2. Crankshaft
Pos. Crankshaft (see Fig. 7.3.) Torque Nm
17 Split gear screws on crankshaft (M30) 10.9 1900"100
(M36) 10.9 3160"150
Apply Loctite 242 on threads, see section 7.2.
18 Flywheel fastening screws (M48x3) 8.8, length 260 mm:
Tightening to elongation 0.34"0.03 mm
19 Flywheel fitting bolts (M48x3/260) 2000

07–3 07 –3
07 w46 93 31
7.1.3. Elastical coupling

Pos. Elastical coupling (see Fig. 7.4.) Torque Nm
44 Fast.screws for vibration damper (M20) 10.9 575
45 Fast.screws for vibration damper (M10) 85

7.1.4. Injection pump, type L’Orange

Pos. Injection pump (see Fig. 7.5.) Torque Nm
22 Locking screw (M12) for injection pump adjusting screw (locked with 30"5
locking fluid)
23 Injection pump fastening nuts (M24) 460"20
24 Injection pump cover fastening screws M16 170"5
25 Injection pump element fastening screws M14 200"5
26 Main injection pipe fastening nut 150"5
27 Pilot injection pipe fastening nut 50"5
46 Erosion plug 200"5
07 –4 07–4
w46 93 31 07
VIEW A

07–5 07 –5
07 w46 93 31
7.1.5. Injection valves

Pos. Injection valves (see Fig. 7.6.) Torque Nm
28 Main injection nozzle cap nut 600"15
Molykote G–n plus
29 Pilot injection nozzle cap nut 150" 5
Molykote G–n plus

7.1.6. General
Pos. Screw connection (see Fig. 7.7.) Torque Nm
31 Turbocharger fastening screws M36 x 270 2700 "100
07 –6 07–6
w46 93 31 07

07–7 07 –7
07 w46 93 31
7.1.7. General torques

We recommend the use of torque measuring tools also when tightening other
screws and nuts. The following torque values apply to screws of the strength class
8.8; when oiled with lubricating oil or treated with Loctite.
Screw Width across flats of Key width of hexagon Torque Torque

dimension hexagon screws socket head screws Nm kpm
M8 13 6 25 2.5
M10 17 8 50 5.0
M12 19 10 85 8.5
M16 24 14 190 19.0
M20 30 17 370 37.5
M24 36 19 640 65
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. Tightening pressures for hydraulically tight-

ened connections
When tightening hydraulic bolt connections it is advisable to pump up to stated
pressure, tighten the nuts, relieve the pressure, repump to same pressure and
check the nut tightness.
The screws will be overloaded if the maximum hydraulic pressure is exceed-
ed. If it is impossible to turn the nuts, when the maximum hydraulic pressure is
reached: check the corrosion in threads; check tool condition and manometer er-
ror.
07 –8 07–8
w46 93 31 07
7.3.2. Hydraulically tightened connections, V–en-

gines.
Pos. Screw connection Hydraulic pressure Tightening Hydraulic

(see Fig. NO TAG) when tightening torque for stud cylinder
(bar) (Nm)
34 Cylinder head screws M90 x 6 350 400 "40 861143
35 Main bearing screws M90 x 6 815 400 "40 861143
36 Thrust bearing screws M56 600 300 "30 861100
37 Lateral screws of main bear- 600 By hand 861100
ings and thrust bearing M56
38 Connecting rod screws M72 x 800 400" 40 861142
6
39 Connecting rod screws M42 760 150" 10 861120
40 Counterweight screws M72 x 6 600 400" 40 861142
41 Central screws for intermediate 815 400" 40 861143
gears M90 x 6

07–9 07 –9
07 w46 93 31
Use of hydraulic cylinders:
7.3.3. Dismantling hydraulically tightened screw

connections
1 Attach distance sleeves and hydraulic cylinders according to Fig. 7.9. A.
Screw on cylinders by hand.
2 Connect the hoses to the pump and cylinders according to scheme 7.9. B.
Open the release valve (2) and screw cylinders in clockwise direction to expel
possible oil.
3 Screw the cylinders in counter–clockwise direction about half a revolution
(180). M72 x 6 thread sleeve 3/4 revolution (270). Otherwise the nut is locked
by the cylinder and impossible to loosen.
4 Close the release valve and pump pressure to the stated value. Read pres-
sure in both manometers (6).
5 Screw the nut in counter–clockwise direction about half a revolution with the
pin.
6 Open the release valve slowly and remove the hydraulic tool set.
7 Screw off the nuts by hand

7.3.4. Reassembling hydraulically tightened screw

connections
1 Screw on nuts and attach distance sleeves. Screw on cylinders by hand.
07 –10 07–10
w46 93 31 07
2 Connect the hoses to the pump and cylinders according to Fig. 7.9. Check
that the release valve (2) is open and screw the cylinders in clockwise direction
to expel possible oil.
3 Close the release valve (2) and pump pressure to the stated value.
4 Screw the nuts in clockwise direction until close contact to face. Keep pres-
sure constant at the stated value.
5 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. 7.9.
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.
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 2E at 20C.
During the filling of the high pressure pump container, it is recommended to
connect the set according to scheme B Fig. 7.9. 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).
After filling, vent the system by pressing in, with a finger, 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.
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 acc. to Fig. 7.10.)
07–11 07 –11
07 w46 93 31

The effective area of the piston is 58.32 cm 2 which gives the following relation
between pressure and force (Fig. 7.11.)
Relation between pressure and force for hydraulic extractor cyl-

inder 834050.

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. 7.10..
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 –12 07–12
w46 93 31 07
7.5. Use of low pressure pump for lifting purposes in the

crankcase
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. 7.12.) When lifting the main bearing
connect the pressure hose to connection ”UP”, when lowering connect the hose
to connection ”DOWN”.
View A
Fig. 7.12.
07–13 07 –13
07 w46 93 31
7.6. Torque calculations
NOTE ! Torque wrench settings must be recalculated when using tools (806054)
and (806058) together with torque wrench (820009) or (820008).
Tool 806054 for main injection nozzle cap nut.

Tool 806058 for high pressure line.
Example:
Fig. 7.13.
M + 600 Nm
M1 + 600 x 975 + 436 Nm

975 ) 365
07 –14 07–14
w46 93 31 08
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 connected. 3.1., NO TAG
NOTE! Engine cannot be started when turning device is connected.
However, before starting, always check that turning device is removed.
b) Starting air pressure too low, shut–off valve on starting air inlet pipe NO TAG, 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 automation outside engine faulty. 3.2., 23.
2. Crankshaft rotates but engine fails to fire
a) Too low speed (1b).
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 and prevents 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.
l) Fuel insufficiently preheated or precirculated. 2.1., Fig. 2.2.
m) Too low compression pressure (1f)
3. Engine fires irregularly, some cylinders do not fire at all

a) See points 1F, 2F, g, h, k, l, 4d.
b) Injection pump control rack wrongly adjusted. 22.1.3.
08–1 08 –1
08 w46 93 31
See chapter,
section
c) Injection pump control sleeve does not mesh properly with rack (may 16.2.5., 16.2.6.
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 be troublesome to make these fire on
all cylinders when idling, due to the small quantity of fuel required.
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 somewhat on those cylinders having the
highest exhaust gas temperatures, increase somewhat on those cylinders
not firing). This adjustment should be done in small steps and the differ
ence 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 (vapor lock in injection pumps).
e) Loading automation outside engine 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. 6.1., 12.2.2.
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 (wrongly set camshaft drive). 6.1., 16.2.7.
c) See points 3b, c, d, e.
08 –2 08–2
w46 93 31 08
See chapter,
section
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 gray–whitish
a) Excessive lubricating oil consumption due to: 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 scuf
fing (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 boil
er 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 16.4.5.
– 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.
10. Exhaust gas temperature of one cylinder below normal
08–3 08 –3
08 w46 93 31
See chapter,
section
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. 16.3.
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
tough injection pump rack positions are the same.
Dangerous ! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b.
d) When idling, see point 3g.
e) Exhaust pipe turbine nozzle ring partly clogged.
12. Lubricating oil pressure lacking or too low 1.2.
a) Faulty pressure gauge, gauge pipe clogged 23.
b) Lubricating oil level in oil tank too low. 18.1.2.
c) Three–way cock of lubricating oil filter wrongly set (installation).
d) Leakage in lubricating oil suction pipe connections. 18.1.
e) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. 2.2.1., 2.2.3.
f) 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 (installation: faulty 1.3.
pump, air in system, valve closed), too high LT–water temperature.
c) Oil cooler clogged, deposits on tubes (installation).
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 (installation: circu- NO TAG
lating water pump faulty), air in system, valves closed. 3.6.2.
d) Thermostat valve faulty. NO TAG
16. Water in lubricating oil 2.2.3., 3.6.
08 –4 08–4
w46 93 31 08
See chapter,
section
a) Leaky oil cooler (installation).
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 looses 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
mediatelly, 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 automation. Stop by means of stop lever.
c) The engine driven by generator.
21. Engine overspeed and does not stop although overspeed trip
device trips
08–5 08 –5
08 w46 93 31
See chapter,
section
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 over–speeding engine is hard to stop. Therefore, check regularly 22.1.3.
the adjustment of the control mechanism
(the injection pump rack positions)
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 touched.
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.
3.1.). 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) If there is not time enough to remove the defective cooler
and repair it, shut off water supply and return pipes.
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 08–6
w46 93 31 08
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:
a) 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).
Bad damage:
Remove the fuel injection pump. See section 16.2.
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 08,
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.
b) 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:
08–7 08 –7
08 w46 93 31
1 Remove the piston, connecting rod and big end bearing.

2 Cover lubricating oil bore in crank pin with a suitable hose clip, and secure.
3 Fit completely assembled cylinder head but omit valve push rods.
4 Prevent starting air entry to the cylinder head by removing the pilot air
pipe.
5 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 08–8
w46 93 31 09
9. Specific installation data
08–1 09 –1
w46 93 13 10
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 distribut-
ing 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 bear-
ing shells are axially guided by lugs to provide a correct assembly. Bearing shells
are of tri–metal type. All main bearings are equipped with temperature sensors.
10.2.1. Maintenance of the main bearings

For maintenance intervals see chapter 4., Maintenance schedule. If abnormal
temperatures appear the suspect bearing has to be inspected by opening it.
10.2.2. Dismantling of a main bearing

Loosening the side screws:
1. Remove both crankcase covers on each side of the bearing,
2. Remove carefully the main bearing temperature sensor (1) (see Fig. 10.1.)
and make sure that it will not be damaged while working with the bearing.
Fig. 10.1.
9–1 10 –1
10 w46 93 13
3. Remove the caps from the side screws of the bearing in question.
4. Lift the distance sleeves (861009) into position on the side screws. Both sides
can be loosened simultaneously.
Fig. 10.2.
5. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump 860170 according to Fig. 10.3. and open the pump valve.
Fig. 10.3.
6. Keep on turning the hydraulic tool until the piston and cylinder end faces
are at the same level.
7. Turn the hydraulic tool back about half a turn (180).
8. Shut the pump valve and pump to stated pressure. (Section 7.3.2.)
9. Loosen the nut about half a turn with the pin 861010.
10. Open the pump valve slowly, disconnect the hoses and unscrew the hydrau-
lic tool.
11. Remove the nuts from the side screws by hand.
Opening the main bearing nuts:

12. Fit the bar (831003) together with transport device (836030) and tackle
(836001) into position inside the crankcase (Fig. 10.4.).
10 –2 9–2
w46 93 13 10
Fig. 10.4.
13. Lift the hydraulic jack (861143) inside the engine by using the mounting
device (861041) connected to the tackle. (See Fig. 10.5.)
Fig. 10.5.
Screw on the hydraulic jack 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.
9–3 10 –3
10 w46 93 13
NOTE ! Hydraulic jack 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. 10.6.). The inside part of the hydraulic jack can
then be lifted by hand and screwed into position.
CAUTION ! Never turn the crankshaft with hydraulic tools 861143 mounted
to the main bearing screws, because then the counterweights do
not have enough space to rotate.
Inside part of 861143

Lifted by hand
Fig. 10.6.
14. Connect the hoses of the hydraulic pump (860170) to hydraulic jacks ac-
cording to Fig. 10.7. and open the pump valve.
Fig. 10.7.
15. Keep on turning the hydraulic tool as long as it rotates. Repeat the proce-
dure few times to get all oil out from the jack.
16. Turn the hydraulic jack back about 3/4 of a turn (270).
17. Shut the pump valve and pump to stated pressure. (See section 7.3.2.)
18. Loosen the nuts about 3/4 of a turn by using the pin (861010).
lic tools. Remove the hydraulic jacks from the crankcase by using the tool
(861041) and the tackle.
Lowering the main bearing cap:
20. Connect the hoses of the hydraulic pump (860050) to the hydraulic jack,
the supplying hose set to the side marked ”DOWN”. From the connection ”UP”,
10 –4 9–4
w46 93 13 10
the hose is preferred to be connected back to the pump chamber. See Fig. 10.8.
Use clean engine oil.
View A:
Fig. 10.8.
21. Remove the side screws to be able to lower the main bearing cap. Use stud
remover (803004).
Fig. 10.9.
22. Remove the nuts of the main bearing screws.
23. 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 valves of the pump.
NOTE ! Only the lower part of the hydraulic jack is pulling down.
Removing the bearing shells:

24. Remove the lower bearing shell by hand.
25. Insert the turning tool (851001) into the main bearing journal radial oil
hole. (See Fig. 10.10.)
9–5 10 –5
10 w46 93 13
Fig. 10.10.
26. Turn the crankshaft carefully until the bearing shell has turned 180 and
can be removed.
27. Cover the two main bearing journal radial oil holes with tape.
CAUTION ! Every second main bearing should be in place at the same time to
support the crankshaft.
10.2.3. Inspection of main bearings and journals

1. Bearings: Clean the bearing shells and check for wear, scoring and other dam-
age. Main bearing shells are of TRIMETAL–type and can be used until the over-
lay is partially worn off. When the underlaying nickel–barrier or the lining mate-
rial is exposed in any area, the bearing must be replaced. (To evaluate the
condition of a bearing see ”ATTACHMENTS”.)
CAUTION ! Never re–install a bearing with the nickel barrier exposed in any
part of the bearing shell.
2. Journals: The main bearing journals should be inspected for surface finish.
Damaged journals, i.e. rough surface, scratches, marks of shocks etc., should be
polished. If, after a longer running period, considerably uneven wear appears
(table 10. section 6.2.), the crankshaft may be reground and used together with
thicker bearing shells, see Spare Part Catalogue.
No scraping or other damage of bearing shells, caps and saddles is allowed. Burrs
should be locally removed, only.
10.2.4. Assembling the main bearing

Fit the bearing shells:
1. Clean the main bearing shells, the cap and the journal very carefully.
10 –6 9–6
w46 93 13 10
2. Take off the protecting tape from the journal oil holes and lubricate the jour-
nal with clean engine oil.
3. Lubricate the bearing surface, back side and end faces of the upper bearing
shell with clean lubricating oil.
CAUTION ! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not lubricated properly.
4. Place the end of the bearing shell in the slot between the journal and the
bearing bore, with the lug guiding in the oil groove (see Fig. 10.11.), and push
it by hand as far as possible (recommended 2/3 of its length).
Push by
hand Detail A
Fig. 10.11.
5. 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 dam-
aged.
Fig. 10.12.
9–7 10 –7
10 w46 93 13
CAUTION ! A bearing shell forced into it’s place can be completely destroyed
due to deformation.
6. Remove the turning tool.

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

the supplying hose connected to the side marked ”UP”. (See Fig. 10.13.)
View A
Fig. 10.13.
From the connection ”DOWN” the hose can be connected back to the pump
chamber. Grease the guide faces of the main bearing cap.
9. Lift the main bearing cap by pumping oil to the hydraulic jack with the hy-
draulic pump. Screw the main bearing nuts in position by hand. Make sure that
the bearing caps and shells are correctly positioned.
Fit the side screws:

10. Clean the sidescrews properly and lubricate the threads (the threads to-
wards the bearing cap). Fit the screws and tighten to bottom by hand or by using
the tool (803004).
11. Tighten the side screw nuts by hand.
Pretighten the sidescrews:

12. Lift the distance sleeve (861009) into position on the side screw on the rear
side of the engine.
13. Screw on the hydraulic tool (861100) and connect the hoses. (Fig. 10.14.)
14. Shut the pump valve and pump to the pretightening pressure of 200 bar.
10 –8 9–8
w46 93 13 10
Fig. 10.14.
15. Tighten the nuts by the pin.
Tighten the main bearing:
16. Lift the hydraulic jacks (861143) for main bearings into position by using
the mounting device (861041). (See Fig. 10.15.)
Fig. 10.15.
17. Connect the hoses of the hydraulic pump (860170) Keep on turning the
hydraulic jack as far as it rotates. Shut the pump valve.
18. Pump to stated pressure, (see 7.3.2.) and tighten the nuts by the pin
(861010).
19. Re–install the temperature sensor.
Final tightening of the side screws:
20. Lift the distance sleeve (861009) into position on the side screw on the
rear side of the engine.
21. Screw on the hydraulic tool (861100), connect the hoses and pump to full
stated pressure, see 7.3.2.
Tighten the nut.
9–9 10 –9
10 w46 93 13
22. Lift the distance sleeve (861009) into position on the manoeuvring side
screw.
stated pressure, see 7.3.2.
Tighten the nut.
Tightening order Tightening

pressure
Loosening: 1. Side screw nuts one by one or simultaneously
2. Main bearing nuts simultaneously
Pretightening: 1. Side screw nut on rear 200 bar
side
Final tightening: 1. Main bearing nuts simultaneously 7.3.2.
2. Side screw nut on rear 7.3.2.

side
3. Side screw nut on ma- 7.3.2.
noeuvring side
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 differ-
ent size. The two pairs of thrust washers guide the crankshaft axially.
10.3.1. Maintenance of flywheel / thrust bearings

For maintenance intervals see chapter 4., Maintenance schedule. If abnormal
temperatures appear, the bearing has to be inspected.
10.3.2. Dismantling of flywheel / thrust bearing

Loosening of side screws:
1. Remove the two crankcase covers next to the flywheel end, on both sides of
the engine.
2. Remove the caps of the side screws on the flywheel / thrust bearing.
3. Lift the distance sleeves (861009) into position on the side screws. (see
10.16.). Both sides can be loosened simultaneously. (Fig. 10.3.)
10 –10 9–10
w46 93 13 10

4. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump (860170) according to Fig. 10.16. and open the pump valve.
5. Keep on turning the hydraulic tool until the piston and the cylinder end faces
7. Shut the pump valve and pump to stated pressure.
8. Loosen the nut about half a turn with the pin (861010).
9. Open the pump valve slowly, disconnect the hoses and unscrew the hydraulic
tool.
10. Remove the nuts from the side screws by hand.
Opening of flywheel / thrust bearing nuts:
11. Lift the distance sleeve (861009) into position on the flywheel bearing nut
and hang it by inserting the pin (861010), see Fig. 10.17. Screw on the hydraulic
tools (861100), connect the hoses of the hydraulic pump (860170) according to
Fig. 10.18. and open the pump valve.

9–11 10 –11
10 w46 93 13

12. Keep on turning the hydraulic tool as far as it rotates.

15. Loosen the nuts about half a turn with the pins (861010).
lic tools.
Lowering the flywheel / thrust bearing cap:
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. 10.19.)
View A:

18. Remove the side screws of the flywheel/thrust bearing to be able to lower
the bearing cap. If necessary, use stud remover (803004).
10 –12 9–12
w46 93 13 10

19. Remove the nuts of the flywheel / thrust bearing screws.

20. Lower the bearing cap by pumping oil pressure to the hydraulic jack with
the hydraulic pump.
NOTE ! Only the lower part of the hydraulic jack is pulling down.
Removing the flywheel/thrust bearing shells

21. 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. 10.21. Note the guide pins
(c).
22. Insert the turning tool (851020) into the bearing journal radial oil hole to
remove the upper bearing shells. (See Fig. 10.22.)

9–13 10 –13
10 w46 93 13

23. Turn the crankshaft carefully until the bearing shell and the washers have
turned 180and can be removed. Depending on the position of the crankshaft the
thrust washers can be quite loose.
24. Cover the two bearing journal radial oil holes with tape.
25. Check the bearing in the same way as the main bearings, section 10.2.3.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:
1. Clean the bearing shells, washers, cap and journal very carefully.
2. Take off the protecting tape from the bearing journal radial oil holes and lu-
bricate the journal with clean engine oil.
3. 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 loca-
tion 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. 10.23.)
10 –14 9–14
w46 93 13 10
Fig. 10.23.
CAUTION ! The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not properly lubricated.
4. Insert the shell by hand as far as possible. (See Fig. 10.24.)
PUSH BY HAND
Fig. 10.24.
5. 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.
6. Remove the turning tool.
7. 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 crank-
shaft can be axially moved to each direction.
CAUTION ! A bearing shell forced into its place can be completely destroyed
due to deformation.
9–15 10 –15
10 w46 93 13
8. 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. 10.25.)
Fig. 10.25.
9. 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.
10.26.)
Fig. 10.26.
Lifting the bearing cap:

the supplying hose connected to the side marked ”UP”. (See Fig. 10.27.)
10 –16 9–16
w46 93 13 10
View A:
Fig. 10.27.
11. Lift the bearing cap by pumping oil pressure to the hydraulic jack with the
hydraulic pump. Screw the cap nuts in position and tighten by hand. Make sure
that the bearing caps and shells are correctly in joining places.
Fitting the side screws:
12. Clean the side screws properly and lubricate the threads (the threads to-
wards the bearing cap). Fit the screws and tighten to bottom by hand or by using
the tool (803004).
13. Tighten the side screw nuts by hand.
Pretightening of the side screws:
side of the engine.
15. Screw on the hydraulic tool (861100) and connect the hoses. Open the
pump valve.
Fig. 10.28.
9–17 10 –17
10 w46 93 13
16. Keep on turning the hydraulic tool until the piston and cylinder end faces
18. Tighten the nut with the pin (861010).
Tightening of the flywheel / thrust bearing:
19. Lift the distance sleeve (861009) into position on the flywheel bearing nut
and hang it by inserting the pin (861010). (See Fig. 10.29.) Screw on the hydrau-
lic tools (861100), connect the hoses of the hydraulic pump (860170) according
to Fig. 10.30. and open the pump valve.
Fig. 10.29.
Fig. 10.30.
21. Shut the pump valve and pump to stated pressure. (Section 7.3.2.) Tighten
the nuts with the pin (861010).
22. Open the pump valve slowly, Disconnect the hoses and unscrew the hydrau-
lic tools.
Final tightening of the side screws:
side of the engine.
10 –18 9–18
w46 93 13 10
stated pressure, see section 7.3.2. Tighten the nut.
25. Lift the distance sleeve (861009) into position on the manoeuvring side
screw.
stated pressure, see section 7.3.2. Tighten the nut.
lic tool.
10.4. Camshaft bearings

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

For maintenance intervals see chapter 4., Maintenance schedule.
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 table 10, section 6.2. If the wear limit for one camshaft
bearing bushing is reached, all camshaft bearing bushes should be replaced. For
visual inspection of the camshaft bearing bushing, proceed as follows:
1. Remove the both camshaft covers adjacent to the bearing concerned.
2. Remove the cover from the starting air distributor, see chapter 14.
3. Loosen the rocker arm bracket fastening nuts on the cylinders where the
camshaft is to be moved axially. See chapter 14.
4. Open the flange connection between the camshaft piece and bearing journal
on the driving end of the bearing concerned.
5. Move the camshaft towards the free end of the engine max. 35 mm by using
a suitable lever.
Checking the bearing:
6. 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.
10.4.3. Removing the camshaft bearing bushing

1. Remove the camshaft cover, injection pump, valve tappets and camshaft
piece from the two cylinders adjacent to the bearing concerned, see chapter 14.
If an end bearing has to be removed, the respective camshaft end piece has to be
removed also.
2. Remove the camshaft bearing journal, see chapter 14.
9–19 10 –19
10 w46 93 13
3. Assemble the removing device (834010) according to Fig. 10.31.A or, if the
first bearing at the flywheel end is concerned, according to Fig. 10.31. B.
Bearing bush Bearing bush
Fig. 10.31.
4. Tighten the hydraulic tool (2)(834050) by tensioning the pull screw (1)
slightly.
5. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
6. Pump pressure to the hydraulic tool to withdraw the bearing bushing. The
pressure must not exceed the ”Max. pressure” –value stated in the diagram
in section 7.4. If the bearing bush does not move when this pressure is achieved
a light knock on the end flange (5) may be necessary.
7. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the removing device.
Fig. 10.32.
10.4.4. Mounting of camshaft bearing bush (Fig.

10.33.)
1. Lubricate lightly the outer surface of a new bearing bushing with clean
engine oil and put it on the guide sleeve (4).
2. Assemble the mounting device (834010) according to Fig. 10.33.A, or if the
first bearing at the flywheel end is concerned according to Fig. 10.33.B.
10 –20 9–20
w46 93 13 10
Bearing bush Bearing bush

3. Tighten the hydraulic tool (2) by tensioning the pull screw (1) slightly.
4. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
5. Pump pressure to the hydraulic tool to mount the bearing bushing. The
pressure must not exceed the value stated in chapter 07, Fig. 7.11.
6. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the mounting device.
7. Lubricate the bearing bushing running surface with clean engine oil and
insert the camshaft bearing journal. See chapter 14.
8. Mount the camshaft pieces, valve tappets, injection pumps and camshaft
covers, see chapters 14 and 16.
9–21 10 –21
10 w46 93 13
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. Removing the cylinder liner

1. Drain the engine cooling water and remove the cylinder head,
antipolishing ring, and piston with connecting rod, see sections 11.2.1. and
12.2.1.
2. Loosen the cylinder liner fastening screw (1) and remove the holder (2). See
Fig. 10.34.

3. Fit the cylinder liner lifting device (836016) in position according to Fig.
10.35. and tighten the nuts (3) lightly. Check that the lower part (4) of the lifting
device fits properly onto the bore.
10 –22 9–22
w46 93 13 10

4. Remove the cylinder liner WENCOM–temperature sensors.

5. Turn the crankshaft so that the counterweights are pointing at the manoeu-
vring side and fit the support (836033) to the counterweight fastening bolts. (Fig.
10.36.) Use the bar (831003) together with the transport device (836030) and
tackle (836001) when lifting the support into position inside the crankcase. Fas-
ten the screws (5).
9–23 10 –23
10 w46 93 13

6. Turn the crankshaft to BDC and fit the hydraulic jack (834050) on the sup-
port. (Fig. 10.37.)
7. Fit the mounting jig (846015) according to Fig. 10.37.
10 –24 9–24
w46 93 13 10
View A
View B

8. Connect the hoses of the hydraulic pump (860100) to the hydraulic jack
(834050) according to Fig. 10.38.

9. Pump pressure to the hydraulic tool to push the cylinder liner out. When
the liner starts to move freely, lift it up with the lifting device along the guide bar
(6) until the lifting device faces the transverse bar (7). Remove the mounting jig
9–25 10 –25
10 w46 93 13
and lift the cylinder liner out. (Fig. 10.37.)

When pushing the liner out, the pressure must not exceed the ”Max. pres-
sure” –value stated in the diagram in section 7.4.
10. Open the pump valve, disconnect the hoses of the hydraulic jacks and re-
move them.
10.5.2. Mounting the cylinder liner

1. Check that all the contact faces of the engine block and cylinder liner are
clean and intact.
2. Check that the o–ring grooves of the cylinder liner are clean, and insert new
o–rings.
3. Mount the support (836033) according to pos. 5 in section 10.5.1.
4. Lubricate the lower o–rings and the corresponding sealing faces with vase-
line or soft soap and assemble the lifting device, see Fig. 10.39.
5. Apply sealing compound to the sealing faces between the upper part of the
cylinder liner and the water space of the engine block.

6. Lower the liner carefully into the bore of the engine block until you can fit
the guide bar (6) and the transverse bar (7). Continue lowering, the guide bar
keeps the liner in right angle. 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. 10.40. Lower further until the liner column faces the
engine block.
10 –26 9–26
w46 93 13 10
Distinct mark

7. Mount the holder (2) (Fig. 10.34.) and tighten the cylinder liner fastening
screw (M24x100) to stated torque. (See section ”General torques” in chapter 7.)
8. Remove the guide bar and support.
9. Check the cylinder liner inner diameter and complete the form
4610V001GB (see ”ATTACHMENTS”). Fig. 10.41.

10. Re–install the WENCOM–temperature sensors.
9–27 10 –27
10 w46 93 13
11. Mount the piston with connecting rod and cylinder head, then refill cooling
water, see sections 11.2.3. and 12.2.2.
12. Check the o–ring seals from the crankcase side while circulating cooling
water.
NOTE ! Because the top of the liner is very heavy the loosened liner must be prop-
erly supported e.g. to engine room wall.
Avoid unnecessary turning of the liner. Extreme care must be taken if turning is
compulsory. Note the location of the centre of gravity. (See Fig. 10.42.)
Centre of gravity

10.5.3. 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. For the honing process the fol-
lowing instructions are prescribed:
Only ceramic hones with a coarseness of 80 and 400 should be used as follows:
− A coarseness of 80 must be used until the inside of the liner has been entirely
honed.
− A coarseness of 400 must be used for about 30 strokes to give a correct surface
finish.
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.
For cooling, a honing oil is preferred but a light fuel oil may also be used.
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.
The honing time depends on the condition of the bore surface: usually only
a few minutes honing is required.
10 –28 9–28
w46 93 13 10
After honing, the liner bore must be carefully cleaned by using a suitable brush,
water (preferably hot) and soap or cleaning fluid. Fuel oil or solvents must not
be used. Dry with a cloth and lubricate with engine oil for corrosion protection.
Check the cylinder liner inner diameter. (See section 10.5.2.)
10.5.4. 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).
9–29 10 –29
46 93 31 Crank mechanism: Crankshaft, connecting rod, piston 11
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

General
Crankshaft deflections should always be taken on an engine at ambient temper-
ature.
Deflections taken on a hot engine can only be compared to deflection readings
on the same engine under similar conditions.
Crankshaft deflection measurement
1. Turn crank of the first cylinder against normal running direction near BDC
(bottom dead centre) and attach crankshaft dial indicator to the centre marks be-
tween two counterweights (see Fig. 11.1.). The distance between the indicator
and connecting rod should be as small as possible when starting the measurement.

2. Set indicator to zero.
11–1 11 –1
11 Crank mechanism: Crankshaft, connecting rod, piston 46 93 31
3. 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
4611V005GB ”Crankshaft alignment”.)
DIAL INDICATOR POSITION

as seen from the flywheel end
OPERATING REAR SIDE

SIDE

4. Repeat this procedure with other cylinders.

5. Following limits of misalignment are stated for an engine at its ambient tem-
perature:
a) On the same crank, the difference between two diametrically opposed
readings must not exceed 0.30 mm. Realignment is necessary if this limit is
exceeded by more than 0.02 mm.
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 for too high deflection values, note following matters:
The temperature level of cylinder block and crankcase has to be observed; big
temperature difference causes bending to the block.
The crankshaft has to be uncoupled from its driven equipment or in any case
the coupling alignment has to be controlled.
NOTE ! In hot engine the values must be compared to excisting values from the
same engine under similar conditions.
11.1.2. Measurement of thrust bearing axial clear-

ance
1. Lubricate the bearings by running the prelubricating pump for a few min-
utes.
2. Apply the measure gauge for instance against the plane end surface of the
flywheel.
11 –2 11–2
3. Move the crankshaft by a suitable lever in either direction until contact is

established with the thrust bearing.
4. Set the measure gauge to zero.
5. Move the crankshaft in the opposite direction and read the axial clearance
from the measure gauge. Reference values in chapter 6., table 11.
11.1.3. Cleaning of the oil lock at crankshaft seal

1. Remove the outer plug (1). (Fig. 11.3.)
2. Blow through the bores of the oil lock from outside with compressed air.

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. 11.4.)
11–3 11 –3
2 Piston, upper part

3 Piston lower part
4 Connecting rod
5 Compression shim
6 Connecting rod bearing, upper part
Lube oil flow in 7 Connecting rod bearing, lower part
connecting rod 8 Gudgeon pin
9 Securing ring
10 Connecting rod bolt
11 Connecting rod nut
12 Connecting rod bearing bolt
13 Connecting rod bearing nut
Fig. 11.4.
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
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. 11.5.).
NOTE ! Always handle the pistons with care.
The piston ring set consists of two compression rings and one spring–loaded oil
scraper ring.
11 –4 11–4
Nozzle to lubricate the

liner
Lube oil flow

in piston
Fig. 11.5.
11.2.1. Removing and dismantling of piston and con-

necting rod
Removing of the piston
1. Remove the cylinderhead, see chapter 12.
2. Turn the crankshaft to BDC
3. Loosening of the antipolishing ring:
Cover the piston top with cloth or paper, pressed tightly against the cylinder wall
to collect the dropping carbon deposits.
Fit the tool (836043) to the grooves made especially for this purpose as shown
in Fig. 11.6. and tighten the screw (9).
Hammer lightly from below with a soft hammer.
Lift the ring off when it is loose.
11–5 11 –5

4. Lift the distance sleeves 861027 crosswise on the two diagonally opposite
connecting rod screws and screw on the hydraulic tools 861120, see Fig. 11.7.
View A :

5. Connect the hoses of the hydraulic pump according to Fig. 11.8. and open
the pump valve.
11 –6 11–6

6. Keep on turning the hydraulic tools until the piston and the cylinder faces
9. Loosen the nuts about half a turn by the pin.
10. 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
(3) nuts at BDC and after that turn the piston to TDC and remove the last nut.
11. Clean the threaded holes in the piston crown and fasten the lifting tool
835001, see Fig. 11.9.

12. Mount the protecting sleeve (835005) to the connecting rod to protect the
cylinder liner when lifting the piston (Fig. 11.10.).
13. Lift the piston carefully out from the cylinder liner, use lever (837040)
to hold the piston in the correct position when it leaves the cylinder liner.
14. Mount the guide tool (836008) according to Fig. 11.10. before the connect-
ing rod comes out from the cylinder.
11–7 11 –7
View A

Dismantling of the piston

15. Lower the piston/connecting rod on a plane surface (a wooden board) to
a horizontal position so that the gudgeon pin is showing upwards. Be careful not
to damage the piston surface. Secure the connecting rod lower part in horizontal
position with a piece of wood. See Fig. 11.11.

16. Remove the securing ring (9) from the gudgeon pin hole by using the pliers
800001 (Fig. 11.12.).
11 –8 11–8

NOTE ! Never compress the securing ring more than necessary to remove it from
the groove.
17. Fasten an eyebolt M10 in the middle of the gudgeon pin and lift the pin care-
fully out with a crane. Before lifting the pin be sure that you have proper markings
in the pin and piston to be able to fit the parts back in original position. In low
temperatures the gudgeon pin may stick but will be easily removed after heating
the piston to about 30C. See Fig. 11.13.

18. Sling the connecting rod in the middle and slide it out from the piston care-
fully. See Fig. 11.14.
11–9 11 –9

11.2.2. Inspection and maintenance of piston rings

and gudgeon pin bearing
1. 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.
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 height
clearances the rings being in their grooves. Use new rings when measuring the
clearances. See clearances and wear limits in chapter 6. When measuring use
form 4611V001GB.
Always replace the piston rings with new ones when removing from the
grooves.
CAUTION ! When assembling a new cylinder liner or a honed one, all the
piston rings have to be changed, too.
Check the gudgeon pin:

2. 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 4611V004GB.
3. Check that the plugs in both ends of the gudgeon pin are properly fitted.
11 –10 11–10
4. Check that the oil bores in the gudgeon pin are in good condition.
Removing the bearing bushing:

It is very seldom you need to remove the gudgeon pin bearing bushing. Should
this be necessary, the most ideal way is by using some special tools. These tools
are not usually included with an engine delivery.
5. Turn the connecting rod upside down and assemble the dismantling tools.
(See Fig. 11.15.)

6. Connect the hoses of the hydraulic pump and press the bushing out.
7. The new bushings shall be liquid nitrogen fitted.
8. Measure the inside diameter of the bearing after the bearing has reached
normal temperature.
11.2.3. Assembling and mounting of piston and con-

necting rod
NOTE ! When assembling be sure that the various markings on the different parts
are according to Fig. 11.16.
11–11 11 –11
View A
Markings of the classi-

fication authority
All markings on
the same side
(Towards the
driving end in
A–bank, to-
wards the free
end in B–bank)
Cylinder numbers Factory markings

on the same side
(On plug hole side
of the connecting
rod.)

Assembling of the piston:

1. Lift the piston to a plain surface (a wooden board) and turn it into such a
position that the gudgeon pin bore is straight up. Secure the piston in this position.
(See Fig. 11.17.)

2. Sling the connecting rod in the middle, then lift and slide it carefully into
the piston. Secure the connecting rod’s lower part in a horizontal position with
a piece of wood. (See Fig. 11.18.)
11 –12 11–12

3. Lubricate the gudgeon pin and lift it with an M10 eyebolt connected to the
end. Be sure that all parts are assembled in their original positions (the factory
markings on the piston’s upper part appear on the same side as the markings of
the piston’s lower part, connecting rod and gudgeon pin). See Fig. 11.16. Mount
the securing ring (9) 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-
placed with a new one.
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
changed with a new one, the same markings have to be stamped in the
same positions as on the old one.
4. Turn the piston to an upright position and lift it onto a support for cleaning
and piston ring assembly.
Mounting of the piston:
5. Turn the crankshaft to TDC.
NOTE ! When turning the crankshaft be sure that the big end bearing is in its
normal running position (connecting rod studs have space to turn).
6. 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 showing up.
NOTE ! After removing, always replace the piston rings with new ones.
11–13 11 –13
7. Clean the cylinder liner bore carefully and lubricate with engine oil.
8. 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.
9. Check and clean the contact surface of the connecting rod foot. Be sure that
the oil bores are open. 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.)
10. Check and clean the big end bearing contact surface. Be sure that the sur-
face is free from oil. Fit the compression shim (5) into position.
11. Fit the piston assembly ring (845010) at the location of the antipolishing
ring.
12. Mount the protecting sleeve (835005) into position. Use guide tool
(836008) and lever (837040) when lowering the piston and remove the guide tool
when the connecting rod lower end has slid into the cylinder. (See Fig. 11.19.)
13. Lower the piston carefully into the cylinder liner.
14. Use the positioning tool (846012) to hold the big end bearing in the correct
position when lowering the piston.
15. 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.
16. Lower the piston completely while taking care that the foot of the connect-
ing rod slides over the studs (10) without jamming.
17. Remove the lifting tool (835001), the clamping device (843001), the piston
assembly ring (845010), the protecting sleeve (835005) and the positioning tool
(846012).
18. 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 –14 11–14

19. Lift the distance sleeves (861027) crosswise on the two diagonally opposite
connecting rod studs and screw on the hydraulic tools (861120). (See Fig. 11.20.)
20. Connect the hoses of the hydraulic pump (860100) according to Fig. 11.21.
and open the pump valve.
11–15 11 –15
View A

21. Keep on turning the hydraulic tools until the piston and cylinder end faces
22. Shut the pump valve and pump to the stated pressure (see section 7.3.2.).
23. Tighten the nuts with the pin (861028).
24. Open the pump valve slowly and remove the tools.
25. Mount the hydraulic tools on the two remaining studs and tighten them in
the same way. As a last step, repeat the tightening of the two first studs. (Tighten-
ing order given in Fig. 11.22.)
26. Clean the antipolishing ring carefully and check its condition. No cracks
are allowed. It is recommended to replace the antipolishing ring with a new one
every time you change the piston rings.
27. Clean the top of the cylinder liner and check that no dirt or particles remain
between the liner and the antipolishing ring.
28. Fit the antipolishing ring in place.
11 –16 11–16

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

1. Remove the cylinder head (section 12.2.2.) and piston (section 11.2.1.).
2. Turn the crankshaft to BDC. Be sure that the big end bearing stays in its nor-
mal running position while turning.
3. Turn the big end bearing upside down and secure it with locking plates
(846008). (See Fig. 11.23.)
11–17 11 –17
Fig. 11.23.
4. Fit the hydraulic tightening tool (861142) for loosening the big end bearing
nuts. The tool can be lifted in three parts: distance sleeve, cylinder and piston.
Fig. 11.24.
5. Connect the hoses of the hydraulic pump and open the pump valve.
6. Turn the hydraulic tightening tool to the bottom.
7. Loosen the tool about 3/4 a turn (270).
11 –18 11–18
Fig. 11.25.
8. Shut the pump valve and pump to stated pressure (see 7.3.2.).
9. Loosen the nuts about half a turn (6 keyholes).
10. Open the pump valve slowly, disconnect the hoses and loosen the hydraulic
tools.
11. Remove the locking plates.
12. Fit the big end bearing mounting device (836027) to the A–bank side of
the engine when removing the big end bearing of a B–bank connecting rod (see
Fig. 11.26.). Turn the crankshaft to a suitable position to connect the big end bear-
ing to the device with the connecting rod nuts (11).
13. Remove the big end bearing nuts from the other side of the engine and fit
the rod (836007) together with the outside support (836006).
14. Slide the big end bearing lower half out along the rod (836007) until it is
against the support (836006).
15. Fit the inside support (836004) and remove the outside support (836006).
The lower half can be lifted away with M12 eye bolt fitted to the bearing side.
16. Remove the rod (836007).
17. Slide the upper half out with the tool (836027). Fit the eyebolt M12 and
lift the big end bearing upper half away (see Fig. 11.26.).
18. Cover the crank pin oil holes with plugs or tape.
11–19 11 –19
View A View B
Fig. 11.26.
11.3.2. Inspection of the big end bearing

1. Check the big end bearing clearances by measuring the big end bearing
bores and crank pin diameters separately. Use forms 4611V003GB and
4611V004GB. 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 11.3.3.) and for connecting rod (section 11.2.3.).
See clearance and wear table 11 in chapter 6.
2. Bearing shells are of tri–metal type. See Fig. 11.27. If the overlay is worn
off more than 30% the bearing shells must be replaced by new ones.
Tin–flash
Tin–antimony 0.06
Nickel
Copper lead 1.0

Thickness of the shell can be measured according to form 4611V008GB and

compared with the values given in the clearance and wear table. When evaluating
11 –20 11–20
the condition of the bearings you can also use as a reference the separate instruc-
tion manual for bearings (See ”ATTACHMENTS”).
11.3.3. Mounting of the big end bearing

1. Remove the plugs from the crank pin oil holes. Clean the crank pin and lu-
bricate it properly with clean engine oil.
2. Fit the bearing shell to the big end bearing upper half.
3. Fit the big end bearing upper half to the mounting device and fasten it with
connecting rod nuts. (Fig. 11.28.)
NOTE ! The bearing must be turned so that at its final position the locating pins
are towards the driving end on A–side bearings and towards the free end
on B–side bearings. The cylinder numbers are facing the manoeuvring
side on the A–bank and the rear side on the B–bank.
4. Slide the bearing carefully to its required position. Note that the crankshaft
is turned to the correct position.
5. Fit the rod (836007) to the other side of the engine together with the inside
support (836004).
6. Fit the bearing shell to the big end bearing lower half.
7. Lift the big end bearing lower half to the mounting device and slide it to-
wards the inside support (836004).
8. Fit the outside support (836006).
9. Remove the inside support (836004) and slide the big end bearing lower half
carefully to its required position.
10. Fasten the big end bearing nuts by hand until the shells are together.
11. Remove the mounting device.
12. Turn the big end bearing upside down and secure it with locking plates
(846008), check the clearance between upper and lower half (same clearance on
both sides).
13. Fit the hydraulic tightening tool (861142).
14. Connect the hoses of the hydraulic pump and open the pump valve.
11–21 11 –21
Fig. 11.28.
16. Shut the pump valve and pump to stated pressure (see section 7.3.2.)
17. Tighten the nuts with the pin (861028).
18. Open the pump valve slowly and remove the hydraulic tools.
19. Turn the big end bearing to normal position. Fit the piston (see section
11.2.3.) and cylinder head (section 12.2.3.).
11 –22 11–22
w46 93 31 12
12. Cylinder head with valves
12.1. General
Every cylinder is equipped with a cylinder head including: two inlet and two out-
let valves with rotators, a main injection valve, a pilot injection valve, a starting
valve (on B–bank a dummy), a safety valve and an indicator valve.
Cylinder heads are cast of special quality grey iron and are water cooled. Water
is lead into the cylinder head from the engine block through the cylinder liner wa-
ter 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. Removing the cylinder head

1. Drain the cooling water. Remove the cooling water discharge pipes (1) by
opening the flanges. (See Fig. 12.1.)

2. Turn the engine with the turning gear so that the piston in the reference cyl-
inder is at TDC, valves are closed and rocker arms are unloaded.
3. Remove the rocker arm casing cover (2), the rocker arm casing, the ”Hot
box” cover (3) and the insulating pane (4) over the exhaust gas connection to the
cylinder head.
4. Remove the fastening screws of the exhaust pipe clamp (5) and suction air
pipe (6). Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air
pipe (9). Remove the main injection pipe (10) and pilot injection pipe (11). Pro-
tect the connections of the injection pipes and oil pipe.
11–1 12 –1
12 w46 93 31
View A

5. 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.
12.3.)
6. Remove the water connection piece (41).
7. Fasten the lifting cable to the rocker arms,
8. Open the rocker arm fastening bolts (12) and remove the rocker arms.
9. Remove the covers of the cylinder head screws. Lift the hydraulic tool set
(834045) in position according to Fig. 12.4. Connect the hoses according to the
scheme.
Open the release valve of the hydraulic pump and screw on the cylinders further
to expel any possible oil. Repeat the tightening procedure to expel all oil.
12 –2 11–2
w46 93 31 12
View X

View A:

10. Turn the cylinders 3/4 of a turn (270_) in counter–clockwise direction.

11. Tighten the screws by pumping hydraulic pressure to the value stated in sec-
tion 7.3.2. Loosen the nuts about 3/4 of a turn by using the pin.
12. Open the release valve, and remove the hoses. Unscrew the cylinders. Lift
off the hydraulic tool set.
13. Remove the cylinder head nuts.
14. Apply the lifting tool (832001). (See Fig. 12.5.)
11–3 12 –3
12 w46 93 31
View A:

15. Lift off the cylinder head. Be careful not to damage the byropipe (42) (Fig.
12.2.) while lifting.
16. Cover the cylinder opening with a piece of plywood or similar and install
the caps to protect the screw threads.
12.2.2. Mounting of the cylinder head

1. Clean the sealing surfaces and put a new cylinder head gasket and new O–
rings for the circulating water jacket. Lubricate the O–ring sealing surfaces with
vaseline or oil. Check the seal rings of the charge air, starting air and push rod
protecting pipe.
2. Attach the lifting tool (832001) to the cylinder head.
3. 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.
4. Screw on the cylinder head nuts.
5. Lift the hydraulic tool set (834045) in position according to Fig.12.4. Con-
nect the hoses according to the scheme. Open the release valve of the hydraulic
pump and screw on the cylinders further to expel all possible oil. Repeat the tight-
ening procedure to expel all oil.
6. Shut the release valve and tension the screws by pumping to the stated pres-
sure. (See section 7.3.2.)
7. Tighten the nuts by means of the pin until firm contact is made. Keep the pres-
sure constant while tightening.
8. Open the release valve of the pump.
9. Remove the hoses and the cylinders.
10. Apply the protecting caps to the cylinder head screws.
11. The yokes may be adjusted here according to section 12.2.3. before assem-
bling the rocker arms.
12 –4 11–4
w46 93 31 12
12. Lift the rocker arms into position and tighten the fastening screws (12)
(Fig. 12.3.) to stated torque. (See section 7.1.1.)
13. Fit the rocker arm casing to its place.
14. Connect the exhaust gas sensors and HT cooling water sensors if installed.
15. Fit the main injection pipe (10), and pilot injection pipe (11). (Fig. 12.2.)
16. Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe (9).
17. Fasten the exhaust pipe clamp (5) and suction air pipe (6). Re–install the
exhaust pipe insulating panel (4).
18. Adjust the valve clearance. (Section 12.2.3.)
19. Re–install the rocker arm casing cover and the Hot Box cover.
20. Before starting, fill the engine cooling water system and turn the crank-
shaft two revolutions with the indicator cocks open.
12.2.3. Adjusting valve clearance
Fig. 12.6.
1. Turn the crankshaft to TDC at ignition for the reference cylinder.
2. 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. 12.6.)
3. 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
11–5 12 –5
12 w46 93 31
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 of the spanner (pos. b).
4. Turn the adjusting screw counter–clockwise to the middle position between
”a” and ”b”, i.e. ”c”. Lock the nut (18).
5. Valve clearances for inlet and exhaust valves are given in chapter 6.
6. 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 7.1.1.)
Take care not to overtension the locking screw and plate (21).Check that the
clearance has not changed while tightening.
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. 12.7.)
NOTE ! Exhaust and inlet valves differ in dimensions and also in material and
must not be mixed.
12 –6 11–6
w46 93 31 12
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
EXHAUST INLET
Fig. 12.7.
12.3.1. Dismantling the valves

1. Fit the tool assembly (834001) in position (according to Fig. 12.8.) and attach
the fastening screws of the tool. Use the holding tool for valves (834002) if neces-
sary.

2. Fit the hydraulic jack (834050) and the nut (28). Leave about 40 mm distance
between the jack and the nut.
11–7 12 –7
12 w46 93 31
3. Use the hydraulic pump (860170) to press the spring assembly down enough
to remove the valve cotters (27). (See Fig. 12.7.)
4. 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.
5. Open the release valve of the pump slightly so that the valve springs are slow-
ly unloaded. Take care that the springs are fully unloaded before removing the
nut.
6. Spring holders (Rotocaps) and springs can now be removed.
7. 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. 12.9.)
Air in
Exhaust
out

12 –8 11–8
w46 93 31 12
12.3.2. Checking and reconditioning valves and seats

1. Clean the valves, seats, ducts and guides as well as the underside of the cylin-
der head.
2. Compare the burn–off on the valve disc to Fig. 12.10. The measure ”Y”
should be more than 16 mm in the inlet valve (nominal 17.5 mm) and 12.5 mm
in the exhaust valve (nominal 14 mm) and measure ”Z” should be less than 2 mm.
If the dimensions exceed these limits, the valve must be replaced.

3. Check the sealing faces of the valves and the sealing rings. For this purpose
it is recommended to apply a thin layer of fine lapping compound to the valve seat
and rub the valve slightly against the seat by hand a few times. If the sealing faces
are bright or if there is a coherent sealing face, grinding is not recommended. If
there is slight pitting, lapping only is recommended. If the pitting extends over
nearly the entire sealing face or, if imperfect sealing is observed, the valve and
the seat should be reground.
4. Before grinding check the valve stem clearance by measuring the stem and
guide and change the worn part if necessary. Use measuring documents
4612V001GB and 4612V002GB. The valve guide can be pressed out by using
the tools 845004 and 845005. (Fig. 12.11.) Check the bore in the cylinder head.
When refitting, cooling with liquid nitrogen is recommended, but pressing in
with oil lubrication can also be accepted. After the new guide is fitted, check the
guide bore.

12.3.3. Lapping
If there are slight pits on the sealing faces they can be lapped by hand:
11–9 12 –9
12 w46 93 31
1. Fit the turning tool (841010) to the valve.

2. Apply a thin layer of lapping compound to the sealing surface of the valve;
No.1 for coarse lapping, No.3 for fine lapping.
3. Rotate the valve to and from towards the seat. Lift the valve from the seat
at intervals while lapping.
4. Remove as little material as possible It is not necessary to grind off all pits.
5. Clean the valve and seat carefully after lapping.
12.3.4. Machine grinding

If there is deep pitting or other damage, the valve and seat should be ground by
machine:
1. Seat face of the valve: The seat angle of the EXHAUST valve is 30_ with a
tolerance of –0.25_. The seat angle of the INLET valve is 20_ with a tolerance
of –0.25_. See Fig. 12.12. Check the minimum allowable edge thickness (Y) of
the inlet valve and the exhaust valve from section 12.3.2..
After grinding a light lapping is recommended to ensure good contact between
the seat and the valve.
EXHAUST INLET

2. Seat ring for the inlet valve: The seat angle of the inlet valve seat ring is 19.5_
with a tolerance of –0.25_. The seat can be ground until the outer seat diameter
reaches 171.5 mm (See Fig. 12.13.). After that the seat ring must be replaced by
a new one. After grinding a light lapping is recommended to ensure good contact
between the valve and the seat.
12 –10 11–10
w46 93 31 12

3. Seat ring for the exhaust valve: The seat angle of the exhaust valve seat ring
is 30_ with a tolerance of +0.25_.The seat can be ground until the outer seat diam-
eter reaches 164 mm (nominal diameter 160 with a tolerance of –0.2). The inner
seat diameter has to be calibrated to 144 mm by grinding in an angle of 45_. (See
Fig. 12.14.)

12.3.5. Assembling of valves

1. Check the valve springs for cracks and wear marks. If there are any, replace
the springs with new ones.
2. Clean the valve guides (15) thoroughly and fit new o–rings (16). (Fig.
NO TAG)
3. Lubricate the valve stems (29) with clean engine oil.
4. 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.
11–11 12 –11
12 w46 93 31
5. Check with a blueing test that the contact area is 50 – 100 % of the sealing
face on the exhaust valve seat and 20 – 30 % on the inlet valve seat. See Fig. 12.15.
EXHAUST INLET
12-8-2

6. 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).
7. Fit the assembling tool (834001) in position.
8. 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 –12 11–12
w46 93 31 12
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.
Fig. 12.16.
12.4.1. Removing an old seat ring

1. 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. 12.17.)
2. Fit the plate (32) and the hydraulic jack (33) and tighten the nut (34) slight-
ly.
3. Connect the hoses of the hydraulic pump (860170) to the hydraulic jack and
loosen the seat ring by pumping.
4. Open the pump valve, disconnect the hoses and dismantle the loosening tool.
11–13 12 –13
12 w46 93 31
Fig. 12.17.
12.4.2. Fitting a new inlet valve seat ring

1. Check the bore diameter in the cylinder head, see table 12 in chapter 6.
2. 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.
3. 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 –14 11–14
w46 93 31 12
12.4.3. Fitting a new exhaust valve seat ring

1. For fitting an exhaust valve seat ring special tools (845004 and 845006) are
required.
2. Check the bore diameter in the cylinder head. See table 12 in chapter 06.
3. Push the spindle (845004) through the valve guide from below with the seat
ring (13) and the tool (845006) in place. Put the plate and the hydraulic jack (36)
to the spindle and tighten with a nut (37). (See Fig. 12.18.)
4. Connect the hoses of the hydraulic pump (860170) to the hydraulic jack and
press in the seat ring by pumping.
5. Open the pump valve, disconnect the hoses and dismantle the tool.

6. Check the eccentricity of the sealing face in relation to the valve guide. After
fitting a new exhaust valve seat ring the seat surface must always be ground with
a seat grinding machine.
Hydraulic test:
7. A hydraulic test at 10 bar must be carried out as follows every time a new
exhaust valve seat ring has been fitted:
8. Block the cooling water inlet passages (38) (8 pcs) with rubber expansion
plugs. (See Fig. 12.19.)
9. Tap the deaerating holes (39) (5 pcs) with M8 threads and block them with
plugs.
10. Block the cooling water outlet passage (40) with a flanged piece that has
a connection for a water connection on it.
11. Fill with water and apply a pressure of 10 bar.
11–15 12 –15
12 w46 93 31
CAUTION ! Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.

12 –16 11–16
w46 93 31 12
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. Rotocap maintenance
Fig. 12.20.
1. Remove the spring band (6).
2. Remove the cover plate (1).
3. Remove the cap spring (3).
4. Remove the steel balls (4) and turning springs (5).
5. Clean the base plate (2) and all other parts. Check that there is no serious
damage. Change if necessary.
6. Reinstall the parts in the opposite order than previously described.
11–17 12 –17
12 w46 93 31
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. 12.21.)
Fig. 12.21.
12.6.1. Indicator valve, operation and maintenance:

1. 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 will push them tight together.
2. 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.
3. When opening the indicator valve for measuring the cylinder pressure, inad-
vertent tightening instead of opening must be avoided.
4. When closing the indicator valve after measuring the cylinder pressure only
minimal torque is needed. So called ”fingertight” is usually enough.
5. Add high temperature lubricant (lubricant specification to be 1000_C) to
the valve stem threads when you feel that it is not moving easily.
6. Always use the correct T–handle wrench (808001) to open and close the in-
dicator valve. (Fig. 12.21.)
12 –18 11–18
w46 93 31 12
12.7. Safety valve

(Fig. 12.22.)
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. 12.22.
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.
11–19 12 –19
w46 93 31 13
13. Camshaft driving gear
13.1. General
The camshafts are driven by the crankshaft through gears. The gears are alike for
both camshafts. (Fig. 13.1.) Therefore in this chapter only the gear system for one
camshaft is described.
The gearing consists of a split gear on the crankshaft, two hydraulically fastened
intermediate gears and a camshaft driving gear. Lube oil nozzles provide for lu-
brication and cooling of the gears. The camshafts rotate in the same direction as
the crankshaft at half the speed.
Fig. 13.1.
13.2. Intermediate gear and camshaft gear

The intermediate gearwheels (1) and (2) are connected together with a hydrauli-
cally tightened screw (3). The bearings (4) for the intermediate wheel assemblies
are incorporated into the crankcase. Lubrication for the bearings is from the pres-
surised 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 (10) and the camshaft extension (8). (Fig.
13.2.)
13.2.1. Intermediate gear and camshaft gear mainte-

nance
Whenever the opportunity occurs, check the condition of gears, measure the tooth
backlash and the bearing clearances, and refer to section 6.2. Early detection of
any tooth damage can prevent serious damage.
12–1 13 –1
13 w46 93 31
130100v
Fig. 13.2.
13 –2 12–2
w46 93 31 13
13.2.2. Removing the camshaft gearing
NOTE ! Special tools are needed to this work. Please contact the engine manufac-
turer.
Remove the camshaft gear

1. Remove the gear covers and the camshaft covers.
2. Unscrew the fastening screws (11) for the camshaft thrust bearing housing
(18) and remove the cover (13).
3. Unscrew the fastening screws (14) and remove the shaft plate (15) together
with the outside thrust bearing (12).
4. Open the fastening screw (16)and remove the housing plate (17) together
with the inside thrust bearing (33).
5. Slide the camshaft thrust bearing housing (18) out. (Use extraction holes
M16 if needed.)
6. Turn the crankshaft to TDC at ignition for cylinder No. 1 and secure the cam-
shaft by using the locking tool (834053). Fasten the tool with three nuts from the
camshaft piece fastening studs.
View A

7. Open the flange connection screws (20)and remove the camshaft extension
(10) by using the lifting tool (836024) together with the connection (836017) and
(836018). See Fig. 13.4.
NOTE ! Support the driving wheel when lifting the extension piece out.
12–3 13 –3
13 w46 93 31

8. Lift the camshaft driving wheel out by using the lifting device (836024) to-
gether with the connection (836020) and (836023 or 836034 on the other bank).
See Fig. 13.5.
13 –4 12–4
w46 93 31 13

9. Lift the camshaft extension out by using the lifting device (836024) together
with connection (836019). See Fig. 13.6.

12–5 13 –5
13 w46 93 31
Removing the intermediate gear:
NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely 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.

10. Open the screws (21) to remove the cover (22) from the intermediate gear
thrust bearings.
11. Open the fastening screws (23) and remove the shaft plate (24) together
with the outside thrust bearing (5).
12. Open the fastening screws (25) and remove the housing plate (26) together
with the inside thrust bearing (32).
13. Open the nut (27) of the center stud (3) by using hydraulic tool (861143).
13 –6 12–6
w46 93 31 13

1. Lift the hydraulic tool (861143) onto the center stud.

2. Screw on the hydraulic tool (861143), when at the correct position. Connect
the hoses of the hydraulic pump (860170) according to Fig. 13.9. and open the
pump valve.

3. Keep on turning the hydraulic tool as long as it rotates. Repeat the procedure
a few times to get all oil out from the tool.
4. Turn the hydraulic tool back about 3/4 of a turn (270_).
5. Shut the pump valve and pump to the stated pressure. (See section 7.3.2.)
6. Loosen the nut (27) about 3/4 of a turn with the pin (861010).
7. Open the pump valve slowly, disconnect the hoses and unscrew the hydraulic
tool. Remove the hydraulic tool.
8. Remove the nut.
14. Unscrew the center stud (3) by using a tool (803003) and slide the stud
against the flywheel.
15. Slide the smaller intermediate gear (2) against the engine frame and re-
move the distance ring (28).
16. Screw the lifting tool (836021) to the shaft (6) of the bigger intermediate
gear (1) and lift them out together by using the lifting device (836024) together
with connection (836023 or 836034), see Fig. 13.10.
12–7 13 –7
13 w46 93 31

17. Slide the smaller intermediate gear (2) out from engine frame and support
it so that you can put the lifting tool (836022) to the shaft of the smaller intermedi-
ate gear and tighten it with a wrench. See Fig. 13.11.

Remove the smaller intermediate gear by using the lifting device (836024) to-
gether with connection (836023 or 836034), see Fig. 13.12.
13 –8 12–8
w46 93 31 13

18. Remove the center stud (3).
NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely necessary. The relative position between the two wheels has been
adjusted when assembled at the factory and should not be changed.
13.2.3. Mounting the camshaft gearing

Mounting the intermediate gear
CAUTION ! Check that cylinder A1 (or B1) is at TDC of ignition cycle before
proceeding.
12–9 13 –9
13 w46 93 31
Mark A Mark B
mark A–A mark B–B

When cyl. A1 (B1) is at TDC of ignition cycle notice that:

1. Assembly marks A (B) on camshaft driving wheel must be aligned with the side
of the engine block. (See Fig. 13.13.)
2. Assembly marks on the bigger intermediate gear and A–A (B–B) marks on the
crankshaft gear must be aligned.
3. Guide pin (9) in the first camshaft piece must be in the correct position (Shown
in Fig. 13.13.)
1. Mount the shaft (6) and the big intermediate wheel (1)together with screws
M12 (29), fasten to stated torque. (See ”General torques” in chapter 7.)
2. Lift the smaller intermediate wheel (11) into position using lifting device
(836024) with connection (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 inter-
mediate gear. When the gear is fitted inside the bearing, slide it against the engine
frame.
13 –10 12–10
w46 93 31 13

3. Lift the distance ring (26) to the shaft of the smaller intermediate gear.
NOTE ! The distance ring must be aligned so that the adjusting slot is against the
smaller intermediate gear. (See Fig. 13.15.)
Section A–A:

12–11 13 –11
13 w46 93 31
4. Lift the bigger intermediate wheel into position by using the lifting device
(836024) together with connection (836021) and (836023 or 836034). (See Fig.
13.16.)

5. Slide the smaller wheel (2)against the bigger intermediate gear (1).
NOTE ! Check that the assembly marks are as shown in Fig. 13.13..
6. Clean the center stud (3) and lubricate the threads.

7. Screw the center stud (3) in position and tighten it to stated torque (see 7.3.2.)
by using a tightening tool (803004).
8. Screw the nut (27)by hand against the end surface; check that the nut is in the
guide. (Fig. 13.17.)
9. Pretighten the nut (27) with hydraulic tool(861143) as follows:
1. Lift the hydraulic tool (861143) into position on the center stud (3). (See Fig.
13.18.)
2. Screw on the hydraulic tool (861143) and connect the hoses of the hydraulic
pump (860170) according to Fig. 13.19. and open the pump valve. Keep on turn-
ing the hydraulic jack as far as it rotates.
4. Tighten the nut (27) with the pin (861010).
5. Open the pump valve slowly.
10. Check that the assembly marks are still as shown in Fig. 13.13..
13 –12 12–12
w46 93 31 13
11. Check that there is no clearance between gear wheels and distance ring.
12. Repeat the hydraulic tightening to eliminate any clearance between the
threads and other parts.
13. Mount the inside thrust bearing (32)and the housing plate (26), tighten
the screws M16 (25) to stated torque. (See section ”General torques” in chapter
7.)
14. Mount the outside thrust bearing (5) together with the shaft plate, tighten
the screws M10 (23) to stated torque. (See section ”General torques” in chapter
7.)
15. Check the axial clearanceby moving the shaft and record the movement
with a dial indicator. Refer to section 6.2..
Mounting the camshaft gear
16. Lift the camshaft driving wheel (7) (Fig. 13.18.) into position so that the
marks on the wheel are in accordance with the side of the engine block. (See Fig.
13.13.)
17. Fit the camshaft end piece (10) by using the lifting tool (836024) with con-
nection (836017) and (836018); note that the pin (9) is in the correct position.
(See Fig. 13.13.) Fasten the screws M20 (20) to stated torque. (See section
NO TAG)
18. Mount the bearing housing (18); if necessary use a hydraulic jack or crane
to support the shaft while assembling the housing.

19. Fit the inner part (33) of the thrust bearing and the housing plate (17),
tighten the screws M10 (16) to stated torque. (See section ”General torques” in
chapter 7.)
12–13 13 –13
13 w46 93 31
Fit the outer part (12) of the thrust bearing together with shaft plate (15) and tight-
en the screws M12 (14) to stated torque. (See section ”General torques” in chapter
7.)
20. Check the axial bearing clearance and backlash between the gears (2) and
(7). Refer to section 6.2..
21. Lock the screws (14)with locking wire and mount the cover (13).
22. Tighten the rocker arm bracket fastening screws and mount the covers,
see chapter 14.
23. Check the valve timing and fuel pump timing (see chapter 16.) of one cyl-
inder and compare to the tested values of the setting table in the delivery docu-
ments. Readjust if necessary.
24. Tighten the nut (27) of the intermediate gears center stud (3) to stated
torque (see section 7.3.2.) by using tightening tool (861143). Tightening order
is the same as previously described in this section.
25. Disconnect the hoses of the hydraulic tool (861143) then unscrew and re-
move the hydraulic tool.
26. Mount the covers for the gearing and camshaft.
13 –14 12–14
w46 93 31 13

13.3. Split gear wheel

The split gear is divided into two parts which are connected together with con-
necting screws (30), and then to the crankshaft with screws (31).
12–15 13 –15
13 w46 93 31
Fig. 13.19.
If only the split gear wheel has to be changed, one half of the wheel can be re-
moved or mounted at a time.
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 6.2. 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 according to section
13.2.2..
NOTE ! Special tools are needed for this work. Please contact the engine manufac-
turer.
1. Lower the bearing cap of main bearing No.1. (See section 10.2.2.)
2. Loosen the fastening screws (30).
3. Unscrew the axial screws (31).
4. Unscrew the fastening screws (30) and remove the gear wheel halves.
13.3.3. Mounting of the split gear wheel

1. Clean the parting surfaces of the wheel halves and the contact faces of the
gear wheel and the crankshaft.
2. Lower the bearing cap for main bearing No.1. (See section 10.2.2.)
3. Apply Loctite 242 to the threads of the screws (31) and (30), and under the
screw heads.
13 –16 12–16
w46 93 31 13
4. Mount the gear wheel halves on the crankshaft with the parting face at right
angles with the crank of cylinder No.1 and fasten the screws (31) and (30) by
hand.
5. Tighten the axial screws (31) to a torque of 10 Nm and check that contact is
established between the gear wheel and the crankshaft flange.
6. Tighten the fastening screws (30) to stated torque. (See section 7.1.2.) The
screws closest to the crankshaft flange are to be tightened first.
7. Tighten the axial screws (31) to stated torque. (See section 7.1.2.)
8. Check the split gear wheel roundness. Place the cylindrical pin in the tooth-
cap as shown in Fig. 13.20. Turn the engine and use a dial indicator to get indica-
tions. 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.
9. Lift the bearing cap for main bearing No.1, see chapter 10.

13.3.4. Removing only the split gear wheel

If you remove only the split gear wheel:
1. Lower the bearing cap of the main bearing No.1. (See section 10.2.2.)
2. Turn the crankshaft so that the bolt heads of the fastening screws (30) are
downwards.
3. Unscrew the fastening screws (30).
4. Unscrew the axial screws (31) of the lower half.
5. Remove the lower half of the split gear wheel.
6. Clean the parting surfaces of the wheel half and the contact faces of the gear
wheel and the crankshaft.
7. Apply Loctite 242 on the threads of the screws (31) and (30), and under the
screw heads.
12–17 13 –17
13 w46 93 31
8. Mount the new gear wheel half on the crankshaft against the upper old half
and fasten the screws (30) and (31) by hand.
9. Tighten the new half axial screws (31) to stated torque. (See section 7.1.2.)
Check that contact is established between the gear wheel and the crankshaft
flange.
10. Remove the fastening screws (30).
11. Turn the crank of cylinder no. 1 carefully to TDC.
12. Unscrew the axial screws (31) of the other half.
13. Remove the other half of the split gear wheel.
14. Clean the parting surfaces of the wheel half and the contact faces of the
gear wheel and the crankshaft.
15. Apply Loctite 242 on the threads of the screws (31) and under the screw
heads.
16. Mount the new gear wheel half to the crankshaft against the upper half
and fasten the screws (31) by hand.
17. Tighten the new half axial screws (31) to stated torque. (See section 7.1.2.)
Check that contact is established between the gear wheel and the crankshaft
flange.
18. Turn the crankshaft half a turn.
19. Tighten the fastening screws (30) to stated torque. (See section 7.1.2.)
20. Check the split gear wheel roundness as mentioned in section 13.3.3..
21. Lift the bearing cap for main bearing No.1 see chapter 10.
13 –18 12–18
w46 92 50 14
14. Valve mechanism and camshaft
14.1. Valve mechanism

The valve mechanism operates the inlet and outlet 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.
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 ex-
haust 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, pressurised oil is fed from the feed channel through dril-
lings in the engine block. For the roller and shaft, the oil is led through the guiding
pin (10). (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.
1. Screws
3. Rocker arms
4. Push rod
5. Protecting sleeves
8. Cover
11. Valve tappet
12. Shaft
13. Bracket
14. Yoke

13–1 14 –1
14 w46 92 50
14.1.1. Maintenance of valve mechanism

The valve mechanism is inspected according to the maintenance schedule in
chapter 4. However, whenever the opportunity exists, make a visual inspection
of the cams, rollers and tappets.
14.1.2. Dismantling of valve mechanism

Rocker arm bracket complete:
1. Remove the covers of the valve mechanism and camshaft from the cylinder
concerned.
2. Turn the crankshaft so that the valve tappet rollers in the cylinder concerned
are at an unloaded cycle, and a clearance exists between the rocker arm and yoke.
3. Secure the rocker arm bracket with crane by using a lifting bends (see Fig.
14.2.) or by using the special tool (836031) (see Fig. 14.3.).
1. Screws
2. Locking screw
3. Rocker arm
7. Shaft
13. Rocker arm bracket
20. Bushing

4. Open the screws (1) and lift the rocker arm bearing bracket (13) from the
cylinder head.
5. Remove the yoke (14) (See Fig. 14.1.)
14 –2 13–2
w46 92 50 14

Rocker arms:
6. 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.
7. Remove the push rods (4) and the protecting sleeves (5) by lifting up through
the guide holes in cylinder head.
Valve tappets:
8. Open the screws (9) and remove the cover (8).
9. Remove the guide pin (10) and lift the valve tappet (11) out.
Roller and shaft:

10. Push the spring loaded locking pin (6) down and pull the shaft (12) out.
Before dismantling, mark the parts so that they will be reinstalled into their
original positions.
13–3 14 –3
14 w46 92 50
4. Push rod
5. Protect sleeve
6. Locking pin
8. Cover
9. Screw
10. Guiding pin
11. Valve tappet
12. Shaft
17. O–ring
18. O–ring
19. Ball head pin
Section A

14.1.3. Inspection of valve mechanism

Rocker arm:
1. Clean the rocker arm bearing bushing and the journal, then measure for
wear. When cleaning, pay special attention to the oil holes . Refer to chapter 6.
for all clearance and wear limits.
Push rod:
2. Inspect the ball head running surface for possible mechanical damage.
Valve tappet:
3. Clean and inspect all parts of the valve tappet and corresponding bore in
engine block. When cleaning, pay special attention to the oil holes.
4. Measure the roller bore and the journal for wear.
5. Inspect the ball head pin (19) running surface for possible mechanical dam-
age.
6. Change the O–rings (17) and (18) if they are damaged or hard.
14.1.4. Assembling of valve mechanism

Valve tappets: (see Fig. 14.4.)
1. Lubricate the parts of the valve tappet with clean engine oil and assemble.
Keep the roller at the correct level and slide the journal (12) into position observ-
ing that the locking pin (6) secures to the corresponding drilling in tappet body.
14 –4 13–4
w46 92 50 14
2. Insert the valve tappet (11) into the guide hole on the engine block then fit
and tighten the guiding pin (10).
NOTE ! The guide pin of the fuel injection pump is shorter than the guide pins of
the exhaust and inlet valve tappets and it is stamped IP. Make sure that
the guide pins are installed into the correct positions. (See Fig. 14.5.)

3. Mount the cover (8).
Push rods:
4. Grease the O–rings (17) and (18) properly. Insert the push rods (4) and pro-
tecting sleeves (5) into position through the cylinder head guide bores.
5. Mount the yoke. For adjusting the yokes see chapter 12.
Rocker arms: (see Fig. 14.2.)

6. Lubricate the rocker arm parts properly with clean engine oil. Slide the
journal (7) into position through the bushing (20).
7. Fit the rocker arms to the journal.
8. Slide the brackets and journal together and secure the journal with the lock-
ing screws (2).
NOTE ! The journal has to be exactly at the right position to be able to fit the
screws.
9. Check for free movement of the rocker arms.

10. Mount the complete rocker arm bracket into position on the cylinder head
and tighten the screws (1) to stated torque. See chapter 7.
11. Check and adjust the valve clearances according to chapter 12. and mount
the covers.
13–5 14 –5
14 w46 92 50
14.2. Description of camshaft

The camshaft is built up from one–cylinder camshaft pieces (1) and separate bear-
ing journals (2). 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).
Fuel–
inject.

The drop forged camshaft pieces have integrated cams, the sliding surfaces of
which are case hardened. The bearing surfaces of the journals are induction hard-
ened. The camshaft is driven by the crankshaft through a gearing at the driving
end of the engine.

14 –6 13–6
w46 92 50 14
At the free end, the camshaft has an extension (5) with a cam for operating the
starting air distributor.
At the driving end the camshaft has an axial bearing (6) and a vibration damper
(10) integrated to the driving gear of the camshaft.

14.2.1. Maintenance of camshaft

The cams have to be inspected according to the maintenance schedule (see chap-
ter 4.), 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 mechan-
ical damage has occurred. The camshaft bearing bushing has to be replaced if the
wear limit given in chapter 6. is exceeded.
14.2.2. Removing of camshaft piece

1. Remove the camshaft cover, injection pump, injection pump drive, rocker
arm bracket, push rods, and valve drive from the cylinder concerned.
2. Open the nuts (3) and unscrew the flange connection studs(7) from both ends
of the camshaft piece.
3. Secure the camshaft piece by supporting it with crane through the exhaust
valve tappet bore, see Fig. 14.9. or by using the special tool (836024) with con-
nection (836029), see Fig. 14.10.
13–7 14 –7
14 w46 92 50

4. Remove the cover (8), see Fig. 14.7. from the starting air distributor and un-
screw the rocker arm bracket fastening nuts of the cylinders in which the camshaft
is to be removed. Move the free end of the camshaft towards the free end of the
engine a maximum of 35 mm by using a suitable lever.
NOTE ! Be careful that the rollers do not fall from the cams.
5. Disengage the camshaft piece from the centerings and fixing pins (4) and re-
move it sideways.
14.2.3. Mounting of camshaft piece

1. Clean and degrease the flange connection surfaces and threaded holes. (See
Fig. 14.6.)
2. Insert the fixing pins (4) with retainer rings (9), with the longer part of the
pin in the bearing journal.
3. Lift the camshaft piece in position with crane by using a rope going through
the exhaust valve tappet bore, see Fig. 14.9., or by using special tool (836024)
with connection (836029) see Fig. 14.10..
14 –8 13–8
w46 92 50 14

4. Mount the camshaft piece (1) on the fixing pin. (See Fig. 14.6.) After center-
ing it at either end, press together the camshaft using 3 assembly screws at both
ends of the camshaft piece.
5. Fasten the studs (7) by hand and tighten the nuts (3) by using the tool
(820009). For tightening torque see chapter 07.
6. Check the valve tappets and rollers carefully. Even slightly damaged tappet
rollers have to be changed.
7. Mount the cover (8) of the starting air distributor, valve tappets, injection
pump etc.
8. Check the valve clearances on cylinder concerned and on all cylinders to-
wards the free end.
9. Check the fuel pump timing on cylinder concerned (see chapter 16) and on
the next cylinder towards the free end. If some corrections has to be done on next
cylinder, all the pumps on that side have to be checked.
13–9 14 –9
14 w46 92 50
14.2.4. Elastical coupling

The camshaft of the engine is equipped with a elastical coupling to dampen the
torsional vibrations which are excited by the engine and fuel pumps.
Fig. 14.11.
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. The outer part con-
sists 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 of the inner part. The cavities between spring packs and spacers
are 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 hydro-
dynamic friction and therefore damping the vibrations.
NOTE ! For more information, see separate Geislinger manual.
14 –10 13–10
46 93 31 Turbocharging and air cooling 15
15. Turbocharging and air cooling
15.1. Description
The engine is equipped with two turbochargers and aircoolers situated in a sepa-
rate charge air unit in the free end of the engine. The turbochargers are 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 outside raising
the ambient air pressure to a higher level (charge air pressure). The air is heated
up in the process and has to be cooled down in the air cooler (3) before entering
the air receiver (4) and the cylinder through opened inlet valves.

015–1 15 –1
15 Turbocharging and air cooling 46 93 31
15.2. Turbocharger
15.2.1. Description (ABB 564)
The turbocharger is of the axial turbine type. The gas inlet and outlet housings
of the turbocharger are cooled with water coming from the cylinder cooling water
system of the engine.
The turbocharger has its own lubricating system including mechanically driven
pumps on turbine side and compressor side. A special sight class is provided to
control the oil level, quality of oil and function of the oil pump.
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. Turbocharger maintenance

Normal overhauls can be carried out without removing the turbocharger from the
housing.
When dismantling, remove the protecting covers and the connection pipes for
water. Loosen the exhaust inlet and outlet pipes.
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 section 15.3. and the
instructions of the turbocharger manufacturer. It is recommended to use the ser-
vice net 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 unbalances. Usually, though, 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 reduced
output (see pos. 2 below). The disadvantages of reducing the output occasionally
is 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 about 95 % of the water is evapo-
15 –2 015–2
rated and escapes through the exhaust, while the remaining water drains from the
exhaust casing through the valve. It is important that all of the water does not
evaporate, since the cleaning effect is based on the water solubility of the deposits
and the mechanical effect of the water droplets striking the turbine/nozzle ring
blades. Additives or solvents must not be used in the cleaning water. The use of
salt water is prohibited.

The exhaust gas pipe is equipped with 2 inlets for turbine cleaning water (5). (
Fig. 15.2.)
During cleaning the exhaust housing is drained through the drain valve (6). (Fig.
15.3.)
Valves (8) and (6) should be operated daily for a short time to avoid the pipes and
valves from clogging
015–3 15 –3

15.3.2. Cleaning procedure

1 Record the charge air pressure, the exhaust gas temperatures and charger
speed for later use to assess efficiency of the cleaning.
2 Reduce the engine load to a level where exhaust gas temperature before tur-
bine is in the range 230–430_C. The water flow has to correspond to the exhaust
temperature according to the diagram in Fig. 15.4..
15 –4 015–4
Turbine cleaning water flow (VTR 564)

75
70
65
60
55
l/min
50
45
40
35
30
220 240 260 280 300 320 340 360 380 400 420 440
°C

3 Open valve (8) shortly and check that it is not clogged.

4 Check the water flow if not yet calibrated and adjust it to the right level ac-
cording to the diagram by regulating the pressure reducer (10).
5 Connect the water hose to the quick connection (9).
6 Open the drain valve (6) and check that it is clear of blockage.
7 Open valve (11) slowly within 30 s and increase the water flow until 0.1 l/min
flows off through the drain line.
8 The pressure control valve should be adjusted to a pressure of 2–3 bar or
the pressure noticed when calibrating.
9 The washing time is about 5–10 min. The criteria for the washing time is also
the cleanliness and clarity of the draining water. If the water is still dirty after 10
min washing, finish the cleaning procedure but repeat it after 1–2 hours of normal
operation.
10 After termination of water injection the engine must run for abt. 5 minutes
at unchanged load until all parts are dry.
11 Shut all valves and disconnect the hose to ensure that no water can possibly
enter exhaust pipes except during the cleaning periods.
12 Resume normal engine operation at higher output and, repeat the readings
made before the water washing 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.
015–5 15 –5
If, however, a very thick hardened crust of dirt has formed, the compressor will
have to be dismantled for cleaning.
By this method the water is not acting as a solvent but instead removes the depos-
its mechanically by the impact of the water droplets. It is therefore recommended
to use clean water without any additives. The water should not contain any cool-
ing 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.)

The charge air unit is provided with special water tanks (34) (see Fig. 15.5.) which
during washing procedure is pressurised with scavenging air pressure (connec-
tion 35) and from where the water is led to compressor inlet (connection 36).
Water cleaning should be done after every 25–75 hours of operation depend-
ing on the operating conditions.
15.4.1. Cleaning procedure

1 Water injection is done when the engine is running at its normal operating
temperature with high load and with compressor running at high speed.
2 Record the charge air pressure, exhaust gas temperatures and the charger
speed for later use to assess efficiency of cleaning.
15 –6 015–6
3 Loosen the grip screw (37) and remove the cover (38). (Fig. 15.5.)
4 Fill the tank with clean water to approximately 10 mm below the edge.
5 Replace cover (38) and retighten the screw (37).
6 Check that valve (42) is full opened to the other compressor.
7 Press plunger (39). The plunger operates the valve allowing compressed air
from the turbocharger to enter the tank via pipe (35). The compressed air forces
the water into pipe (36) and from there to the compressor wheel.
8 The whole water volume should be injected in 4–10 seconds. The success
of cleaning can be evaluated by referring to the figures mentioned in step 2. If
unsuccessful, the cleaning process should be repeated earliest after an interval of
10 minutes.
9 After cleaning one compressor turn the valve (42) to opposite position and
repeat the cleaning procedure to the other compressor.
10 After cleaning both of the compressors, the engine should run with high
load at least 5 more minutes.
NOTE ! See also the turbocharger instruction manual.
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 WÄRTSILÄR–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 charge air unit is equipped with two air coolers to cool down the compressed
and heated air after turbochargers. The insert type charge air cooler is mounted
in a welded housing (40). (Fig. 15.6.) The housing is fastened to the fundament
with screws.
015–7 15 –7
Air in
LT in
LT out
HT in
Air to
HT out
receiver

15.6.1. Maintenance of charge air cooler

1 Condensate from the air is drained through a connection (41) (see Fig.
15.6.) at the bottom of the cooler housing after the insert. Examine regularly that
the pipe is open by checking the air flow with the engine running.
CAUTION ! 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 dis-
mantled and pressure tested.
2 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. Open the air vent to avoid vacuum when draining.
3 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.
4 Always check for corrosion when cleaning.
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.
15 –8 015–8
The cooler has to be cleaned if the air pressure drop over the cooler exceeds 400
mmWG or if the temperature difference over the LT side or HT side increases
from normal.
15.6.2. Cleaning cooler inserts
1 Drain water from the air cooler LT and HT side by opening the drain con-
nections (12) and the vent connections (13). (See Fig. 15.7.).
2 Remove the HT and LT cooling water pipes (14 and 15) from the cooler.
View A View B

3 Open all the air cooler fastening screws 27 (See Fig. 15.8.) and supporting
screws (28).
015–9 15 –9
4 Fit the tool 846053 and fix it with connection screws (43 and 44). Pull out the
air cooler horizontally (by using a block and a tackle). When the cooler is outside
from the cooler housing. put shackles to the lifting yokes of the cooler and lift the
cooler away by crane.
5 Clean the air side according to the 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.
6 Remove the flow return header (30) and the inlet/outlet header (31) to make
the water side accessible. (See Fig. 15.9.)
15 –10 015–10
7 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 the brushes is chosen in accordance to the finned tube type. Mechanical clean-
ing can be done on site or with the cooler removed. Check the gaskets (32) and
(33) and replace if necessary.
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.

8 Reassemble the cooler insert and lift it on the tool (846053) (spread plenty
of Vaseline on the tool, where the cooler will be seated). Pull the cooler into the
welded housing (40)(by using the block and the tackle). Fit and tighten the air
cooler fastening screws (27). Tighten the supporting screws (28). Remove the
tool (846053) and connect the HT and LT cooling water pipes (14) and (15).
When filling the system with water, check for possible leaks.
015–11 15 –11
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15 –12 015–12
w46 93 31 16
16. Injection system
16.1. Description
Basically the entire engine mounted fuel system is situated inside the 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 engine is equipped with a twin injection system, every cylinder is equipped
with a fuel injection pump and two injection valves, main and pilot. The pilot in-
jector with its control system is specially designed to give better burning of poor
quality fuel. The main injector is uncooled and is situated in the middle of the cyl-
inder 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 pilot control 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 injectors
and as a non return valve to avoid high pressure peaks from the injection line en-
tering the pump chamber.
Pilot control valve
This valve controls the amount of fuel that is injected through the pilot injector.
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.
15–1 16 –1
16 w46 93 31
Main injection
Pilot injection
Fuel in
Leak fuel
Fuel out
Air
Leak fuel Lube oil
Leak from
injection pipe
Normal back flow
Section A

16.2.2. Maintenance of fuel injection pump

Fuel pumps are inspected according to the maintenance schedule in chapter 04,
but always when working with the camshaft or gears it is important to check the
fuel pump adjustments of the affected cylinders.
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.
1. Shut off fuel supply to the engine and stop the lube oil pump.
2. If possible use air to blow the fuel out from low pressure system.
See chapter 17.
3. Remove the main injection pipe (1) and pilot injection pipe (2) with leak fuel
connections.
4. Open the fuel feed connection by removing the screws(3).
5. 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.
16 –2 15–2
w46 93 31 16
6. Open the fuel rack connection by removing the screw (7).

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.

8. Open the nuts (8) and lift off the pump by using the lifting tool (831001).
NOTE ! Be careful not to damage the o–rings (9) on the fuel feed connection while
lifting the pump.
9. Cover the bore in the engine block.
16.2.4. Mounting of the fuel injection pump

(See Fig. 16.2.)
1. Clean the pump of protection oil; check free movement of the control rack.
2. Clean the plane on the engine block and the pump base carefully.
15–3 16 –3
16 w46 93 31
3. 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.
4. Fit the pump to its position by using the the lifting tool (831001). Be careful
not to damage the O–rings on the fuel supply connection while lowering the
pump. Tighten the nuts (8) to stated torque. (See chapter 07.)
5. 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.
6. Fit the fuel rack connection and fasten the screw (7).
NOTE ! Always replace the self locking nut (7).
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).
8. 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.
If necessary use the venting plug (11). (See Fig. 16.5.)
16.2.5. Dismantling of fuel injection pump

Before dismantling, the outside of the pump must be cleaned carefully.
1. It is recommended to use a special rotating device (Fig. 16.3.) where the pump
can be put in different positions depending on the work.
Section A–A

2. Open the bottom cover screws (12) and remove the flange (13). (See Fig
16.5.)
16 –4 15–4
w46 93 31 16
3. Secure the push spindle assembly by using a tool (836040) and push the as-
sembly slightly to be able to remove the retainer ring (14) with pliers (800001).

NOTE ! The tappet is spring loaded ; Be careful when loosening the tool.
4. 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.
5. Remove the spring (18) and the control sleeve (19).
15–5 16 –5
16 w46 93 31
11 Venting plug
12 Screws
13 Flange
14 Retaining ring
15 Push spindle
16 Spring holder
17 Plunger
18 Spring
19 Control sleeve
20 Screw
21 Screw
22 Pump cover
23 Main delivery valve
24 Pilot control valve
25 Constant pressure valve
26 Element cylinder
27 Plug
28 Control rack
34 Grub screw
35 Seal ring
36 Seal ring
37 Seal ring
38 Seal ring
41 Fixing pin
42 Spring disc
43 Seal
44 Screw
45 Cover
46 Erosion plug
47 Seal

(See sections B–B and C–C in Fig 16.6.)

6. Turn the pump to the vertical position.
7. Open the screws (20) crosswise in steps of 30_ and also screws (21). Remove
the cover (22) with its valves carefully.
8. Remove the main delivery valve (23), pilot control valve (24) and constant
pressure valve (25) with springs.
16 –6 15–6
w46 93 31 16
SECTION C–C SECTION B–B

9. Take out the element cylinder 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 inside. Air will create a lifting
force on the element. The element cylinder can be removed now by using the
screws (21) for lifting.
10. 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). Open the piston screw (31) and remove the stop washer (33). Loosen the
grub screw (34) and pull out the control rack. Remove the counter sleeve (48).
15–7 16 –7
16 w46 93 31
Pull
out

11. It is recommended to keep the components of different pumps apart from

each other or to mark the parts so that they can be fitted back into the same pump.
The parts must be protected against rust and especially the running surface of the
element plunger should not be unnecessarily handled with bare fingers.
12. 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

1. 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.
2. Renew the seal rings (35), (36), (37) and (38) on the element cylinder and
seal (47) on upper spring disc. Lubricate the rings with lubricating oil.
3. Reinstall the main delivery valve (23), pilot control valve (24) and constant
pressure valve (25) with springs into the cover (22).
4. Screw the element cylinder (26) together with the cover (22) using screws
(21). Note that the pins (39) are fitted properly. Lift the assembly (22, 26) into
position in the pump chamber with the fixing groove (40) aligned with pin (41).
(See Fig. 16.5.)
16 –8 15–8
w46 93 31 16
PUMP COVER
VIEW A–A
Fig. 16.8.
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.
5. First tighten screws (21) crosswise in three steps to nominal torque and then
screws (20) in the same way. (See chapter 07.)
6. Mount the control rack (28) and fasten the grub screw (34). Fit the counter
sleeve (48) and pressure plate (33) together with screw (31) in position. Fit the
piston (32) and put on the cover (30) with screws (29). (See Fig. 16.7.)
7. Turn the pump upside down and fit the control sleeve. Move the control rack
to a position where two marks (A) can be seen. 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. 16.10.)
Fig. 16.9.
15–9 16 –9
16 w46 93 31
NOTE ! This may cause the engine to overspeed if mounted incorrectly.
8. Reinstall the spring disc (42) and spring (18). (See Fig. 16.5.)
9. Assemble the element plunger and push spindle assembly (15,16) and lift
carefully into position.
10. Note the mark on one of the plunger vanes (C). (See Fig. 16.9.) The
marked plunger vane must slide into the groove on the control rack side of the
control sleeve (D) (similar mark on sleeve). It corresponds to the marks on the
control rack (A) and the chamfered tooth (B) of the control sleeve.
Fig. 16.10.
11. 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 the con-
trol rack can be moved gently.
12. When plunger is deep enough install the retaining ring (14) with pliers
(800001). After removing the tool check that the control rack can be easily
moved.
13. Before installing the flange (13) be sure that shaft sealing (43) is in good
condition; if necessary replace the sealing by opening the screws (44) and remov-
ing the cover (45) and sealing.
16 –10 15–10
w46 93 31 16
Fig. 16.11.
NOTE ! If the sealing starts to leak, fuel can enter the lubricating oil system and
possibly damage it.
14. Install the flange (13) and fasten the screws.

15. Check that the control rack can be easily moved.
16. 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

(See chapter 06)
The beginning of the effective pump stroke is determined by an indirect method,
i. e. by watching when the passage between the low pressure side and the high
pressure side of the injection pump is shut by the edge of the element plunger.
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.
1. Cut fuel supply to the engine.
2. If possible use air to blow the fuel out from low pressure system (see chapter
17).
3. Remove the erosion plugs (46) on both sides of the pump. (See Fig. 16.5.)
15–11 16 –11
16 w46 93 31
View

4. Turn the crankshaft to a position 22_ before TDC at ignition.

5. Turn the crankshaft in the engine‘s normal running direction and check us-
ing a torch when the plunger is closing the passage between the high pressure side
and low pressure side. The last degrees should be turned by hand from turning
gear to get best possible reading.
6. Compare the measured values to those correct values given in the settings
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 exceed 1,0_
crank angle. If larger deviations are noted the injection pump lifter must be ad-
justed.
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 best possible operation
to the engine it is important that fuel pump adjustments are done properly and are
according to the setting table, (see test records).
1. Remove the pump (see section 16.2.3.)
2. Fasten the pump base using suitable sleeves under the nuts (8). (See Fig.
16.13.)
3. Measure the distance(X) between adjusting screw and pump base upper sur-
face when cylinder is turned to a position where delivery stroke should start. (See
setting table on delivery documents).
16 –12 15–12
w46 93 31 16

4. Use Fig. 16.14. to determine the correction needed for the adjusting screw
to achieve the right timing.
Example: According to measurements delivery stroke starts 15.5_ before TDC
instead of 16.8_ given on setting table. Change of injection timing has to be 1.3_
and from the figure 16.14. you can read that distance X has to be 0,85 mm smaller.
15–13 16 –13
16 w46 93 31
Adjusting of tappet position (mm) (dimension X)
Spring retainer con-

tact against lock
ring
Change of inj.
timing (deg.
BTDC)
Plunger contact against

barrel

5. Open the locking screws(49) and adjust the distance X to the correct position;
lock the screws again to stated torque before the final checking of distance X.
6. Open the nuts (8) and remove the sleeves.
7. Fit the fuel pump acc. to section 16.2.4..
8. Check again the timing.
9. If in tolerance fit the erosion plugs and switch on the fuel. Check possible
leaks before starting the engine again.
10. A separate venting plug (11) is installed on the pump chamber. It is not nec-
essary to use this unless you only have a short time to circulate fuel in the pump
chamber. Normally , the air is vented out without any other procedure.( See Fig.
16.5.)
16 –14 15–14
w46 93 31 16
16.3. Injection line

The main injection line consists of a connection piece (1), which is fastened into
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 pilot injection line consists of a two layer injection pipe
(4) connected straight to the pilot nozzle holder.
15–15 16 –15
16 w46 93 31

The injection pipes are delivered complete with connection nuts assembled. Al-
ways tighten the connections to correct torque. (See chapter 7.)
When removed, the injection line details have to be protected against dirt and rust.
16.4. Injection valves

16.4.1. Description
The engine is equipped with a twin injection system. The main injection valve
is centrally located in the cylinder head and includes the nozzle holder and nozzle.
The fuel enters the nozzle holder sideways through a connection piece fastened
to the nozzle holder.
The pilot injection valve is located on the side of the cylinder head at a 45_ angle
and includes the nozzle holder and nozzle.
16.4.2. 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).
16.4.3. Removing of main injection valve

1. Remove the rocker arm casing and the Hot–Box cover.
16 –16 15–16
w46 93 31 16
2. Remove the injection pipe by opening the nuts (6) and (7) and the leak fuel
connection (8). (See Fig. 16.16.)
3. Loosen the sealing flange of the connection piece by loosening the nuts (9)
and unscrewing the connection piece. Protect the fuel holes.
4. Remove the fastening nuts (26) of the injection valve. (Fig. 16.17.)
Fig. 16.17.
5. 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.
6. Protect the fuel inlet hole of the injection valve and the bore in the cylinder
head.
16.4.4. Mounting of Main injection valve

1. 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. For lapping, a steel washer and fine lapping compound is used.
The injection valve seals directly to the bottom of the stainless sleeve.
2. Put new o–rings on the injection valves. Lubricate the injection valve with
oil.
3. Fit the injection valve into the cylinder head bore.
NOTE ! The locating pin (11) determines the correct positions of the fuel injector
when mounting. See Fig. 16.19.
4. Put new o–rings in the sealing flange of the connection piece. Place the
flange on the connection piece and fasten the connection. Tighten to correct
torque.
15–17 16 –17
16 w46 93 31
5. Tighten the fastening nuts of the injection valve to correct torque in steps
of 10...20 Nm.
6. Fasten the sealing flange of the connection piece.
7. Mount the injection pipe and tighten the cap nuts to torque.
8. Mount the Hot–Box covers and rocker arm casing.
16.4.5. Overhauling of main injection valve

1. Inspect the nozzle after removing the injection valve from the engine. Clean
outside of the nozzle with a brass wire brush.
2. Release nozzle spring tension by opening counter nut (12) and opening the
adjusting screw (13). (See Fig. 16.19.)
3. Remove the nozzle from the holder by opening the cap nut (17). (See Fig.
16.19.) 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.
Fig. 16.18.
4. 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
16 –18 15–18
w46 93 31 16
and heat oil to 150...200_C. Normally, the needle can be removed from a hot
nozzle.
5. 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.
Dismantling the nozzle holder:

6. 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).
15–19 16 –19
16 w46 93 31
Fig. 16.19.
7. Clean and check the parts carefully.
8. 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.
9. Check max lift of nozzle; i.e. sum of measures A and B in Fig. 16.20. 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 –20 15–20
w46 93 31 16
Fig. 16.20.
Assembling the injection valve:
10. Reassemble the injection valve.
11. 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.
12. Tighten the cap nut to the torque given in chapter 7.

13. If the tests according to section 16.5. give satisfactory results the injection
valve can be reinstalled in the engine. Otherwise, replace the nozzle with a new
one.
16.4.6. Removing of pilot injection valve
1. Remove the hot box cover
2. Remove the injection pipe (4) by opening the nuts (28, 29) and the leak fuel
connection (8). Protect the fuel holes. (See Fig. 16.16.)
3. Remove the fastening nuts of the pilot injection valve. Remove the flange.
4. Lift out the pilot injection valve.
5. Protect the fuel inlet hole.
16.4.7. Mounting of pilot injection valve
1. Check that the pilot injector space in cylinder head is clean; especially the
sealing surface in the bottom of injector space. If necessary clean or lap the sur-
face.
15–21 16 –21
16 w46 93 31
NOTE ! If lapping is necessary the cylinder head must be removed.
For lapping a steel washer and fine lapping compound is used.

2. Put new O–rings on the pilot injection valve. Lubricate the injection valve
with oil.
3. Fit the injection valve into the cylinder head bore; note the position of the
locating pin (30).
4. Fit the flange and tighten the fastening nuts to stated torque in steps of 10–20
Nm. (See chapter 07.)
5. Mount the injection pipe and tighten the cap nuts to stated torque see chapter
07.
6. Mount the Hot–Box cover.
16.4.8. Overhauling of pilot injection valve

1. Inspect the nozzle immediately after removing the injection valve from the
engine. Carbon deposits (trumpets) on the nozzle tip may indicate that the nozzle
is in bad condition, or the spring is broken. If possible make a pressure test to the
nozzle with a test pump before dismantling.
2. Release nozzle spring tension by opening counter nut (20) and opening the
adjusting screw (21).
3. Remove the nozzle from the holder by opening the cap nut (24). Be careful
not to drop the nozzle. If there is carbon between the nut and the nozzle 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. (See Fig. 16.18.)
4. 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.
5. Clean the components. If possible, use a chemical carbon dissolving solution.
If there is no such available, immerse the details in clean fuel oil, white spirit or
similar to soak carbon. Then clean the details carefully . Do not use steel wire
brushes or hard tools. Clean the nozzle orifices with needles provided for this pur-
pose. After cleaning, rinse the details to remove carbon residues and dirt par-
ticles. Before inserting the needle in the nozzle body, immerse the components
in clean fuel or special oil for injection systems.
Seat surfaces, sliding surfaces (needle and housing) and sealing faces against the
nozzle holder should be carefully checked.
16 –22 15–22
w46 93 31 16
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.
Dismantling the nozzle holder:

6. Open the nozzle holder by removing the counter nut (20) and adjusting screw
(21). Turn the nozzle holder upside down and remove the spring (22) and the push
rod (23).
7. Clean and check the parts carefully.
8. 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.
9. Check max lift of nozzle; i.e. sum of measures A and B in Fig. 16.20. 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.
15–23 16 –23
16 w46 93 31
Fig. 16.21.
Assembling the pilot injection valve:

10. Reassemble the nozzle holder.
11. Fit the nozzle to the nozzle holder together with the cap nut(24) carefully,
note the position of locating pins (25). Use Molykote or similar to grease the
thread and contact surface between the cap nut and the nozzle.
12. Tighten the cap nut to the torque given in chapter 07.
13. If test according to section 16.5. give satisfactory results the injection valve
can be reinstalled in the engine. Otherwise, replace the nozzle with a new one.
16 –24 15–24
w46 93 31 16
16.5. Testing of fuel injectors

Connect the injection valve to the test pump. Pump to expel air. Shut the manome-
ter valve and pump rapidly to blow dirt out of the nozzle orifices. Place a dry pa-
per under the nozzle and give the pump a quick blow. Note fuel spray uniformity.
16.5.1. Check the opening pressure

1. Open manometer valve.
2. Pump slowly and watch manometer to note the pressure where nozzle opens.
3. If the opening pressure is not correct (see section 1.2.), adjust it with screw
(13) on the main injectors and (21) on the pilot injectors.
16.5.2. Check spray pattern

1. Put a dry paper under the nozzle and give the pump a quick blow.
2. Check the uniformity of the spray marks.
3. If the spray is not symmetrical it means that some impurities are blocking the
nozzle orifices and have to be cleaned. Repeat the test after cleaning the nozzle.
16.5.3. Check the needle seat tightness

1. Increase pressure to a value 20 bar under the stated opening pressure.
2. Keep pressure constant for about 10 seconds by pumping slowly.
3. Check that no fuel drops occur on the nozzle tip. A slight dampness is accept-
able.
4. If leakages occur the nozzle has to be reconditioned or replaced with a new
one.
NOTE ! Some spill fuel can come out from the nozzle holder due to the back flow.
16.5.4. Check the needle spindle tightness

1. Pump until pressure is 20 bar below the stated opening pressure.
2. Measure time for a pressure drop from 400 to 200 bar.
A short pressure drop time indicates excessive wear of the needle spindle and/or
housing and the nozzle has to be replaced with a new one.
More than 25 seconds indicates a fouled spindle. Both the needle and housing has
to be cleaned.
16.5.5. Check 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.
15–25 16 –25
w46 93 31 17
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.
Instrumentation on engine:

Pressure monitoring:
The pressure gauge (1) on the instrument panel and a pressure sensor (2) con-
nected to the fuel supply line indicate the fuel pressure before engine. The pres-
sure sensor is fitted for remote indication and alarms.
Temperature monitoring:
A local temperature indicator (3) and a pt100 sensor (4) fitted on the fuel supply
line indicate the fuel temperature before the engine.
Leak fuel monitoring:

Leaking fuel from the injection system is collected in a leak fuel manifold (5) on
the hot box. The manifold is divided in two sections to collect separately the nor-
16–1 17 –1
17 w46 93 31
mal backflow from pumps and nozzles and separately the possible leak from the
injection pipes.
All leak fuel pipes are equipped with quick couplings (8) 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.
17 –2 16–2
w46 93 31 17

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, the air is vented out
without any other procedure. If necessary, open the air vent screw on the fuel in-
jection pump. (See chapter 16.)
Venting of filters and other instrumentation according to separate instructions.
16–3 17 –3
17 w46 93 31
17.2.3. Adjustment of pressure control valve
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. NO TAG) in the instrument panel of the engine.
Turn the adjusting screws of the pressure control valve clockwise to achieve
higher pressure, counter–clockwise to achieve lower 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 16–4
46 93 31 Lubricating oil system 18
18. Lubricating oil system
18.1. Description
The engine is lubricated by a dry sump oil system where the oil is mainly treated
outside the engine by continuous separating.
The main functions for the oil lubrication is to prevent metal to metal contact at
the bearing surfaces, heat transfer and cleaning. Various auxiliary devices guaran-
tee that oil lubrication is first–rate in all circumstances.

Installation:
– The oil pump takes suction from the system oil tank and discharges it under
pressure to the coolers.
– On the discharge side of the coolers is installed a thermostatic valve which con-
trols the oil flow to the coolers.
018–1 18 –1
18 Lubricating oil system 46 93 31
– The oil will by–pass the oil coolers if the temperature drops below the set point
of the thermostatic valve.
– After the coolers, the oil passes through the automatic fine filter and indicating
filter to the distributing pipe of the engine.
18.1.1. The engine lubricating oil circuit

After coming to the distributing pipe at the bottom of the oil sump, the oil circuit
is as follows:

Lubrication oil is led to the piston through the bored passages in the gudgeon pin
and piston skirt up to the cooling space. Part of the lubrication oil is led out from
18 –2 018–2
the piston skirt through the special nozzles to the cylinder liner forming an oil film
between the piston and the cylinder liner surfaces.

From the cylinder liner the oil collects in the oil sump from where it flows freely
back to the system oil tank.
Lubrication of special points

The lubrication oil system in the engine incorporates pipes which supply lubri-
cant to the most important operation points. Pipes are situated in 46 engines on
both ends where the oil is led or sprayed to various points.
018–3 18 –3
From the flywheel end oil is led to:

18 –4 018–4
From the free end oil is led:

NOTE ! The speed governor and the turbocharger have their own oil systems, see
separate instruction books.
018–5 18 –5
18.1.2. General maintenance

Use only high quality oils approved by engine manufacturer according to section
2.2.
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. When storing and transporting oil, take care to prevent dirt
and foreign matters from entering the oil. When refilling oil, use
a screen.
18 –6 018–6
18.2. Centrifugal filter

The engine is provided with a built–on by–pass filter of the centrifugal type as
a complement to the separately installed main filter. The main purpose of this fil-
ter is to indicate the quality of the lubrication oil.

The filter comprises a housing (12) containing a hardened steel spindle (2) on
which a dynamical balanced rotor unit (3) is free to rotate. Oil flows through the
housing, up the central spindle into the rotor. The rotor comprises two compart-
ments, a cleaning chamber and a driving chamber. Oil flows from the central tube
(13) into the upper part of the rotor, where it is subject to a high centrifugal force,
and the dirt is deposited on the walls of the rotor in the form of heavy sludge.
The oil then 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 passage of the clean oil through the nozzles provides a
driving torque to the rotor and the oil returns through the filter housing to the en-
gine oil sump.
018–7 18 –7
18.2.1. Cleaning
It is very important to clean the filter regularly (chapter 04) as it collects consider-
able quantities of dirt and thus unloads the main filter.
NOTE ! If it is found that the filter has collected the maximum quantity of dirt
(the dirt deposit is 25mm thick) at the recommended cleaning intervals, it
should be cleaned more frequently.
Clean the filter as follows, the engine being out of operation:

1 Close the valve (15) in the supply line.
2 Open the nut of the clamp and slacken the cover clamp (7). Unscrew the cov-
er nut (1) and lift off the filter body cover (8).
3 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 sepa-
rate the rotor cover (3) from the rotor body (4).
4 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
standtube and clean it.
5 Ensure that all rotator components are thoroughly cleaned and free from
dirt deposits.
6 Clean out the nozzles with brass wire and compressed air. Examine 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.
7 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 standtube
fits correctly in the rotor base.
8 Examine the spindle journals to ensure that they are free from damage or
excessive wear. Examine the O–ring (14) for damage. Renew, if necessary.
9 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 ! See maintenance instruction also from separate instruction book. Mainte-
nance instructions should be also on the filter cover.
18 –8 018–8
w46 93 31 19
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).
18–1 19 –1
19 w46 93 31

19 –2 18–2
w46 93 31 19
19.1.1. HT–circuit

The HT–circuit cools the cylinders, cylinder heads, charge air and turbochargers.
From the separately installed pump, water flows to the distributing duct which
is cast in the engine block. From the distributing ducts, the water flows through
the cooling water bores in the cylinder liners and continues to the cylinder heads.
In the cylinder head the water 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 the water flows out through a connection
piece (1) to the collecting pipe (2).(See Fig. 19.2.).
From the engine HT–water flows to the turbochargers installed in a separate TC–
unit. (See Fig. 19.3.).
HT–water cools also charge air in the HT–charge air cooler installed in the TC–
unit.
The system outside the engine, see installation.
18–3 19 –3
19 w46 93 31
19.1.2. LT–circuit

The internal LT–circuit cools charge air in LT–charge air cooler installed in a sep-
arate TC–unit.
The necessary cooling for the LT–water is gained from the separately installed
raw water cooler.
The system outside the engine, see installation.
19.1.3. Venting and pressure control

The venting pipes from the cylinder cooling system are connected to a chamber
for venting of the system. From this chamber as well as from the charge air coolers
vent pipes lead to the expansion tank from which the 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.
19 –4 18–4
w46 93 31 19

NOTE ! When the engine is in use , the venting pipes must always be open so that
air could 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 HT circuit is heated up to about 60_C by a separate heat-
er. 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.
18–5 19 –5
19 w46 93 31
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.
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.
19 –6 18–6
w46 93 31 19
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.
18–7 19 –7
w46 93 31 20
20. Exhaust system
20.1. Description
20.1.1. SPEX–piping
The ”SPEX” exhaust system is a combination of pulse system and constant pres-
sure system retaining the kinetic energy of exhaust gases in a simple constant
pressure–type exhaust pipe.
Exhaust gases from each cylinder is led into two common exhaust manifolds con-
nected to the turbochargers. Pipe sections are provided with bellows on each end
to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up of sand-
wich steel sheets, flexibly mounted to the engine structure.
19–1 20 –1
20 w46 93 31

20.2. Maintenance
20.2.1. Change of expansion bellows

1. Remove necessary insulating panels (2) on the insulation box. (See Fig.
20.1.)
2. Remove the flange screws and remove the expansion bellows (5).
3. When fitting new bellows, check that the exhaust pipe flanges are parallel and
positioned on the same centerline to avoid lateral forces on the bellows.
20 –2 19–2
w46 93 31 20
20.2.2. Suspension of the insulation box

The insulation box is mounted on flexible elements (3) to dampen vibrations thus
protecting the insulation. Replace the elements with new ones, if necessary.
The movement of the insulation box is limited by limiting screws (4).
19–3 20 –3
w46 92 50 21
21. Starting air system
21.1. Description
21–2
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 (19) and (20) 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
(40) (if not activated) and partly through the flame arrestors (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.
Slow turning is automatically activated for two revolutions if the engine has been
stopped for more than 30 min.
20–1 21 –1
21 w46 92 50
Blocking valve (09) on the turning gear is a precaution to prevent the engine from
starting when turning gear is engaged.
21.2. Main starting valve
Fig. 21.2.
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) moves to decrease the air amount going to the cylin-
der. The throttle valve can be adjusted by turning the screw (25) clockwise to in-
crease 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 –2 20–2
w46 92 50 21
21.3. Starting air distributor
To the starting valve
Fig. 21.3.
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.
21.4.) 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.
1. Remove the protecting plate (29) and end plate (30). (Fig. 21.3.) Loosen all
pipes from the distributor. Remove the fastening screws and lift the distributor
off.
2. Remove the plugs (31). The pistons (27) will come out due to the spring force
(32).
20–3 21 –3
21 w46 92 50
3. Take care not to damage the sliding surfaces of the pistons and liners.
4. In case of a stuck piston, use thread M8 at the end of the piston to get it out,
if necessary.
5. 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.
6. Clean the parts and check for wear.
7. 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.
8. 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.
9. Apply Loctite 242 on the outside surfaces when mounting the liner. Check
that the openings in the liner correspond to those in the housing.
10. Check that there is no Loctite on the inside sliding surfaces.
11. Apply Molykote Paste G to the piston sliding surfaces before reassembling.
Wipe off surplus paste. Check that pistons do not stick.
12. 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.
13. 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
Fig. 21.4.
21 –4 20–4
w46 92 50 21
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. Starting valve maintenance

Check and clean the valve in connection with overhauls of the cylinder head.
1. Remove the fastening yoke and pull out the valve.
2. Open the self–locking nut (34) and remove the piston (35).
3. Clean all the parts.
4. 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.
5. 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.
6. After reassembling the valve, check that the valve spindle with the piston
moves easily and closes completely.
7. Check that the vent holes (36) in the valve are open.
8. Check that the O–ring of the valve housing is intact. Lubricate with oil.
9. Check that the seal is intact and in position, when mounting the valve into
the cylinder head.
10. Tighten the valve to the torque stated in section 7.1.1..
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.
20–5 21 –5
21 w46 92 50
21.6. Pneumatic system

21 –6 20–6
w46 92 50 21
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:
− start of the engine
− slow turning of the engine
− stop of the engine (pneumatic overspeed trip)
− starting fuel limitation

The system includes a filter (06), an automatic draining valve (10) and further-
more an air container (07) and a non–return valve (15) to ensure the pressure in
the system in case of a lack of feed pressure. (Fig. 21.5.)
The main starting valve (01), which is described in detail in section 21.2. is actu-
ated by solenoid valves (16) and (17) for slow turning and by (17) for starting at
remote start. Fig. 21.7. shows the solenoid valve. The valve is equipped with a
push button 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 conden-
sated water separated by the air filter (06).
20–7 21 –7
21 w46 92 50
The starting fuel limiter (11) is described in detail in chapter 22. During the start-
ing cycle it is automatically actuated by the solenoid valve (19), which is ener-
gized from the speed monitoring system.
The pneumatic overspeed trip devices (08), described in detail in chapter 22, are
controlled by the valve which is actuated by the solenoid valve (18) on an electric
signal from the speed monitoring system, whereby the engine stops.
The push button of the stop solenoid valve is able to function as a local emergency
stop.
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. 21.6.)
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).
Fig. 21.7.
21.6.2.2. Maintenance
Filter, Fig. 21.7. 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.21.7. 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.21.7. picture 3. The pressure control valve requires
no maintenance. If there is any malfunction, change the valve.
21 –8 20–8
w46 93 31 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.

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 transfered to the regulating shaft, irrespective of the governor position. The
regulating shaft consists of smaller pieces (control shafts) connected with joints
21–1 22 –1
22 w46 93 31
(19) and it is supported to the engine block by bearing supports (12). Axial move-
ment is limited by thrust bearings (17). Regulating shafts on A– and B–bank are
connected together with transverse connection bars (25).

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.When starting the engine, a pneumatic fuel limiter will automatically limit
the movement of the regulating shaft to a suitable value (see Fig. 22.18.) by using
the lever (11).
There is also a fixed mechanical limiter (20) (see Fig. 22.3.) acting directly on
the regulating shaft by means of the lever (13). That limiter is adjusted, locked
and sealed by the engine manufacturer so that the engine can not be overloaded
and to give the best results for the operating characteristics of the engine.
22 –2 21–2
w46 93 31 22

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.
Stop mechanism
The engine can be stopped by means of the stop lever (6). (See Fig. 22.4.) 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.
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. 22.17.) moves each fuel rack to a no–fuel
position by means of a pneumatic cylinder on each injection pump. Air pressure
actuates the piston at the free end of the fuel pump rack.
21–3 22 –3
22 w46 93 31
NORMAL
STOP

The mechanical overspeed trip 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.
a) The control system should work with minimal friction

Regularly clean and lubricate all racks, bearings and ball joints with lubricating
oil. Grease points are shown in Fig. 22.5. (Same grease points are on both regulat-
ing shafts.)
b) The system should be as free as possible from excessive clear-

ances
(See section 6.2.) Check clearances of all connections. Total clearance may be
max. 0.5 mm of injection pump fuel rack positions.
22 –4 21–4
w46 93 31 22
Flywheel
end

c) Check regularly
(see recommendations in chapter 04) adjustment of the system; stop position,
overspeed trip devices, starting fuel limiter. (See Fig. 22.5.)
d) If there is a need to disassemble the regulating shafts (10)
(see Fig. 22.1.) the following are important to know:
the bearing supports (12) are connected to the engine block with connection
screws (8) and their position is secured by the cylindrical pin (9).
most levers connected to the regulating shaft are secured by a tapper pin.
the shaft joints (19) are connected to the regulating shaft (10) by friction ring
pairs (28) and spring pins (26). (See Fig. 22.6.)
when assembling the shaft joints (19) remember:
− The spring pins (26) are to be installed before tightening the screws (27).
21–5 22 –5
22 w46 93 31
− 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.

22.1.3. Check and adjustment
22.1.3.1. Stop lever stop position

a) Check :
Set the governor terminal shaft lever (24)(see Fig. 22.7.) to the max. fuel posi-
tion and see that all fuel pumps also go to max. fuel position.
Set the stop lever (6) (see Fig. 22.4.) to the stop position.
Check that the fuel racks (1) go to the no fuel position.
22 –6 21–6
w46 93 31 22
MAX
STOP

b) Adjustment :
When the stop lever (6) (see Fig. 22.4.) 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. Governor stop position
a) Check :
Set the stop lever (6) (see Fig. 22.4.) to the run position.
Set the governor terminal shaft lever (24) to the stop position.
Check that all fuel racks go to the no fuel position.
b) Adjustment:
Adjustment must be done according to section 22.2.4..
22.1.3.3. Mechanical overspeed trip device
a) Check of stop position
Set the stop lever (6) to the runposition and the terminal shaft lever (24) to the
max. fuel position.
Release the overspeed trip device manually with lever (47). (See Fig. 22.14.)
Check that all fuel racks go to the no fuel position.
b) Adjustment of stop position
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.
21–7 22 –7
22 w46 93 31
If assembly and adjustment is correctly done, a clearance of 0.3 – 0.5mm

should appear between lever (14) and spindle (45) when the overspeed device is
released and the fuel rack is in the no fuel position. (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 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.
22 –8 21–8
w46 93 31 22

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..
22.1.3.5. Starting fuel limiter
a) Check of limit position
Set the stop lever to the run position.
Set the governor to max. fuel position.
Push the button (B) (see Fig. 22.9.) on the starting fuel limiter solenoid valve.
Air pressure is admitted to the cylinder (68) causing the piston (67) to move
to the limit position.(See Fig. 22.18.)
Piston (67) limits the fuel rack to a 30 mm position on V–engines.
21–9 22 –9
22 w46 93 31
b) Adjustment
The starting fuel limiter requires no adjustment.
If limiter position is not obtained,
− check control air pressure
− check for air leaks
− check the mechanical parts for wear (piston, cylinder and sealing rings) and
replace if necessary.
c) Check of function
See section 22.5..
22.1.3.6. 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.
22.1.3.7. Fuel rack settings on fuel pumps.
a) Check of adjustment
set the stop lever (6) (see Fig. 22.4.) to the run position.
move the control shaft so that the load indicator (30)(see Fig. 22.10.) shows
35 mm.
check that the fuel rack position on all fuel pumps is 35 ±0,5 mm.
b) Adjustment
adjust the control screw (31) to achieve the correct fuel rack position; lock the
adjustment.
22 –10 21–10
w46 93 31 22
View B

21–11 22 –11
22 w46 93 31
22.2. Speed governor
22.2.1. General
The engine can be equipped with various governor alternatives depending on the
kind of application. For specific information regarding the governor, refer to its
separate instruction book.

All governors are equipped with a separate booster unit (32). The booster is need-
ed to increase the oil pressure inside the governor during the starting process.
During normal operation the oil pump inside the governor generates the power
to operate the fuel racks. For more information, see separate booster servomotor
manual.
22.2.2. Governor drive

The governor is driven by a separate drive unit, which in turn, is driven by the
camshaft through helical gears. The governor is fastened to this drive unit and
connected to the drive shaft through a serrated connection (35). The governor,
with drive, can thus be removed and mounted as a unit, also the governor can be
changed without removing the drive unit.
22 –12 21–12
w46 93 31 22

Pressurized oil is led, through bores 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:

radial and axial clearances of bearings, (see section 6.2.)
gear clearance
oil bores and nozzle are clear
gears and serrated coupling sleeve are firmly fastened to the shaft
serrations of coupling sleeve (35) and governor drive shaft for wear.
Change the worn parts.
NOTE ! If any problems occur with governor drive gearing, contact the engine
manufacturer.
22.2.3. Governor removal

1. 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. )
2. Drain the oil from governor by opening the oil plug (38)(see Fig. 22.11.).
3. Open the pipe connections to the booster.
4. Open the screws (39) and pull the governor vertically upwards by using a lift-
ing sling.(See Fig. 22.13. )
21–13 22 –13
22 w46 93 31

NOTE ! The governor must not fall or rest on its driving shaft.
22.2.4. Mounting of governor

1. Clean the sealing face carefully on the governor drive; check the condition
of the serrated shaft sleeve (35).
2. Use a sealing compound (Loctite 510 or similar) on the sealing face when
assembling.
3. Be careful, not to damage the serrated joint when lifting the governor into
the position.
4. Fasten the fastening screws (39), pipe connections to the booster and scav-
enge air fuel limiter (40) as well as the control air pipe connection (62) and elec-
trical connection (37).
5. Assemble the terminal shaft lever (24) to the correct position.
When mounting the same governor, check that the mark on the terminal shaft le-
ver (24) corresponds to the mark on the shaft. Check the stop position according
to section 22.1.3..
When mounting a new governor, proceed as follows:
6. Set the fuel racks (1) to the 14 mm position.
7. Turn the governor terminal shaft to 8. Read the position from the gover-
nor‘s own scale (73). (See Fig. 22.13.)
22 –14 21–14
w46 93 31 22
8. 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).
9. Move the fuel rack to the 35 mm position. Check that the governor terminal
shaft is at 20. Adjust, if necessary, at the spring loaded rod (16).
21–15 22 –15
22 w46 93 31
22.3. 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.)
View C

The trip mechanism is fastened to the camshaft end. When the engine speed in-
creases, the centrifugal force on the trip mechanism increases and exceeds 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 out-
wards by the working springs (46). At the same time when the lever (47) is re-
leased together with the latch (44), the lever (47) activates the pneumatic valve
(71), air pressure goes to the cylinder to help the piston (59) to go out as soon as
possible. (See Fig. 22.14.)
22 –16 21–16
w46 93 31 22
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). In V–engines, the control air
pressure must be turned off first.
VIEW A

Near the control panel of the engine is a pressure reducing valve (33) (Fig. 22.15.)
which must be turned counterclockwise so that the pressure gauge (34) points at
zero. After that the lever of the mechanical overspeed trip device (14) must be
turned to the run position by using the lever (837040). (See Fig. 22.16.)
The overspeed trip device is in the run position when the latch (44) is set the
groove on the piston. (see Fig. 22.14.)
21–17 22 –17
22 w46 93 31

The limit switch (70) (Fig. 22.14.) gives an alarm when the overspeed trip device
is released.
22.3.2. Check of trip speed

The trip speed is checked at idle by increasing the speed setting from the manual
speed setting knob on the governor/actuator.
Overspeed test using manual speed settings:

Start the engine and adjust the speed to nominal. Increase the speed by turning
the manual speed setting knob (72) (see Fig. 22.11.) on the governor/actuator
clockwise. Note the speed from the local speed indicator and record the speed
when the mechanical overspeed trip device is activated. After testing turn the
manual speed setting knob to its minimum position (counterclockwise until the
speed setting knob starts to slide).
NOTE ! Unnecessary running at high speed should be avoided and testing should
always be carried out as quickly as possible.
NOTE ! Do not increase the engine speed by more than 30 RPM above the trip
speed.
22 –18 21–18
w46 93 31 22
NOTE ! When checking the trip speed, the electro–pneumatic overspeed trip de-
vice must be disconnected on the electrical side as it has a lower speed set
point. Do not forget to reconnect it.
22.3.3. Adjustment of trip speed

1. Remove the plug (48). (See Fig. 22.14.)
2. Turn the crankshaft until the locking screw (49) is in front of the opening.
3. 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.
4. Tighten the locking screw (49) to stated torque. (See section NO TAG)
5. Mount the plug (48) and check the tripping speed according to section 22.3.2.
6. 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.
1. Remove the spring (53). (See Fig. 22.14.)

2. Remove the air pipe (74).
3. Remove the spindle system of the mechanical overspeed trip device by open-
ing the screws (69).
4. Use a tool (837020) to disassemble the spindle system and open the screws
(52).
5. Remove the spindle (45) with the piston (59) and the spring (46).
6. Open the screws (54) and remove the cover (55). Remove the centrifugal trip-
ping mechanism by removing the screws (56). The screws are secured by wire
which must be removed.
7. Check all moving parts for wear and replace if necessary.
8. Check that the oil drain hole (57) is open.
21–19 22 –19
22 w46 93 31
9. Change the self–locking nut (58) whenever it seems to be loose, or when

it has been removed.
10. Tighten the screws (56) to stated torque (see NO TAG) when assembling
and lock with steel wire.
11. Tighten the screws (54) to stated torque, (see NO TAG)
12. Use tool (837020) when mounting the spring (46).
13. When assembling the spindle and spring assembly, it is correctly done if
the clearance between the lever (14) and spindle (45) is 0.3 – 0.5mm. (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.
14. Check the trip speed according to 22.3.3..
22 –20 21–20
w46 93 31 22
22.4. Electro–pneumatic overspeed trip device
22.4.1. 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. 22.17.)
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 (61)
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, the air is evacuated through the three–way valve. The sole-
noid valve can also be operated manually.
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 box of the electronic speed measuring system. See
instructions for the speed measuring system, chapter 23.
21–21 22 –21
22 w46 93 31
1. Fuel rack 63. Stop washer

60. Cylinder 64. Screw
61. Piston 65. Counter sleeve
62. Fastening screw 66. Air connection

22.4.5. Maintenance
a) Three–way solenoid valve:
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.
If air leaks to the cylinders, change the seals.
b) Air cylinder (60) (Fig. 22.17.)

Check for wear.
Check tightness of the piston (61). Replace seals with new ones, if necessary.
Take care not to deform the Teflon ring outside the O–ring more than necessary.
22 –22 21–22
w46 93 31 22
Lubricate the seals and piston with lubricating oil.

Check that the piston does not stick.
22.5. Starting fuel limiter

22.5.1. General
Always when starting either automatically, remotely or manually, a limiter will
automatically limit the injected fuel quantity.

Whenever when the engine is not operating (but provided with auxiliary voltage)
the three–way solenoid valve is energized, there by providing a path from the air
distributing pipe to the limiting cylinder (68). As the main starting valve is
opened when starting the engine, starting air passes from the distributing pipe to
the limiting cylinder (68). The piston (67) is forced out and acts on a lever (11)
attached to the regulating shaft, and which limits the quantity of fuel injected. As
the engine reaches a speed of 200 rpm, a relay in the speed measuring system de–
energizes the solenoid valve.
The de–energizing is delayed by 2 seconds so that the engine will reach nominal
speed before the limitation is cut off.
22.5.2. Check and adjustment of limiter

See section 22.1.3. pos. 5 a and b.
22.5.3. Check of function

1. Check that the fuel injection limit is achieved as soon as the main starting
valve opens.
21–23 22 –23
22 w46 93 31
2. Check that the correct limit is achieved (fuel rack position 35 mm or the
value separately stated on the installation).
3. The pre–adjustment of the fuel rack limiter is done by the engine
manufacturer. In general, the limiter is disengaged at an engine speed of 200
rpm, followed by a 2 second delay. However, the final settings are specific for
each installation and are based on the minimum engine speed.
22.5.4. Maintenance
1. If the limiter gradually retracts before the three–way solenoid valve re-
leases the pressure, it may be due to:
Leaky piston (67). Replace the seal rings. Take care not to deform the Teflon
ring, outside the O–ring, more than necessary. Apply a few drops of lubricating
oil to the piston before assembly.
Leaky solenoid valve.
2. If the valve does not receive voltage or receives voltage during the wrong
periods, check the control relays. See wiring diagram, chapter 23. and manufac-
turers’ instructions.
3. If the limiter does not work, check the coil. If the coil is undamaged, check
that the cylinder (68) or the solenoid valve does not stick.
4. The solenoid valve normally requires no maintenance. If the coil is broken,
e.g. due to over–voltage, replace the coil with a new one. If the valve is blocked
by dirt, it can be dismantled for cleaning, provided that special care is taken. Do
not damage the sealing faces. Check that all parts are mounted correctly. If prob-
lem with the valve continues, replace the valve with a new one.
5. Check according to pos. 2 and 3.
22 –24 21–24
46 93 34 Instrumentation and automation 23
23. Instrumentation and automation
23.1. Measuring and monitoring equipment mounted on

the engine
23.1.1. Instrument panel

The instrument panel (1) and the local control panel (2) (see Fig. 23.1.) are flexi-
bly mounted on rubber elements at the driving end of 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
– Instrument for exhaust gas temperature for each cylinder with selector
push buttons
– Manometers for:
− starting air before the engine
− fuel oil before the engine
− lube oil before the engine
− high temperature (HT) water before the engine
− low temperature (LT) water before the engine
− charge air
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 are to be checked after lon-
ger operating periods and to be replaced with new ones, if necessary.
023–1 23 –1
23 Instrumentation and automation 46 93 34
23.1.2. Thermometers (see Fig. 23.1. and 23.2.)

Lube oil before the engine (3)
Fuel oil before the engine (4)
HT water before the engine (5)
Charge air (6)
LT water after air cooler (7)
HT water after air cooler (8)
Erroneous and damaged thermometers are to be replaced by new ones at the first
opportunity. The number of thermometers may vary depending on the installa-
tion.
Thermometers

23 –2 023–2

023–3 23 –3
23.1.3. General information of electrical drawings

(See Figures 23.3. and 23.4.)
V–Engine
Terminal box E4
* Cables (customer delivery) (only if separate
turbo unit)
3x0.75 Engine pick–up 1
3x0.75 Engine pick–up 2
2x0.75 Turbine A pick–up
2x0.75 Turbine B pick–up (only V–engine)
4x0.75 Local RPM–meter
19x0.75 Control wiring
NOTE!
2x0.75, 3x0.75 and 4x0.75 must
be twisted and shielded cables
Local
control
panel A1
Slow turning Terminal box E2

unit A2 Terminal box E1

Find your ”General information of electrical drawings” in ”Technical docu-

ments”.
23 –4 023–4
WÄRTSILÄ 46 DIESEL ENGINE, ELECTRICAL DRAWINGS

1 INSTRUMENT CODING
1.1 The letter codes are formed acc. to ISO standard 3511 part 1 and 2
The first letter: Measured or initiating variable
E = Electrical variables Q = Quality (f .ex. consentration)
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)
XX1 = Inlet
XX2 = Outlet
XXXA = Bank (or B, V–engines only)
In exhaust gas and other systems: (series:500 and 700 up to 749)
XX1 = Bearing or cylinder number (up to 10)
XXX1 = Valve or sensor number (up to 3)
XXXXA = Bank (or B, V–engines only)
If there will be installed additional sensors for the same variable, function and location, the number code is
formed by using additional running number
XXX.1
XXX.2 etc.
2 THE DRAWING SYMBOLS

2.1 Standards
IEC standards 617–2, –3, –5, –7 and –8 are applied
2.2 Reference conditions
Normal atmosphere pressure
Temperature +20C
Voltage off
Vessels empty
3 WIRE COLOUR CODE

1 = Black 7 = Orange
2 = Brown 8 = Green
3 = Blue 9 = Red
4 = Grey 10= Yellow
5 = Dark blue 11= Violet
6 = White 12= Black/white

023–5 23 –5
23.1.4. Temperature sensors and pressure transduc-

ers
(Figures 23.5., 23.6., 23.7. and 23.8.)

23 –6 023–6

023–7 23 –7

23 –8 023–8

023–9 23 –9
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 slow turning cabinet.
The following functions are included with this equipment:
measuring of engine speed
8 speed–controlled relay functions
measuring of 1 or 2 turbocharger speeds
Cabinet for slow turning / start

23.2.2. Theory of operation

23.2.2.1. Diesel engine speed
The engine speed is sensed by means of two touch– free, 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 –10 023–10
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/0.3 A or 24 V DC/1 A.
23.2.2.3. Turbocharger speed
A magnetic sensor is attached against the end of the turbocharger’s rotating shaft,
sensing its speed. The sinusoidal voltage from the sensor is amplified and con-
verted to a square wave signal before being converted into a speed proportional
DC–voltage.
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.
23.2.2.5. Additional special functions

If used, see application on separate installation drawings.
23.2.2.6. Slow turning and starting function
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
80 rpm.
If the engine has not reached 80 rpm in 10 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:
1 Power supply card
DC/DC 24 V DC
alt. 48 – 110 V DC....................................................................................C1
2 nDE–measuring converter with two relay
functions for engine speed + fail indication...............................................C2
023–11 23 –11
3 Relay I
3 engine speed–controlled relay functions with optional delay................ C3
4 nTC–measuring converter
for one or two turbochargers ................................................................. C4
5 Relay II
3 engine– or charger speed–controlled relay functions with optional delay
............................................................................................................. C5
6 Additional card
for special applications............................................................................. C6
7 Additional card
for special applications............................................................................. C7
23.2.3.1. C1 Power supply DC/DC

Supply voltage:................. ..................... 18...40 V DC smoothed
..................... ..................... ..................... alt. 40...160 V DC
Output voltage:................ ..................... 12 V 1.5 V
Output current:................ ..................... 500 mA
Output ripple:.................. ..................... 10 mV RMS
Ambient temperature:..... ..................... 25...+71
Short–circuit–proof:....... ..................... by current limitation
Isolation voltage:.............. ..................... 2 kV, 50 Hz, 1 min
..................... ..................... ..................... 5 kV, 1.2/50 us
Fuse:............ ..................... ..................... T 1.6 A, 5 x 20 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

23 –12 023–12
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 attached against a cogwheel
to count the cogs passing.
The output from the sensors are square–wave frequencies proportional to the en-
gine speed.
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
1 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 P1 until 10.00 V DC is achieved on the voltage output.
2 The fuel limiter function The switching level of the fuel limiter control is
adjusted with potentiometer P2. The voltage at testpoint TP3 will indicate the
switching speed level of this function. There is a relation of 1/65 between the ac-
tual switching level and the voltage on this test point. E.g. if setting the switching
level to 250 rpm, adjust with P2 until 3.85 V is achieved on TP3. The engine must
not rotate performing this adjustment. The on– and off–delay operation of this
relay is adjusted with potentiometers P4 and P3 respectively. When checking the
delay times, as well as otherwise when simulating the engine speed, bridge test
points TP1 and TP2. A LED (see layout picture) will indicate the switching of
the relay.
3 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 board terminals 55 and 56.
Also a power failure will cause the same operation.
4 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 between
the board terminals 52 and 54.
023–13 23 –13
Test points:
TP1 and TP2: When bridged together, engine speed simulation with built in
oscillator is performed.
TP3: Reference voltage test point for adjustment of switching level of fuel limit
control relay.
TP4: Internal ground (0 V DC).
5 Technical specification
Inputs:......... 2 frequency inputs for 12 V pk square wave signals
Supply voltage:................. + 12 V DC, – 12 V DC, GND
Current consumption:..... max. 2 x 80 mA
Outputs:...... ..................... 12 V pk, square wave frequency
..................... ..................... (board terminal no. 13)
..................... ..................... 0 – 10 V DC, max. 25 mA
..................... ..................... (board terminals 16 and 18)
Optional output:............... 4 – 20 mA, max. 500 Ω load res
..................... ..................... (board terminal 15)
Ripple:......... <20 mV at full scale, 200 mV at 10% of full scale
23 –14 023–14
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:..... – 25C...+ 71C
nDE–measuring converter C2
Freq. in Compa–
Freq. in On–delay
rator
Off–delay
Fuel lim. switch level
Tacho/power Fuel lim. indic.
failure Tacho/power fail indic.
Freq. out 0–speed indic.
> 0 RPM
By linking TP1 and TP2 full RPM
0–10 VDC out value should be achieved
0–10 VDC out TP3 switchpoint reference
Relay contr.
TP4 internal ground
Pulse indic. sensor 2
Pulse indic. sensor 1
Fuel lim.
Output fine adj.
–12 VDC
GND
+12 VDC

23.2.3.3. Relay card I

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.
P601, TP1... ..................... ..................... relay n1
P602, TP2.... ..................... ..................... relay n2
023–15 23 –15
P603, TP3... ..................... ..................... relay n3

1 The conversion characteristic of the nDE –card
nmax (+ 650 rpm) + Umax [+ 10V DC]
2 Calculate the voltage corresponding to the rotation speed at which the relay
operates
nx (rpm) x 10V DC
Ux [V DC] +
650 rpm
3 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...10 V DC
Outputs:
3 relays, each having two changeover contacts.
Switchpoint: ..................... 0...100 % of the measuring range
Delay:.......... ..................... 0...30 sec.
Breaking capacity:............ 110 V DC 0.3 A, 24 V DC, 1.0 A
Ambient temperature:..... –25...+71C
Relay card I
Switchpoint 3 adj.
Switchpoint 2 adj.
Switchpoint 1 adj.

23.2.3.4. Measuring converter for turbocharger speed nTC

a) Theory of operation
23 –16 023–16
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 and P711.
P701: nTC1
P711: nTC2
When turning the pot. clockwise, the output will increase and vice versa.
c) Technical specification
Inputs:
Frequency:.. ..................... ..................... 0...8000 Hz
..................... ..................... ..................... 100 mVpp sine
Supply voltage:................. ..................... +12 V, 0, –12V
Current consumption:..... ..................... max. 35 mA
Outputs:
Frequency:.. ..................... ..................... 12 Vpp
..................... ..................... ..................... 10 mA, short–circuit–proof
Voltage:........ ..................... ..................... 0...10 V
.................... .................... ..................... 15 mA, short–circuit–proof
Unlinearity: ..................... ..................... 0.1 %
Temperature dependence: ..................... 0.03 %/K
Measuring converter for turbocharger speed nTC

Output 2
Output 1
n TC
n n
TC1 TC2
P 711
P 701
fU fU
21 22 23 6 20 11 14 2 13 15 17
- +
n f n f +- 12VDC

23.2.3.5. Relay card II

1 Theory of operation
023–17 23 –17
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.
2 Adjustment procedures
See adjustment procedures in Relay card I.
3 Technical specification
Inputs:
Control in:... ..................... ..................... 0...10 V DC
Supply voltage:................. ..................... +12 V, 0, –12 V
Current consumption:..... ..................... 60 mA
Outputs:
3 relay functions, each having one change–over contact.
Switchpoint: ..................... ..................... 0...100 % of measuring range
Delay:.......... ..................... ..................... 0...30 sec.
Breaking capacity:........... ..................... 110 V DC/0.3 A, 24 V DC/1.0 A
Ambient temperature:..... ..................... –25...+71C
Relay card II
Switchpoint 3 adj.
Switchpoint 2 adj.
Switchpoint 1 adj.

23.2.3.6. Special application cards

If used, see installation drawings and separate specifications for application card
type.
23 –18 023–18
23.2.4. Engine speed sensors
a) Theory of operation The sensors are inductive, touchfree proximity switches

supplied with +12 V and 0 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 (Euchner BS4).
BS4–connector 1. +12V 2.
View from the cable Output 3.
connection side 0V
b) Mounting the sensors Turn the engine until the top of a cog is visual in the
sensor mounting hole. Screw the sensor completely in. Unscrew it one and a half
turn and tighten it securely. (See Fig.23.15.)
NOTE ! The engine must not turn while the sensor is being mounted.
Engine speed sensors

023–19 23 –19
The output signal should now be 12 V DC. If the sensor is between two cogs, the
output will show appr. 0 V.
23.2.5. VTR turbocharger speed sensor

a) Theory of operation. This sensor is magnetic, therefore it does not require any
supply voltage. The sensor head is split by a yoke causing a sinusoidal output volt-
age when a magnetic material passes its sensing head. The metal housing is
threaded to 36 x 2 mm.
The turbocharger housing and the end of the shaft are manufactured with this type
of sensor. A magnet with 4 poles in the shaft end is arranged for speed measuring
purpose.
When the turbocharger rotates and the above mentioned poles pass the sensor
head, a sinusoidal voltage is generated. The cable is connected by means of a con-
nector on the sensor.
b) Mounting the sensor. Screw the sensor completely in and then unscrew it for
a sensing gap of about 1/2 of a turn).
NOTE ! The engine must not rotate while the sensor is being mounted.
Turbocharger speed sensor
Fig. 23.16.
23 –20 023–20
23.2.6. Trouble shooting procedure
Power supply
START
Is the green Supply on

terminal Switch the
led lighting power on
? 1(+)
2(–)?
Defective Replace the card

fuse ?
Replace the fuse
Power supply ready

for operation
Operating voltage:
(+) Terminal 1, 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.

023–21 23 –21
nDE –measuring converter with relay function
START
Does anyrelay in the

system operate Is power sup- Testprogram 7.1
when engine is run- ply OK ?
ning
Testprogram 7.5
Does pulse indic.
led 1 or 2 lit when
engine is running
Check if short cir-

cuit or loose con-
nection on output
to instruments
Do the relays on
C3 operate, but no
output voltage to
instruments Adjust output &
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.

23 –22 023–22
Relay card
START
The relays op-

erate at any Analog output
Test program
speed of the 0...10V DC
7.2
engine ? from nDE ?
Replace
the card
Check and
adjust if nec-
essary.
Relay card ready for

opearation.

023–23 23 –23
nTC –measuring converter
START
Analog output Supply Test program

0...10 V DC ? voltage OK ? 7.1
Pulse Replace the

output ? card
Check and
adjust if
necessary
Sinewave Check the

voltage from sensor
sensor ?
Replace
the card
nTC–card ready
for operation
Channel R/V Channel V

Pulse input: Terminal 30 (+), 31 (–) 22 (+), 24 (–),
card connector 20 (+), 11 (–) 21 (+), 22 (–),
Pulse output: Terminal 29 (+), 26 (–) 23 (+), 36 (–),
card connector 14 23
Voltage output: Terminal 27 (+), 28 (–) 33 (+), 34 (–),
card connector 2 6

23 –24 023–24
Engine speed sensor
START
Pulsetrain,
Test pro-
proportional to the Voltage
gram 7.1
engine speed on supply OK ?
signal input
?
12V DC be-
If indication un- tween pins 1 (+) Check the sensor
stable: Adjust and 3 (–) on connection line
for symmetrical the sensor
sensor output. plug
After impact
with cogwheel,
unscrew sensor
1,5 turns. Check Adjust sensing gap
also sensor con- acc. to fig. 4.2
nection line.
Output signal
changing state
when the eng.
is turned ?
Unscrew the sensor

and check it against a
metallic surface
Sensors ready
for operation
Signal
Replace the changing state Adjust sensing
sensor depending on gap acc. 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

023–25 23 –25
SPEMOS speed monitoring

23 –26 023–26

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Engine O&MM 00. Contents, instructions, terminology

00. Contents, instructions, terminology

00.1 About this manual GUID-7DAD558C-6E04-45EB-994F-9B70A9390178 v9

00.1.1 Updates of the manual GUID-6CEFAE8A-3C3D-43C6-BBCF-D7D2CD5ECC9A v6

00.2 Spare parts and services

00.2.1 Spare parts GUID-ABD8CC51-C15D-49F0-B4A0-5200BD37C942 v2

00.2.2 Services GUID-385EF67A-5CB2-4226-934D-0B67023716E1 v1

00. Contents, instructions, terminology Engine O&MM

00.3 Service bulletins GUID-F2C4F130-72C0-4455-88BD-B356C43C4B56 v1

Table 00-1 Action code explanation

Action code Description

For immediate attention

Fig 00-1 Example of action code For immediate attention GUID-FB00DBA5-6833-436F-AC5A-0BDF532AC1AF v1

For more information about service bulletins, see Bulletin

00.4 Contact Wärtsilä GUID-9C141E91-2D7B-441A-A6CF-51C11D32E5FD v1

00.5 General operation and maintenance instructions GUID-82283AD9-9662-4F72-ACB1-3ED940BF5232 v9

Engine O&MM 00. Contents, instructions, terminology

Preventive maintenance is important when it comes to fire protection. Inspect fuel

00.6 Terminology GUID-7314693C-C9BC-4286-A602-B7E41971D8B8 v12

Driving end and free end

Operating side and rear side

1 Free end 4 Driving end

Fig 00-2 Terminology and cylinder designations (in-line engine) GUID-603DD12E-A2F5-47FB-B8CF-B3579D26A9DA v1

00. Contents, instructions, terminology Engine O&MM

1 Free end 4 Driving end

Fig 00-3 Terminology and cylinder designations (V-engine) GUID-455FF216-5D6B-4B6F-AB06-0B9FF06AA07F v1

Top dead centre and bottom dead centre

High-pressure pumps and accumulators (CR engines)

Turbocharger definitions for V-engines

Engine O&MM 00. Contents, instructions, terminology

● High-pressure turbocharger on A-bank side is defined as TC HP A.

00.7 Designations and markings

00.7.1 Bearing designation GUID-A2DC3D76-27C4-4B76-99E8-28A6F7F679FE v7

During maintenance, use a permanent marker pencil to mark any removed

Fig 00-4 Bearing designation GUID-C01DB52C-8B5E-4118-A6BC-35C23B3BB771 v1

Crankshaft thrust bearing rails

00. Contents, instructions, terminology Engine O&MM

Intermediate gear bearings

Upper and lower bearing shells

00.8 Risk reduction GUID-103B709B-AF65-46C9-8C36-E406C86A4C04 v6

00.8.1 Use of symbols GUID-FA23FE9E-E29A-422D-BCA8-66943833932B v4

Engine O&MM 00. Contents, instructions, terminology

This symbol indicates important information that is not related to safety

00.8.2 General identified hazards GUID-6408F0AF-AAC6-429A-8403-1B0DB27C6C5F v7

Table 00-2 General identified hazards

Identified hazard, hazardous situation or Concerned Protection and Notes

00. Contents, instructions, terminology Engine O&MM

Identified hazard, hazardous situation or Concerned Protection and Notes

Engine O&MM 00. Contents, instructions, terminology

Table 00-3 General identified hazards for gas installations

Identified hazard, hazardous situation or Concerned Protection and Notes

00.8.3 Hazards due to moving parts GUID-EAFE2100-0890-443A-ABF5-F74CF139ED37 v3

00.8.4 Hazards due to incorrect operating conditions GUID-4B6C8C24-8AA6-4C91-90F9-E6D7A714EA21 v3

● Overspeed or explosion due to air-gas mixture in the charge air

00. Contents, instructions, terminology Engine O&MM

00.8.5 Hazards due to leakage, breakdown or improper component

● A leaking fuel pipe

Engine O&MM 00. Contents, instructions, terminology