Wartsila Engine SG18V34

41508- 41514
SURMA ENERGY
WRTSIL 18V34SG
22606, 22607, 22608, 22609
174415
Vaasa Factory
Tarhaajantie 2, FIN-65101 Vaasa, Finland
Tel. +358 10 709 0000, Tlx 74251 wva sf
Fax (Service) +358 6 356 7355
Fax (Spare parts) +358 10 709 1380
Copyright by Wrtsil Finland Oy

All rights reserved. No part of this booklet may be reproduced or copied in
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recording, taping or other information retrieval systems) without the prior
written permission of the copyright owner.
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THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED
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Kimmo Kohtamki
+358 10 709 2860
General Manager
Mobile:
+358 40 558 2372

kimmo.kohtamaki@
wartsila.com
Beatrice Nyberg
+358 10 709 2861
Johanna Kilpinen
+358 10 709 3260
Assistant in Vaasa
[email protected]
Assistant in Turku
[email protected]
Sten-Eric Bjrkman
+358 10 709 2822
Service Manager
Mobile:
7SYXL)EWX )EWX%WME
Pasi Hautakoski
+358 10 709 2826
Regional Manager
Mobile:
+358 40 565 8237
+358 40 589 3443
[email protected]
sten-eric.bjorkman
@wartsila.com
Kai Laine
+358 10 709 2838
John Stolker
+358 10 709 2829
Service Manager
Mobile:
Service Manager
Mobile:
+358 40 520 0801
+358 40 529 1101
[email protected]
[email protected]
1MHHPI)EWX-RHME4EOMWXER
Tom Backlund
+358 10 709 3317
Regional Manager
Mobile:
Harri Leinonen
+358 10 709 3314
Service Manager
Mobile:
+358 40 729 2535
+358 40 500 5498
[email protected]
[email protected]
Klaus Westerinen
+358 10 709 3281
Service Manager
Mobile:
+358 40 502 6882

[email protected]
2SVXL'IRXVEP )EWX)YVSTI
Kari Koski-Tuuri
+358 10 709 2875
Regional Manager
Mobile:
Jari Lemberg
+358 10 709 1307
Service Manager
Mobile:
+358 40 513 6876
+358 40 748 6609
[email protected]
jari.lemberg @wartsila.com
Ton Makkee
+358 10 709 1860
Kim stman
+358 10 709 1824
Service Manager
Mobile:
Service Manager
Mobile:
+358 40 762 5563
+358 40 836 5579
[email protected]
[email protected]
7SYXL)YVSTI%JVMGE
Keijo Nieminen
+358 10 709 3235
Regional Manager
Mobile:
Hannu Koski
+358 10 709 3144
Service Manager
Mobile:
+358 40 820 9235
+358 400 859 144
[email protected]
[email protected]
Olli Laakso
+358 10 709 3062
Service Manager
Mobile:
+358 400 863 062

[email protected]
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Juha Kuusisto
+358 10 709 2842
Chris Morgan
+358 10 709 2709
Regional Manager
Mobile:
Service Manager
Mobile:
+358 40 516 2902
+358 10 751 8285
[email protected]
[email protected]
Jari Mki
+358 10 709 1571
Service Manager
Mobile:
+358 40 524 4370

[email protected]

*MRPERH
Vesa Honkela
+358 10 709 2837
Sales Manager
Mobile:
+358 40 550 8815

[email protected]
Eero Hakala
+358 10 709 1632
Guy Blomquist
+358 10 709 3475
Account Manager
Mobile:
Account Manager
Mobile:
+358 40 552 2512
+358 40 592 0488
[email protected]
[email protected]
Christian Wickstrm
+358 10 709 2746
Ville Packaln
+358 10 709 3642
Account Manager
Mobile:
Account Manager
Mobile:
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Leif Enlund
Manager, Service
Projects
+358 40 556 3947
+358 40 502 4472
christian.wickstrom@wartsila.
com
[email protected]
+358 10 709 2906

Mobile:
+ 358 40 501 9262

[email protected]
Harri Kanerva
+358 10 709 2830
Jari Korpela
+358 10 709 2877
Manager, El. &

Automation Technology
Mobile:
Sales Support Manager
Mobile:
+358 40 762 2219
+358 400 361 977
[email protected]
[email protected]
Mika Mannelin
+358 10 709 1276
Manager, Mechanical &

Combined Technologies
Mobile:
+358 40 510 4538
Jukka Suvanto
Sales Support Manager
+358 10 709 3616

Mobile:
+358 40 727 3034
[email protected]
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Krister Slotte
+358 10 709 3406
Ari Reunanen
+358 10 709 3063
General Manager
Mobile:
Manager
Wrtsil 46, 50DF
Mobile:
+358 400 526 763

[email protected]
+358 40 835 8581

[email protected]
Pia Jerkku
+358 10 709 3178
Stefan Rsgren
+358 10 709 2803
Assistant in Turku
[email protected]
Manager
Wrtsil 20, Vasa 22, 24
Mobile:
+358 40 732 2691

[email protected]
Nancy Dahl
+358 10 709 2781
Jonas Sundblom
+358 10 709 1835
Assistant in Vaasa
[email protected]
Manager
Vasa 32, Wrtsil 32 &
Wrtsil 32, 34 Gas
Engines
Mobile:
+ 358 40 735 1835

[email protected]
Johan Pellas
+358 10 709 2806
Olli Tarvonen
+358 10 709 2783
Manager
Condition Based
Maintenance
Mobile:
Mobile:
[email protected]
Technical Manager
Wrtsil 32, 34 Gas
Engines
Karl-Erik Lindholm
+358 10 709 2790
Karl-Johan Nixholm
+358 10 709 2807
Manager
Automation &
Measurements
Mobile:
Technical Manager
Wrtsil 32
Mobile:

+358 40 732 2687
+358 40 732 2689

karl-erik.lindholm@
wartsila.com
+358 40 590 2256

[email protected]
+358 40 765 5807

[email protected]
Mats Lagstrm
+358 10 709 2804
Technical Manager
Vasa 32
[email protected]
*MIPH7IVZMGI
Leif sterroos
+358 10 709 2708
Tapani Syrjnen
+358 10 709 3359
General Manager
Mobile:
Manager
Field Service
Mobile:
+358 40 505 5198

[email protected]
Maarit Merijrvi
+358 40 502 3562

[email protected]
+358 10 709 2729
Tiina Mkinen
+358 10 709 3024
Assistant in Vaasa
[email protected]
Assistant in Turku
[email protected]
Anders Knip
+358 10 709 2820
Manager
Warranty
Mobile:
+358 400 56 0521

[email protected]
Ralf Guldbrand
+358 10 709 1859
Manager
Marine & Offshore
Mobile:
+358 40 767 8859

[email protected]
Kaj-Erik Holm
+358 10 709 2836
Reijo Seikkula
+358 10 709 3230
Service Manager
Marine & Offshore
Mobile:
Service Manager
Marine & Offshore
Mobile:
+358 40 837 3882

[email protected]
Kristian lander
+358 10 709 3041
Service Manager
Marine & Offshore
Mobile:
+358 40 769 1787

[email protected]
+358 40 731 0003

[email protected]
Olav Hgglund
+358 10 709 2862
Harri Hovi
+358 10 709 3350
Service Manager
Power Plant < 380
Mobile:
Service Manager
Power Plant 380
[email protected]
+358 40 556 4309

[email protected]
Tapani Heininen
+358 10 709 1844
Service Manager
Electrical & Automation
Systems
Mobile:
Tarmo Pitknen
+358 10 709 2890
Workshop Manager
Mobile:
+358 40 518 1961

[email protected]
+358 40 556 3937

[email protected]

34SG-200328-02
Contents, Instructions, Terminology
00. Contents, Instructions, Terminology

00.1
Contents of the Manual

1. This Manual contains data and instructions for operation and
maintenance of the engine as well as instruction for handling, personal
protection and first aid when fuel-, lubricating oils and cooling water
additives are handled during normal operation and maintenance work.
Basic general knowledge has not been entered. Consequently, it is
assumed that the engine operation and maintenance staff is well
informed of the care of gas engines.
2. Wrtsil reserves for itself the right to minor alterations and
improvements owing to engine development without being obliged to
enter the corresponding changes in this Manual.
3. The gas engines will be equipped as agreed upon in the sales
documents. No claim can be made on the basis of this Manual as here
are described also components not included in every delivery.
The system diagram plans (fuel, oil, cooling etc.) are just indicative and
thus do not cover all installations. See installation specific system
drawings for more details.
4. Exact engine build-up in all details is 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, specification number and engine number.
5. This Manual is supplemented by the Spare Parts Catalogue including sectional drawings or exterior views of all components (partial
assemblies).
00.2
General rules
1 Read the corresponding item carefully in this Manual before
any steps are taken.
2 Keep an engine log book for every engine.
3 Observe the utmost cleanliness and order at all maintenance
work.
4 Before dismantling, check that all systems concerned are
drained or the pressure released. After dismantling, immediately cover
holes for lubricating oil, gas and air with tape, plugs, clean cloth or the
like.
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 and the reason should be clearly
stated.
00 - 1
34SG-200328-02
6 After reassembling, check that all screws and nuts are tightened
and locked, if necessary.
7 Check that all shields and covers are fully functional and in
place.
Note! Predictive maintenance is important when it comes to fire protection. Regular inspection of gas lines, lubricating oil lines and connections must be done.
00.3
Terminology
The most important terms used in this manual are defined as follows:
Operating side. The longitudinal side of the engine where the instrument panel (Local Display Unit) is located.
Rear side. The longitudinal side of the engine opposite the operating 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 1204 and DIN 6265 the
designation of cylinders begins at the driving end. In a V-engine the
cylinders in the left bank, seen from the driving end, are termed A1,
A2 etc. and in the right bank B1, B2 etc., see below:
Terminology
end
Free
B6
B5
A6
B4
A5
B3
A4
B2
A3
B1
A2
Op
A
1
era
tin
gs
ide
nd
ge
in
Driv
Fig 00-1
3200549501
Designation of bearings.
Main bearings. The flywheel bearing is No. 0, the first standard
main bearing is No. 1, the second No. 2 etc.
00 - 2
34SG-200328-02
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 as the main bearings, the
thrust bearing bushes being designated 00 (outer) and 0.
Camshaft gear bearings. The bearings located on the flywheel side
are designated 00 and the inner bearings 0.
Upper and lower bearings shells. In bearings where both the
shells are identical, the upper one is marked with UP.
Designation of bearings
Fig 00-2
00
00
00
3200528935
Operating side and rear side. Details located at the operating side
may be marked with M (Manoeuvring) 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.
Bottom dead centre, abbreviated BDC, is the bottom turning point
of the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the
piston in the cylinder. TDC for every cylinder is marked on the
graduation of the flywheel. During a complete working cycle, comprising in a four-stroke engine two crankshaft rotations, 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
00 - 3
34SG-200328-02
valves as well as inlet valves are then somewhat open and scavenging
takes place. If the crankshaft is turned to and fro near this TDC, both
exhaust and inlet valves will move, a fact that indicates that the
crankshaft is near the position which can be named TDC at scavenging.
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. Characteristic is that 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.
Marking of the flywheel. The flywheel is divided in 360, starting from
TDC at firing for cylinder 1. TDC at firing for every cylinder is marked
on the flywheel. There is a common marking for the cylinders in engines
with even cylinder numbers, one cylinder is at TDC at firing and the other
is at TDC at scavenging. There are separate scales for A- and B-bank in a
V-engine. See also the firing order in chapter 01. Firing interval, in crank
angles, can be determined by dividing 720 with the number of cylinder.
Clockwise rotating engine
5 4 3 2 1 0 1 2 3 4 5
130
80
Cyl A2
TDC
120 CYL A2, 5 TDC

70
110
60
17
100
50
Example of reading the flywheel
Fig 00-3
3200538935
Example: On a VASA 12V32 engine, the fuel timing is read to 17 for

cylinder A2 when the flywheel is in the position shown in the above figure.
00 - 4
200343
Risk Reduction
Appendix A
00A. Risk Reduction

00A.1
General
Read the engine manual including this appendix before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety glasses
and ear protection must be used in all circumstances. Missing, imperfect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal operation
and maintenance work.
Chapter of engine manual

Identified hazard,hazardous situation or
event
3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Dropping parts during maintenance work
Turning device engaged during maintenance

work 1)
Crankcase safety expl. valves will open if crankcase explosion
Noise level
Running engine without covers
In case of major failure, risk of ejected parts
Contact with electricity during maintenance

work if power not disconnected
x
x
Ejection of components / high pressure gas due

to high firing pressures
Risk of ejected parts due to break down of turbocharger
Overspeed or explosion due to air-gas mixture in

the charge air 2)
x
x
Electrical hazard if grounding of electrical equipment is incorrect
Ejection of fuel injector if not fastened and crankshaft is turned
x
x
Engine rotating due to engaged gear box or

closed generator breaker during overhaul
Fire or explosion due to leakage on fuel / gas line

or lube oil system
Inhalation of exhaust gases due to leakage 3)

Continues
x
x
x
x
x
x
x
x
x
00A - 1
Appendix A
Risk Reduction
200343
Chapter of engine manual

Identified hazard,hazardous situation or
event
3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Inhalation of exhaust gas dust
Explosion or fire if flammable gas/vapour is

leaking into the insulation box. 4)
Touching of moving parts
High pressure hoses, risk of oil spray.
x
x
x
x
1)
Warning light when turning device engaged.
2)
Suction air to be taken from gas free space.
3)
Require proper ventilation of engine room/plant.
4)
Require proper ventilation and/or gas detector in the engine.
00A.1.1 General identified hazards, hazardous situations or events

00A.1.1.1 Hazards that may be due to moving parts
Running engine without covers, coming in contact with moving
parts,
Touching pump parts during unintentional start of el. driven
pump motor,
Charger starts to rotate due to draft if not locked during maintenance,
Somebody sticks his hand into the compressor housing when the
silencer is removed and engine running,
Unexpected movement of valve or fuel rack(s) due to broken wire
or soft / hardware failure in the control system,
Unexpected movement of components,
Turning device engaged during maintenance work,
Turning device not engaged e.g. Turning device removed for
overhaul, during maintenance work could cause rotating crankshaft,
Mechanical breakage (of e.g. speed sensor) due to erratic actuator
assembly to engine or electrical connections.
00A.1.1.2 Hazards that may be due to incorrect operating conditions
00A - 2
Overspeed or explosion due to air-gas mixture in the charge air,

Overspeeding due to air-oil mist mixture in the charge air,
Malfunction of crankcase ventilation,
Oil mist detector will trip if water is present in lubricating oil,
Crankcase explosion if oil mist is mixed with fresh air during
inspection after an oil mist shut down,
200343
Risk Reduction
Appendix A
Crankcase safety explosion valves will open if there is a crankcase

explosion.
00A.1.1.3 Hazards that may be due to different leakages, breakdown or improper assembly of component
Fuel or gas pipe will burst and spray fuel / gas,
Leakage of:
fuel in joints on low and/or high pressure side,
lube oil,
high pressure water on DWI engines,
HT water,
charge air,
exhaust gas,
pressurised air from air container, main manifold or pipes,
high pressure gas and sealing oil on GD engines,
Fire or explosion due to leakage on fuel line,
Fire due to oil or fuel / gas leakage,
Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
Inhalation of exhaust gases or fuel gases due to leakage,
Failure of pneumatic stop,
Ejected components due to:
breakdown of hydraulic tool,
breakdown of hydraulic bolt,
breakdown of turbocharger,
high firing pressures,
major failure,
Ejection of:
pressurised liquids and gases from the block and pipings,
high pressure fluid due to breakdown of hydraulic tool,
gas due to high firing pressures,
pressurised gases from high pressure gas system,
high pressure fluid due to breakdown of HP sealing oil pipe,
high pressure air during maintenance of oil mist detector main air
supply piping,
cooling water or fuel/lube oil if sensor is loosened while the circuit
is pressurised,
springs during maintenance work,
Oil spray if running without covers,
Ejection of fuel injector if not fastened and
turning device engaged and turned.
engine turning due to closed generator breaker/coupling
00A - 3
Appendix A
Risk Reduction
200343
00A.1.1.4 Hazards that may be due to electricity or incorrect

connections of electricity
Fire or sparks due to damage or short circuit in electrical equipment,
Contact with electricity during maintenance work if power not
disconnected,
Electrical hazard if grounding of electrical equipment is incorrect,
Electrical shock if electrical equipment has a lead isolation break
or connector damage or is dismantled with power connected,
Overheating of control system component due to erratic electrical
connections,
Incorrectly wired or disconnected emergency stop switch,
Overload of control system components due to damaged control
circuitry or incorrect voltage,
Engine not controllable if failure in the shutdown circuitry,
Unexpected start up or overrun,
Crankcase explosion if:
engine not safeguarded at high oil mist levels, due to energy supply
failure,
engine not (fully) safeguarded at high oil mist levels, due to failure
in oil mist detector circuitry,
engine not (fully) safeguarded at high oil mist levels, due to erratic
electrical connector or leakage in pipe connection.
00A.1.1.5 Other hazards and hazardous situations where its especially important to use personal safety equipment
Slip, trip and fall,
Water additives and treatment products (see appendix 02A, section 02A.4),
Touching the insulation box, turbo-charger, pipes exhaust manifold or (other) unprotected parts without protection during engine
operation,
Dropping parts during maintenance work,
Starting maintenance work too early i.e. causing risk when handling hot components,
Neglecting use of cranes and/or lifting tools,
Not using proper tools during e.g. maintenance work,
Contact with fuel oil or oily parts during maintenance work (see
appendix 02A),
Noise level,
Touching or removing Turbocharger insulation,
Preloaded fixation springs during check / replacement of sensor.
00A - 4
200147
Welding Precautions
Appendix B
00B. Welding Precautions

00B.1
Precautions General
Main principles:
Prevent uncontrolled current loops
Prevent radiation
Prevent sparkles flying around
If convenient, disconnect all global signals like power supply, data
communication etc.
00B.1.1 Preventing uncontrolled current loops

Welding current path must always be checked, there should be a
straight route from the welding point back to the return connection of
the welding apparatus.
The biggest current is always going where it meets the lowest resistance, in certain cases the return current can therefore go via grounding
wires and electronics in the control system.
To avoid this, the distance between the welding point and the return
connection clamp of the welding apparatus should always be shortest
possible and without electronic components in the returning loop path.
Attention must be paid to the connectivity of the return connection
clamp, a bad contact might also cause sparkles and radiation.
00B.1.2 Preventing Radiation

The welding current and the arc is emitting a wide spectrum of
electromagnetic radiation. This might cause damages on sensitive
electronic equipment.
To avoid these damages all cabinets and terminal boxes must be kept
closed during the welding. Sensitive equipment can also be protected
by means of shielding with a conductive metal plate.
Also avoid having the cables of the welding apparatus going in parallel
with wires and cables in the control system. The high welding current
is easily inducting secondary currents in other conductive materials.
00B.1.3 Preventing damage due to sparkles

Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles. Therefore all cabinets and terminal boxes should be kept closed during the welding.
Sensors, actuators, cables and other equipment out on the engine must
be protected by means of proper protection.
00 - 1
Appendix B
Welding Precautions
200147
Sparkles can also be a problem after they have cooled down, i.e. causing
short circuits, sealing problems etc.
00B.2
Precaution checklists
00B.2.1 Checklists General
The checklists (preferable glued to a plastic plate) in this chapter
should be put into the engines cabinet for respective system type. The
checklist must be easily visible and accessible when opening the
cabinet.
00B.2.2 Basic ECU (Despemes/Spemos) checklist

The following precautions must be paid attention to before welding in
the vicinity of a basic ECU system:
Close the cover of the cabinet
Deactive the system by disconnecting all external connectors
(X1...X4).
If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.
00B.2.3 WECS 2000 checklist

the vicinity of a WECS 2000 control system:
Close the covers of the cabinet and all the distributed units.
Deactivate the system by disconnecting all external connectors
(X1...X6).
sparkles with a proper metal sheet.
00B.2.4 WECS 3000 checklist

the vicinity of a WECS 3000 control system:
(X1...X5).
Do not connect the welding apparatus return line to the aluminium profile containing CCUs, KDUs and ignition modules.
The profile is used as a common ground for these modules.
Open all terminal fuses (F1...F20) in the cabinet.
Close the covers of the cabinet and all the distributed units.
sparkles with proper metal sheet.
00 - 2
200147
Welding Precautions
Appendix B
00B.2.5 WECS 7000/8000 checklist

the vicinity of a WECS 7000 or 8000 control system:
(X1...X6).
If the welding point is close to (approximately within a radius of
2 m) an electronic module (SSM-701, SSM-558, CCD/PDM, Cense
etc.) disconnect all connectors of the unit
Close the covers of the cabinet
Disconnect the interconnections between the harnesses and the
cabinet.
If convenient, protect harnesses, cables, sensors and other equipment from sparkles with a proper metal sheet.
00 - 3
Appendix B
00 - 4
Welding Precautions
200147
34SG-9701
Main Data, Operating Data and General Design
01. Main Data, Operating Data and

General Design
01.1
Main data for Wrtsil 34 SG

Cylinder bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 mm
Piston displacement per cylinder . . . . . . . . . . . . . . . . . . . . . . 31.78 l
Firing order
Engine type
12V34
16V34
18V34
Clockwise rotation
A1-B1-A5-B5-A3-B3A6-B6-A2-B2-A4-B4
A1-B1-A3-B3-A7-B7-A4-B4A8-B8-A6-B6-A2-B2-A5-B5
Counter-clockwise rotation
A1-B4-A4-B2-A2-B6A6-B3-A3-B5-A5-B1
A1-B5-A5-B2-A2-B6-A6-B8A8-B4-A4-B7-A7-B3-A3-B1
A1-B1-A7-B7-A4-B4-A2-B2-A8- A1-B5-A5-B9-A9-B3-A3-B6-A6B8-A6-B6-A3-B3-A9-B9-A5-B5 B8-A8-B2-A2-B4-A4-B7-A7-B1
Normally the engine rotates clockwise.

Lubricating oil volume in the engine
Engine type
App. oil volume in litres
Normal sump
Deep sump
Oil volume between
max. and min. marks
c. litres/mm
12V34
16V34
18V34
1875
2825
2405
3620
2670
4020
4.6
6.1
6.9
App. cooling water volume in the engine in litres

Engine only
740
950
1060
Engine and cooling

system
950
1220
1360
01 - 1
01.2
34SG-9701
Recommended operating data

Apply to normal operation at nominal speed.
Load
Normal values
Alarm (stop) limits
100 %
30 - 100 %
Temperatures, (C)
Lube oil before engine
62 - 70
Lube oil after engine
10 - 13
higher
HT water after engine
91 - 100
HT water before engine
100 (105)
5 - 8 lower
HT water rise over

turbocharger
8 - 12
(15)
LT water before engine
28 - 38
Charge air in air receiver
40 - 60
Exhaust gas after cylinder
See test records
Preheating of HT
and LT water
80
70 (80)
550 (580)
70
Gauge pressures (bar)

Lube oil before engine
at a speed of 600 RPM
(10.0 r/s)
3.5
3.5 (2.5)
720 RPM (12.0 r/s) - 750

(12.5 r/s)
4.5 - 5.5
3.5 (2.5)
HT/LT water before

HT/LT pump (=static)
0.7 - 1.5
HT water before engine

LT water before
charge air cooler
Fuel before engine
2.2 - 4.8 (x)
2.0
(x)
2.0
2.2 - 4.4
3
Starting air
max. 10.3
Charge air
See test records
Other pressures (bar)

Opening pressure of
safety valve on lube oil
pump
6-8
Visual indicator and

electronic transducer
for high pressure drop
over lube oil filter and
fuel filter
1.2 - 1.8
(x)
01 - 2
Depending on speed and installation.
34SG-9701
01.3
Reference conditions
Reference conditions according to:
Air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 kPa (1.0 bar)
Ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . 303 K (30C)
Relative air humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 %
Cooling water temperature of charge air cooler . . . . . 308 K (35C)
In case the engine power can be utilized under more difficult conditions
than those mentioned above, it will be stated in the sales documents.
Otherwise, the engine manufacturer can give advice about the correct
output reduction. As a guideline additional reduction may be calculated
as follows:
Reduction factor = (a + b + c) %
a = 0.5 % for every C the ambient temperature exceeds the stated
value in the sales documents.
b = 1 % for every 100 m level difference above stated value in the sales
documents.
c = 1 % for every C the cooling water of the charge air cooler exceeds
the stated value in the sales documents.
01.4
General engine design

The engine is a turbocharged intercooled 4-stroke lean-burn gas engine.
The engine block is cast in one piece. The main bearings are hanging.
The main bearing cap is supported by two hydraulically tensioned main
bearing screws and two horizontal side screws.
The charge air receiver is cast into the engine block as well as the
cooling water header. The crankcase covers, made of light metal, seal
against the engine block by means of rubber sealings.
The lubricating oil sump is welded.
The cylinder liners are designed with high collars and drilled cooling
holes. The cooling effect is optimised to give the correct temperature of
the inner surface.
The liner is provided with an anti-polishing ring in the upper part of
the bore to eliminate the risk of bore polishing.
The main bearings are fully interchangeable trimetal or bimetal
bearings which 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 is balanced by counterweights as required.
01 - 3
34SG-9701
The connecting rods are drop forged. The big end is split and the
small end bearing is stepped to achieve large bearing surfaces. The big
end bearings are fully interchangeable trimetal or bimetal bearings.
The pistons are of composite type fitted with a Wrtsil Diesel
patented skirt lubricating system. The top ring grooves are hardened.
Cooling oil enters the cooling space through the connecting rod. The
cooling spaces are designed to give an optimal shaker effect.
The piston ring set consists of two chrome-plated compression rings
and one chrome-plated, spring-loaded oil scraper ring.
The cylinder head, made of special cast iron, is fixed by four hydraulically tensioned screws. The head is of the double deck design and
cooling water is forced from the periphery towards the centre giving
efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-plated.
The valve seat rings are made of a special cast iron alloy and are
changeable.
The exhaust valves, also with stellited seats and chromium-plated
stems, seal against the directly cooled valve seat rings.
The seat rings, made of a corrosion and pitting resistant material, are
changeable.
The camshafts are made up from one-cylinder pieces with integrated
cams. The bearing journals are separate pieces and thus it is possible
to remove a camshaft piece sideways.
The turbochargers are located at the free end of the engine.
On a V-engine there are two chargers, one for each bank.
The charge air coolers are made as removable inserts, on the
V-engines two identical ones.
The lubricating oil system includes a gear pump, oil filter, cooler
with thermostat valve (not in V-engine), centrifugal bypass filter and
an electrically driven prelubricating pump. The oil sump is dimensioned for the entire oil volume needed, and all cylinder numbers can
be run in wet sump configuration. Dry sump running is also possible.
The starting system. The engine is provided with two air driven
starting motors.
01 - 4
34SG-9701
Cross-section of Wrtsil 34SG, V-engine
Fig 01-1
3201549539
01 - 5
01 - 6
34SG-9701
34SG-200303-03
Fuel, Lubricating Oil, Cooling Water
02. Fuel, Lubricating Oil, Cooling Water

02.1
Fuel
02.1.1 General
The engine is designed to operate on natural gas. The maximum limits
of gas characteristics for a certain engine are stated in the documentation delivered with the engine.
02.1.2 Gas quality

The Wrtsil34SG engine is designed for running on natural gas
qualities according to the following specification:
Gas quality, maximum limits

Lower Heating Value LHV 1), min.
24 MJ/m3N
Methane number (MN)
See installation specific instructions
Methane content, CH4, min.

Hydrogen sulphide, H2S
70 vol-%
Hydrogen, H2
2)
0.05 vol-%
3 vol. %
Water and hydrocarbon condensates before the engine
Not allowed
Ammonia
25 mg/m3N
Chlorines + Fluorines
50 mg/m3N
Particles or solids content *)

Particles or solids size *)
50 mg/m3N
5 mm
Gas inlet temperature
0 - 50C
*) Content of gas in engine inlet
1) Lower Heating Value corresponds to the energy content of the

gas. If the LHV is lower than specified above, the engine output has to
be adjusted or a higher gas pressure to the engine is needed.
Methane Number is a scale for evaluation of the knock resistance of
the fuel. A higher number means better knock resistance. If the
components of the fuel gas are known, the methane number can be
calculated. Heavier hydrocarbons as ethane, propane and butane will
lower the methane number.
If the methane number does not match the requirements, the engine
should be derated according to special instructions.
34SG
02 - 1
34SG-200303-03
Carbon dioxide and nitrogen will increase the methane number.

2) Hydrogen contents above 3 vol-% must be agreed on case by case
basis.
Hydrogen sulphide H2S may cause corrosion on the gas handling
equipment.
Particles can be the reason for improper sealing and function of the
gas handling equipment. The gas regulating unit should contain a
suitable filter.
NOTE! During dismantling and assembly of the gas components, special

care should be taken in order to avoid foreign particles entering the
gas system.
02.2
Lubricating oil
02.2.1 System oil characteristics
Viscosity. Viscosity class SAE 40.
Viscosity index (VI). Min. 95
Alkalinity (BN). Lubricants with a BN of 4 - 7 mg KOH/g have to be
used.
Sulphated ash level. The content of sulphated ash in gas engine
lubricants is a very important property. Too high ash content can cause
preignition, knocking and spark plug fouling, while too low ash content
can lead to increased valve wear. Low ash lubricants with sulphated
ash level of max. 0.6 w-% have to be used.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralization of
acid combustion and oxidation residues, and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the
following limits for foaming tendency and stability (according to the
ASTM D 892-92 test method):
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100 ml.
The second number is the foam volume after a settling period of 10
minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24C and
sequence II at a temperature of 93.5C.
02 - 2
34SG
34SG-200303-03
Base oils. Use of virgin base oils is only allowed, i.e. recycled or refined
base oils are not allowed.
02.2.2 Lubricating oil qualities

Lubricating oil is an integrated engine component and thus the quality
of it is upmost important. All lubricating oils, which have been approved for use in Wrtsil 34SG engine type, have gone through an
approval test according to the engine manufacturers procedure.
The use of approved lubricating oil qualities during the warranty
period is mandatory and is also strongly recommended after the
warranty period.
The list of approved lubricating oils can be found in the end of this
chapter.
Attention! Before using a lubricating oil not listed in the table, the engine
manufacturer must be contacted. Lubricating oils that are not
approved have to be tested according to the engine manufacturers procedure!
Note! Never blend different oil brands unless approved by the oil supplier
and during the warranty period, by the engine manufacturer.
02.2.3 Maintenance and control of the lubricating oil

a)
34SG
During the first year of operation it is advisable to take samples of the

lubricating oil at 500 operating hours intervals. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is
possible to determine suitable intervals between oil changes. Frequent
oil analysis at 500 - 1000 operating hours intervals is also recommended after the first year of operation to ensure safe engine operation.
To be representative of the oil in circulation, the sample should be
taken with the engine in operation at the sampling cock located
immediately after the oil filter on the engine, 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 the 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, any special remarks. Oil samples with no information except installation and engine number are close to valueless.
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.
02 - 3
b)
c)
34SG-200303-03
Viscosity. Should not decrease by more than 20 % and not rise by more
than 25 % above the guidance value at 100C.
Should not decrease by more than 25 % and not rise by more than
50 % above the guidance value at 40C.
Water content. Should not exceed 0.3 %. A value higher than 0.3%
can not be accepted for longer periods, but measures must be taken;
either centrifuging or oil change.
BN (Base Number). The minimum allowable BN value of a used oil
is 50 % of the nominal value of a new oil.
TAN (Total Acid Number). Should not increase by more than
2.5 mg KOH/g compared to nominal value of a new oil.
Insolubles. The quantity allowed depends on various factors. The oil
suppliers recommendations should be followed. However, an n-Pentane
insoluble value above 0.5 w-% calls for attention. A value higher than
1.0 w-% cannot be accepted for longer periods.
Nitration and oxidation. If nitration level exceeds 20 Abs/cm and/or
oxidation level exceeds 25 Abs/cm, oil must be changed.
In general it can be said that the changes in the analysis give a better
basis of estimation than the absolute value. Fast and great changes
may indicate abnormal operation of the engine or of a system.
Compensate for oil consumption by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added. Attention to the lubricating oil consumption may
give valuable information about the engine condition. A continuous
increase may indicate that piston rings, pistons and cylinder liners are
getting worn, and a sudden increase motivates pulling the pistons, if
no other reason is found.
Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil
volume), operating conditions, fuel quality and total oil consumption.
When changing oil the following procedure is recommended:
1 Empty oil system while oil is still hot. Be sure that oil filters and
coolers are also emptied.
2 Clean oil spaces, including filters and camshaft compartment. Insert new filter cartridges.
3 Fill a small quantity of new oil in the oil sump and circulate with the
pre-lubricating pump. Drain!
4 Fill required quantity of oil in the system, see chapter 01, section 01.1.
Oil samples taken at regular intervals analyzed by the oil supplier,
and the analysis results plotted as a function of operating hours is an
efficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.
02 - 4
34SG
34SG-200303-03
02.2.4 Lubricating oils for turbochargers

Please note that different types of turbochargers can be used for the
engine. The chargers has a common lubricating oil system with the
engine, see chapter 15. See also attached manufacturers instruction
for the turbocharger.
02.2.5 Lubricating oils for engine turning device

It is recommended to use EP-gear oils, viscosity 400-500 cSt at
40 C=ISO VG 460 as lubricating oils for the turning device. The
list of lubricating oils for the engine turning device approved by
the turning device manufacturer can be found in the end of this
chapter.
02.3
Cooling water
02.3.1 General
In order to prevent corrosion, scale deposits or other deposits in closed
circulating water systems, the water must be treated with additives.
Before treatment, the water must be limpid and meet the specification found in the end of this chapter. Further, the use of an approved
cooling water additive or treatment system is mandatory.
Caution! Distilled water without additives absorbs carbon dioxide from the
air, which involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of frost occurs, please contact the engine manufacturer for use
of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant often has a high
chloride content (higher than the permitted 80 mg/l) causing corrosion.
Caution! The use of glycol in the cooling water is not recommended, if it is
not necessary. Since glycol alone does not protect the engine
against corrosion, additionally an approved cooling water additive
must always be used!
34SG
02 - 5
34SG-200303-03
02.3.2 Additives
As additives, use products from well-known and reliable suppliers with
vast distribution nets. Follow thoroughly the instructions of the supplier.
Attention! The use of emulsion oils, phosphates and borates (sole) is not
accepted!
In an emergency, if compounded additives are not available, treat the
cooling water with sodium nitrite (NaNO2) in portions of 5 kg/m3. To
obtain a pH value of 9, add caustic soda (NaOH), if necessary.
Attention!
02 - 6
Sodium nitrite is toxic.
34SG
34SG-200303-03
Corrosion rate as a function of nitrite concentration
Corrosion rate
B
To give full protection the Nitrite level
should be kept above X ppm. The
actual concentration is additive
supplier dependent.
A permanent lower level will lead to
an accelerated corrosion rate.
X ppm
Nitrite Concentration
Fig 02-1
3202602002
Nitrite based cooling water additives are so called anodic inhibitors and
require proper dosing and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the
conductivity of the water. The conductivity is on the other hand one of
the main parameters affecting the corrosion rate once a corrosion
process gets started, the higher the conductivity the higher the corrosion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion in
the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate as
a function of the nitrite dosage in Fig 02-1. Observe that the position
of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but will shift depending on temperature, pH, chlorides &
sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
34SG
02 - 7
34SG-200303-03
Summary of the most common cooling water additives

Additive
Sodium
nitrite
Nitrite
+
borate
Advantages
- good efficiency, if
dosage is controlled
carefully
- small active quantities,
0.5 % by mass
- cheap
- suitable as additive except

in air cooled heat exchangers with large soft
solder surfaces
- toxic
- risk of spot corrosion when
too low concentration
- no increased risk of
corrosion
at over doses
- innocuous for the skin
- tendency to attack zinc

coverings and soft solderings
- toxic: lethal dosage 3 - 4 g
solid nitrite
- risk of spot corrosion when
too
low concentration
- not toxic
- harmless to handle
- not active when water

velocity exceeds 2 m/s
- commercial products very
expensive
- increased risk of corrosion
when too low concentration; spot corrosion
- limited suitability
- not toxic
- harmless to handle
- more expensive than toxic

additives
- increased risk of corrosion,
if unsufficently dosed
- can cause deposit
formation
(molybdates can collect to
ferrous sulphates)
- not toxic
- more expensive than

sodium
nitrite and molybdate
based
additives
- big active quantitives by
mass
Sodium
silicate
Sodium
molybdate
Organic
and inorcanic synergistic
based
02 - 8
Disadvantages
34SG
34SG-200303-03
02.3.3 Treatment
When changing the additive or when entering an additive into a system
where untreated water has been used, the complete system must be
cleaned (chemically) and rinsed before fresh treated water is poured
into the system. If, against our recommendations, an emulsion oil has
been used, the complete system must be absolutely cleaned of oil and
greasy deposits.
Evaporated water should be compensated by untreated water; if
treated water is used the content of additives may gradually become
too high. To compensate for leakage or other losses, add treated water.
In connection with maintenance work calling for drainage of the
water system, take care of and reuse the treated water.
The list of approved cooling water additives and treatment systems
can be found in the end of this chapter.
Attention! Ask the supplier of the treatment product for instructions about
treatment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3 months
interval is recommended to ensure safe engine operation.
34SG
02 - 9
02 - 10
34SG-200303-03
34SG
200321
Environmental Hazards
Appendix A
02A. Environmental Hazards

02A.1
General
Fuel oils, lubricating oils and cooling water additives are environmentally hazardous. Take great care when handling these products or
systems containing these products. Detailed information and handling
instructions can be found in the text below.
02A.2
Fuel oils
Prolonged or repetitive contact with the skin may cause irritation and
increase the risk of skin cancer (polyaromatic hydrocarbons, etc.).
Fumes, like hydrogen sulphide or light hydrocarbons, that are irritating for eyes and respiratory organs may be released during loading/bunkering. Fuel oils are mainly non-volatile burning fluids, but
may also contain volatile fractions. Risk for fire and explosion. May
cause long-term harm and damages in water environments. Risk of
contamination of the soil and the ground water. Take every appropriate
measure to prevent water and soil contamination.
02A.2.1 Handling
Isolate from ignition sources, like sparks from static electricity for
example.
Avoid breathing evaporated fumes (may contain hydrogen sulphide, etc.) during pumping and opening of storage tanks for
example. Use gas mask if necessary.
The handling and storage temperatures must not exceed the flash
point of the product. Should be stored in tanks or containers
designed for flammable fluids.
Must not be let into the sewage system, water systems or onto the
ground.
Methane may during long-term storage be formed in tanks, due
to bacterial activities. Risk of explosions during unloading or
storage tank opening for example.
Cloths, paper or any other absorbent material used to soak up
spills are fire hazards. Do not allow these to accumulate.
Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
02A - 1
Appendix A
200321
02A.2.2 Personal protection equipment

Respiratory organs protection: Oil mist: Use respirator, combined particle and gas filter. Evaporated fumes (hydrogen sulphide, etc.): Use respirator, inorganic gas filter.
Hands protection: Strong, heat and hydrocarbon resistant
gloves (nitrile rubber for example).
Eye protection: Wear goggles if splash risk exists.
Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.
02A.2.3 First aid measures

Inhalation of fumes: Move victim to fresh air, keep warm and
lying still. Give oxygen or mouth to mouth resuscitation as needed.
Seek medical advice after significant exposures. Inhalation of oil
mist: Seek medical advice.
Skin contact: Hot oil on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the oil is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
medical advice if irritation develops.
Eye contact: Rinse immediately with plenty of water, for at least
15 minutes and seek medical advice. If possible, keep rinsing until
eye specialist has been reached.
Ingestion: Rinse mouth with water. Do not induce vomiting, in
order not to risk aspiration into respiratory organs. Seek medical
advice.
Note! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering company.
02A - 2
200321
02A.3
Appendix A
Natural gas
Natural gas is non-toxic and will not harm anyone breathing in the low
concentrations near minor fuel leaks. Heavy concentrations, however,
can cause drowsiness and eventual suffocation.
In a gas engine installation, gas may cause danger situations in some
cases. The most serious situations are caused by gas leaks into the
engine room, gas fires and gas explosions caused by unburned gas in
the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment
and environment from damages. Damages are caused by shock wave
and burning effect of the expanding and partly burning gases. Damages
can be avoided by preventing pressure build up in equipment and
guiding the released pressure to an open area.
Read the Gas Safety Manual that can be found at the end of chapter 03 for gas engine installations.
02A.4
Lubricating oils
Fresh lubricating oils normally present no particular toxic hazard, but
all lubricants should always be handled with great care. Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbons) compounds. Avoid prolonged or repetitive
contact with the skin. Prevent any risk of splashing and keep away
from heat, ignition sources and oxidizing agents. Risk of long term
contamination of the soil and the ground water. Take every appropriate
measure to prevent water and soil contamination.
02A.4.1 Handling
Ensure adequate ventilation if there is a risk of release of vapours,
mists or aerosols. Do not breathe vapours, fumes or mist.
Keep away from flammable materials and oxidants.
Keep away from food and drinks. Do not eat, drink or smoke while
handling.
Use only containers, piping, etc. which are resistant to hydrocarbons. Open the containers in well ventilated surroundings.
Immediately take off all contaminated clothing.
Empty packaging may contain flammable or potentially explosive
vapours.
Cloths, paper or any other absorbent material used to recover
spills are fire hazards. Do not allow these to accumulate. Keep
waste products in closed containers.
Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
02A - 3
Appendix A
200321

Hand protection: Impermeable and hydrocarbon resistant
gloves (nitrile rubber for example).
Eye protection: Wear goggles if splash risk exists.
Skin and body protection: Wear facial screen and covering
clothing as required. Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.

Inhalation of fumes: Move victim to fresh air, keep warm and
lying still.
Skin contact: Wash immediately with plenty of water and soap
or cleaning agent. Do not use solvents (the oil is spread and may
be absorbed into the skin). Remove contaminated clothing. Seek
Eye contact: Rinse immediately with plenty of water, continue
for at least 15 minutes and seek medical advice.
Ingestion: Do not induce vomiting, in order not to risk aspiration
into respiratory organs. Seek medical advice immediately.
Aspiration of liquid product: If aspiration into the lungs is
suspected (during vomiting for example) seek medical advice
immediately.
Note! Complete safety data sheets for the specific products used at your
installation should be available from the lubricating oil manufacturer or your local dealer.
02A.5
Cooling water additives, nitrite based

The products are toxic if swallowed. Concentrated product may cause
serious toxic symptoms, pain giddiness and headache. Significant
intake results in greyish/blue discoloration of the skin and mucus
membranes and a decreasing blood pressure. Skin and eye contact of
the undiluted product can produce intense irritation. Diluted solutions
may be moderately irritating.
02A.5.1 Handling
Avoid contact with skin and eyes.
Keep away from food and drinks. Do not eat, drink or smoke while
handling.
Keep in well ventilated place with access to safety shower and eye
shower.
02A - 4
200321
Appendix A
Soak liquid spills in absorbent material and collect solids in a

container. Wash floor with water as spillage may be slippery.
Contact appropriate authorities in case of bigger spills.
Bulk material can be land dumped at an appropriate site in
accordance with local regulations.
Respiratory protection: Not normally required. Avoid exposure

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

victim to fresh air, keep warm and lying still. If effects persists,
seek medical advice.
Skin contact: Wash immediately with plenty of water and soap.
Remove contaminated clothing. If irritation persists, seek medical
advice.
Eye contact: Rinse immediately with plenty of clean water and
seek medical advice. If possible, keep rinsing until eye specialist
has been reached.
Ingestion: Rinse mouth with water. Drink milk, fruit juice or
water. Do not induce vomiting without medical advice. Immediately seek medical advice. Do not give anything to drink to an
unconscious person.
Note!
Complete safety data sheets for the specific products used at your
installation should be available from the cooling water additive
manufacturer or local representative.
02A - 5
Appendix A
02A.6
200321
Fly ashes and exhaust gas dust contaminated components

When handling the fly ashes, exhaust gas dusts and when working
inside the exhaust gas system or when handling any component
contaminated with exhaust gas dust, at least the following minimum
precautions and safety procedures must be applied:
Note! Inhaling, eye contacts, skin contacts and swallowing of fly ashes
and dusts must be avoided.
Employees must be required to study the safety instructions before

they start to overhaul the exhaust gas system or engine components
that have been in contact with exhaust gases.
Note! Spreading and spillage of the fly ashes and dusts to the environment
must be avoided.
When opening the manholes of the exhaust gas system and specially
the SCR avoid spreading the dust in the surrounding area. During
replacement of components in the exhaust gas system and during
handling as well as during normal operation of the system, dust
spreading must be avoided.
Appropriate flue gas dust spillage disposal instructions must be
applied. The dusts collected from the exhaust gas system must be
considered as hazardous waste and must be treated according to the
local regulations and legislation.

Respiratory organs protection: Toxi particles: Use P3 filter respirator or for work inside the SCR or other places in the exhaust gas
system, where the dust concentration is high, a respiration mask
with fresh filtered compressed air supply is recommended.
Hands protection: Gloves.
Eye protection: Wear goggles.
Skin and body protection: Wear covering clothing.
Also when machining or cleaning engine components that have been
in contact with exhaust gases, proper protection according to the above
must be used.
Consideration must also be given to whether the ventilation is
suitable for collecting dust from the machining and cleaning of the
components.
02A - 6
200321
Appendix A

Inhalation of ashes: Move victim to fresh air, keep warm and lying
still. Give oxygen or mouth to mouth resuscitation as needed. Seek
medical advice after significant exposures.
Skin contact: Hot ash on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the ash is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
Eye contact: Rinse immediately with plenty of water, for at least
15 minutes and seek medical advice. If possible, keep rinsing until
eye specialist has been reached.
Ingestion: Rinse mouth with water. Do not induce vomiting, in
order not to risk aspiration into respiratory organs. Seek medical
advice.
02A.7
Lead in bearings
Lead has valuable lubricating properties and therefore it is incorporated into many bearing alloys.
The bearings in Wrtsil engines consists of lead and are therefore a
toxic hazardous waste. Lead containing parts that are not used anymore must be wasted according to local waste disposal plant instructions.
02A - 7
Appendix A
02A.8
200321
Fluoride rubber products

02A.8.1 Handling instructions - normal sealing applications
In normal sealing applications the use of fluoride rubber products does
not cause any health hazards. The handling of products, e.g. installation and service, can be made without any risk provided that normal
industrial hygiene is applied.
02A.8.2 Handling instructions in case of overheated

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

02A.8.3.1 Grinding dust
Dust and particles which originates from grinding or abrasion (wear)
of fluoride rubber can cause the formation of toxic degradation products
when burned (incinerated). Smoking must therefore be prohibited in
areas where there is fluoride rubber dust and particles present.
02A.8.3.2 Fire
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid, carbonyl fluoride, carbon monoxide and carbon fluoride fragments of low
molecular weight).
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction systems.
02A - 8
200321
Appendix A
02A.8.3.3 Decontamination
Operators handling the remains of burnt fluoride rubber must wear
impenetrable acid-proof gloves to protect the skin from the high corrosive remains of burnt fluoride rubber. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered to be
extremely corrosive.

Hand protection: impenetrable acidproof gloves (neoprene or
PVC).
Inhalation protection: breathing mask.

Inhaling: Move the patient from the danger zone. Make sure that
he blows his nose. Consult medical personnel.
Eye contact: Rinse immediately with water. Contact medical
personnel.
Skin contact: Rinse immediately with water, put a 2%-solution of
calcium gluconate gel on the exposed skin. If calcium gluconategel is not available, continue to rinse with water. Contact medical
personnel.
02A - 9
Appendix A
02A - 10
200321
Wrtsil
Technology Oy Ab
Finland
,167$//$7,210$18$/
This doc is the property of Wrtsil Technology and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Subtitle
Product
Made
09.10.1998
KJi / HPH / Hanstn
Page
Document No
Rev
Cooling Systems
20, 32, 46, 64,

34SG, 32DF,
50DF
Appd.
12.10.1998
EFl / Fontell
1 (4)
4V92A0765
Revised date: 10.1.2003
Changed by: Kji /ILe
Approved by: VJn / Nurminen
D-message No.: 43058
5$::$7(548$/,7<$33529('&22/,1*:$7(5$'',7,9(6$1'
75($70(176<67(06
)25 :b576,/b 9$6$ :b576,/b :b576,/b :b576,/b :b576,/b
:b576,/b'):b576,/b')$1':b576,/b6*(1*,1(7<3(6
5$::$7(548$/,7<
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
3URSHUW\
/LPLW
pH
Hardness
Chlorides
Sulphates
min. 6.5
max. 10 dH
max. 80 mg/l
max. 150 mg/l
$33529('&22/,1*:$7(5$'',7,9(6
0DQXIDFWXUHU
$GGLWLYHQDPH
S.A. Arteco N.V.

Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
GE Betz Europe
Interleuvenlaan 25
B-3001 Heverlee, Belgium
GE Betz
4636 Somerton Road
Trevose
PA 19053, United States
Drew Ameroid Marine Division
Ashland Chemical Company
One Drew Plaza
Boonton, NJ 07005, USA
Havoline XLi
Houseman Ltd
The Priory, Burnham
Slough SL1 7LS, UK
Kuwait Petroleum (Danmark) AS
Hummetoftveij 49
DK-2830 Virum, Denmark
CorrShield NT 4293
CorrShield NT 4200
DEWT-NC powder
Drewgard 4109
Liquidewt
Maxigard
Vecom CWT Diesel QC-2
Cooltreat 651
Q8 Corrosion Inhibitor Long-Life
0DQXIDFWXUHU
$GGLWLYHQDPH
Maritech AB
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company
One Nalco Centre
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals
PO Box 11
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
Rohm & Haas
La Tour de Lyon
185, Rue de Bercy
75579 Paris, Cedex 12, France
RRS-Yhtit
Pieksmentie 398A
77570 Jppil, Finland
Tampereen Prosessi-Insinrit Oy
Keisarinviitta 22
33960 Pirkkala, Finland
Texaco Global Products, LLC
1111 Bagby
Houston, TX 77002
TotalFinaElf
Diamant B, 16, rue de la Rpublique
92922 Paris La Dfense Cedex, France
Unitor ASA
P.O. Box 300 Skyen
N-0212 Oslo, Norway
Vecom Holding BV
PO Box 27
3140 AA Maassluis, The Netherlands
Marisol CW
Page
Document No
Rev
2 (4)
4V92A0765
Nalco 39 (L)
Nalcool 2000
Nalcool 2000
Nalfleet EWT 9-108
Nalfleet CWT 9-131C
RD11
RD11M
RD25
Korrostop KV
Ruostop XM
Havoline XLi
WT Supra
Dieselguard NB
Rocor NB liquid
Cooltreat AL
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.
3URGXFWGHVLJQDWLRQ
Corrshield NT 4293
CorrShield NT 4200
DEWT-NC powder
Drewgard 4109
Liquidewt
Maxigard
Cooltreat 651
'RVDJHSHUPRI
&RQFHQWUDWLRQRIDFWLYHFRUURVLRQ
V\VWHPFDSDFLW\
LQKLELWRU
10 litres
670 1000 ppm as NO2
3 4.5 kg
16 30 litres
8 12 litres
16 30 litres
5 litres
1500 2250 ppm as NO2

640 1200 ppm as NO2
470 700 ppm as NO2
640 1200 ppm as NO2
800 ppm as NO2
3URGXFWGHVLJQDWLRQ
Page
Document No
Rev
3 (4)
4V92A0765
'RVDJHSHUPRI
&RQFHQWUDWLRQRIDFWLYHFRUURVLRQ
V\VWHPFDSDFLW\
LQKLELWRU
50 100 litres
1.6 - 3.2 w-% of active compounds

measured with a suppliers refractometer
1000 2000 ppm as NO2
550 - 1200 ppm as NO2
1000 - 1500 ppm as NO2
1000 - 1500 ppm as NO2
1000 - 1500 ppm as NO2
120 - 150 ppm as Mo
1250 ppm as NO2
710 ppm as Mo
120 ppm as Mo
1500 ppm as NO2
1500 ppm as NO2
1500 - 2500 ppm as NO2
Q8 Corrosion Inhibitor
Long-Life
Maricol CW
Nalco 39 (L)
Nalcool 2000
Nalfleet EWT 9 - 108
Nalfleet CWT 9 - 131C
Korrostop KV
RD11 (RD11M)
RD25
Ruostop XM
Havoline XLi
8 16 litres
16 - 36 litres
32 - 48 litres
2.2 - 3.4 litres
8 - 12 litres
20 25 litres
5 kg
50 litres
20 litres
50 - 100 litres
WT Supra
50 - 100 litres
Dieselguard NB
Rocor NB Liquid
Cooltreat AL
2 - 4.8 kg
10 - 24 litres
50 100 litres
6 - 10 litres
1RWH)RUVRPHSURGXFWVWKHUHFRPPHQGHGPLQLPXPDQGPD[LPXPOLPLWV
DUHOLVWHGLQWKHWDEOHDERYH6LQFHWKHDPRXQWRIDFWLYHFRUURVLRQLQKLELWRUV
HVSHFLDOO\QLWULWHVLVGHFUHDVLQJGXULQJWKHVHUYLFHRIHQJLQHVWKHHQJLQH
PDQXIDFWXUHUUHFRPPHQGVWRVWDUWWKHGRVDJHIURPWKHXSSHUOHYHO
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.
$33529('&22/,1*:$7(575($70(176<67(06
(/<6$725
As an alternative to the approved cooling water additives, the Elysator cooling water treatment
system can also be used. The Elysator protects the engine from corrosion without any chemicals. It
provides a cathodic/anodic protection to engines cooling water system by letting magnesium anodes
corrode instead of the engine itself. Raw water quality specification is the same as in connection with
cooling water additives. More information in document 4V92A1322.
The Elysator can be a sensible alternative in installations where the environmental factors are
considered important.
Page
Document No
Rev
4 (4)
4V92A0765
The installation, operation and maintenance instructions of the manufacturer should always be
followed. The contact information can be found in the table below.
6XSSOLHU
7UHDWPHQWV\VWHP
International Watertreatment Maritime AS Elysator

N-3470 Slemmestad
Norway
Wrtsil
Corporation
Finland
INSTALLATION MANUAL
Technology
This doc is the property of Wrtsil Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Subtitle
Product
Made
11.08.1998
KJi / JNd
Page
Document No
Rev
Wrtsil 34SG
Appd.
15.01.1999
Ud /strand
1 (3)
4V92A0780
Revised date: 27.07.2004
Changed by: KJi / ILe
Approved by: Ud
D-message No.: 52021
REQUIREMENTS AND OIL QUALITY

SYSTEM OIL REQUIREMENTS AND QUALITY FOR WRTSIL 34SG
ENGINES
Viscosity
Viscosity class SAE 40
Viscosity Index (VI)
Min. 95
Alkalinity (BN)
Lubricating oils with BN of 4-7 mg KOH/g have to be used.
Sulphated ash level
The content of sulphated ash in gas engine lubricating oils is a very important property. Too
high ash content can cause preignition, knocking and spark plug fouling, while too low ash
content can lead to increased valve wear. Low ash lubricating oils with sulphated ash level
of max. 0.6 % w/w have to be used.
Additives
The oils should contain additives that give good oxidation stability, corrosion protection,
load carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts.
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I:
Sequence II:
Sequence III:
100/0 ml
100/0 ml
100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined base oils are not
allowed.
Page
Document No
Rev
2 (3)
4V92A0780
CONDEMNING LIMITS FOR USED LUBRICATING OIL

When estimating the condition of used lubricating oil, the following properties along with the
corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
PROPERTY
Viscosity
Viscosity
Water
UNIT
cSt at 40 C
cSt at 100 C
% V/V
LIMIT
max. 50% increase
max. 25% increase
max. 0.30
Base Number
Total Acid Number
mg KOH/g
mg KOH/g
Insolubles
% w/w in nPentane
Abs/cm
Abs/cm
max. 50% depletion

max. 2.5 mg KOH/g
increase
max. 1.0
ASTM D 893b
max. 25
max. 20
IR
IR
Oxidation
Nitration
TEST METHOD
ASTM D 445
ASTM D 445
ASTM D 95 or
D 1744
ASTM D 2896
ASTM D 664
APPROVED LUBRICATING OIL QUALITIES FOR WRTSIL 34SG

NATURAL GAS OPERATION
SUPPLIER
BRAND NAME
VISCOSITY
BN
BP
Castrol
ChevronTexaco
ExxonMobil
Energas NGL
Duratec L
Geotex LA
Pegasus 705
Pegasus 805
Pegasus 905
Pegasus 1
Sentinel 445
Mysella LA 40
Nateria X 405
SAE 40
SAE 40
SAE 40
SAE 40
SAE 40
SAE 40
SAE 40
SAE 40
SAE 40
SAE 40
4.5
4.5
5.2
5.3
6.2
6.2
6.5
4.7
5.2
5.2
Petro-Canada
Shell
Total
SULPHATED
ASH (w-%)
0.45
0.45
0.45
0.49
0.50
0.49
0.49
0.40
0.45
0.45
USE OF NON-APPROVED LUBRICATING OILS:

Before using a lubricating oil not listed in the tables above, the engine manufacturer must
be contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturers procedure.
Should unapproved lubricating oils be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
Page
Document No
Rev
3 (3)
4V92A0780
APPROVED LUBRICATING OILS FOR ENGINE TURNING DEVICE

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40 C = ISO VG 460 as
lubricating oils for turning device.
LUBRICATING OILS FOR ENGINE TURNING DEVICE
SUPPLIER
BRAND NAME
VISCOSITY
VISCOSITY
VISCOSITY
cSt at 40 C
cSt at 100 C INDEX (VI)
Agip
Blasia 320
300
23.0
95
BP
Energol GR-XP 460
425
27.0
88
Castrol
Alpha SP 460
460
30.5
95
ChevronTexaco
Meropa 460
460
31.6
100
ExxonMobil
Spartan EP 460
460
30.8
96
Mobilgear 634
437
27.8
96
Shell
Omala Oil 460
460
30.8
97
Total / Lubmarine
Elf Epona Z 460
470
30.3
93
34SG-200402-05
Start, Stop and Operation
03. Start, Stop and Operation

03.1
Turning of crankshaft
Turning is performed by means of an electrically driven turning device
built on the engine.
03.1.1 Electrically driven turning device

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 available, including a cable, which allows the turning to be accomplished from any position near the engine. The turning speed is about
4.8 RPM.
The engaging and disengaging of the turning gear is made by the lever
(1). The turning gear is spring-loaded outwards in order to prevent it from
meshing with the flywheel when out of operation.
The turning device is provided with a start blocking valve which
prevents starting in case the turning gear is meshing. See chapter 21,
section 21.1.
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
1. Lever
2. Hand wheel
1
3. Vent hole
4. Drain hole
5. Filling hole
5
6. Gauge glass
2
4
Fig 03-1
WRTSIL 34SG
3203548935
03 - 1
03.2
34SG-200402-05
Start
Before starting the engine, check that:
the lubricating oil level is correct
the fuel system is in running order (correct pressure)
both cooling water system circuits, LT and HT water circuit, are
in running order (correct pressures, circulating water preheated
and pre-circulated sufficiently to heat the engine)
the starting air pressure is 20 bar (normally, 15 bar is still
sufficient to start the engine)
the starting air system is drained of condensate
the drain pipe of the air cooler casing is open, no leakage.
All covers and protecting shields are to be mounted before starting the
engine. Covers should be removed occasionally only for measurements
and checks, and they must be immediately mounted again.
Before starting the engine, ensure that possible maintenance and
service operations have been finished and that all persons have left the
engine room, boiler room and other risk areas.
Note! Never leave the engine running when covers are removed.
Note! Avoid running the engine on low loads. Misfiring may cause unburned gas entering the exhaust system and can result in a gas
explosion in the exhaust system.
03.2.1 Manual start

Before the WECS engine control system activates a start request, the
engine must be ready for start. The engine modes and the conditions
that must be fulfilled to get the engine ready for start are explained in
chapter 23.
1 Start the prelubricating oil pump to obtain a lubricating oil
pressure, above 0.5 bar.
2 Open the valve in the starting air supply system and drain
condensate via the blow-off valve. Close the blow-off valve when there
is no more condensate.
3 Open the starting air valve, shut the blow-off valve when there
is no more condensate.
4 Push the start button to initiate the start sequence.
5 The WECS engine control system performs engine and exhaust pipe ventilation as well as gas system tightness checks before
the start command is executed
03 - 2
WRTSIL 34SG
34SG-200402-05
Note! Re-start of the engine is possible after the ventilation sequence of

the exhaust system is finished. The exhaust system is equipped with
automatic ventilation and it will stay open for a while (see installation
documentation) after the stop. During this time the start will be
blocked.
Note! Despite the safety system, there is a risk of gas explosion. To avoid
possible accidents, no-one should remain in the engine room and
boiler/silencer room during an engine start.
6 Check immediately after start that the pressure and temperature values are normal. Check that all cylinders are firing, if not,
the engine must be stopped and the misfiring cylinders should
be checked.
03.2.2 Automatic start

See installation specific documentation.
03.3
Stop
03.3.1 Manual stop
1 Engines with built-on cooling water pump: Idling of the engine before stopping is not possible. Engines with separate cooling
water pump: Idling of the engine before stopping is not possible, but
the water pump should run for some 5 min more.
2 Stop the engine by pushing the stop button. Normally when the
stop order is given the engine starts to decrease the load automatically
and when the load is near zero the engine stops. The time of slowing
down offers a good opportunity to detect possible disturbing sounds.
03.3.2 General
Caution! When overhauling the engine, make absolutely sure that the automatic start and the priming pump are disconnected. Make also sure
that the starting air shut-off valve located before main starting valve
is closed. Otherwise it might cause engine damage and/or personal injury.
The lubricating oil system on a stopped engine should be filled with
oil every second day by priming the engine. At the same time, turn the
crankshaft into a new position. This reduces the risk of corrosion on
journals and bearings when the engine is exposed to vibrations.
WRTSIL 34SG
03 - 3
03.4
34SG-200402-05
Normal operation supervision

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

1 Read all temperatures and pressures and, at the same time,
the load of the engine. All temperatures are more or less dependent on
the load, and the lubricating oil, cooling water pressures (built-on
pumps) are dependent on the speed. Therefore, always compare the
values read with those at corresponding load and speed in the Acceptance Test Records and curves. Guidance values are stated in
chapter 01.
The charge air temperature should, in principle, be as low as possible
at loads higher than 60 %, however, not so low that condensation occurs,
see Fig 03-2.
2 Check the indicator for pressure drop over gas filters.
When
the pressure drop over the filters increases, the gas feed pressure to the
engine might become too low and the output of the engine must be
decreased. Too high of a pressure drop may also result in deformation
of filter cartridges.
3 Check the indicator for pressure drop over the lubricating oil
filter. Too large of a pressure drop indicates clogged filter candles,
which results in reduced oil filtration when the by-pass valve is open.
Reduced oil filtration results in increased wear. Inspect and
clean/change the filter candles.
4 Check the oil level in the oil sump/oil tank. Estimate the appearance and consistency of the oil. A simple control of the water
content: A drop of oil on a hot surface (about 150C), e.g. a hot-plate. If
the drop keeps quiet, it does not contain water; if it frizzles it
contains water. Compensate for oil consumption by adding max. 10 %
fresh oil at a time.
5 Check the ventilation (de-aerating) of the engine cooling water
system. Check that the leakage from the telltale hole of the cooling
water pumps are normal (slight).
6 Check that the drain pipes of the air coolers are open.
7 Check that the telltale holes of the oil coolers and the cooling
water coolers are open.
8 Clean the compressor side of the turbocharger by injecting
water. See the instruction manual of the turbocharger.
03 - 4
WRTSIL 34SG
34SG-200402-05
Water dewpoint C
Amb air temperature C
Condensation in charge air coolers
60
50
f=40
f=60
f=80
f=100
40
30
f=Relative humidity %
20
10
0
10
P=Air manifold pressure

bar abs
20
30
40
50
60
70
P=1,5
P=4,5
P=3,5
P=2,5
.01 .02 .03 .04 .05 .06 .07 .08 .09

Water content (kg water/kg dry air)
Fig 03-2
3203528930
Example: If the ambient air temperature is 35C and the relative

humidity is 80 % the water content in the air can be read from the diagram
(0.029 kg water/kg dry air). If the air manifold pressure (receiver pressure) under these conditions is 2.5 bar, i.e. absolute air pressure in the
air manifold is abt. 3.5 bar (ambient pressure + air manifold pressure),
the dew point will be 55C ( from diag.). If the air temperature in the air
manifold is only 45C, the air can only contain 0.018 kg/kg (from diag.).
The difference, 0.011 kg/kg (0.029-0.018) will appear as condensed water.
03.4.2 Once a month or after every 500 running hours

1 Clean the centrifugal lubricating oil filters.
2 Check content of additives in the circulating water.
WRTSIL 34SG
03 - 5
34SG-200402-05
03.4.3 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 analyses without statement of operating time is of limited
value (go - no go only)
lubricating oil changes
cleaning of centrifugal lubricating oil filters
inspection, cleaning/change of the lubricating oil filter candles
inspection, cleaning/change of the gas filter
change of parts in connection with maintenance according to
chapter 04.
2 Disconnect the electronic equipment according to the instructions in appendix 00B, if any welding is performed on the engine.
Keep the return connection near the welding point.
Note! Welding may, if incorrectly performed, cause serious injury on the
electronic engine control system.
03.4.4 General
1 There is no automatic supervision or control arrangement that can
replace an experienced engineers observations. LOOK at and LISTEN to the engine!
2 Strong gas blow-by past the pistons is one of the most dangerous things that can occur in an engine. If gas blow-by is suspected, check
the crankcase pressure. If the pressure exceeds 300Pa (30 mm H2O),
check the crankcase venting system, if in order, pull the pistons!
03 - 6
WRTSIL 34SG
34SG-200402-05
03.5
Start after a prolonged stop (more than 8 h)

03.5.1 Manual start
1 Check
the lubricating oil level
the cooling water level in the expansion tank
the raw water supply to heat exchangers
the starting air pressure is min. 18 bar
2 Observe all points in section 03.2.1.
03.6
Start after overhaul

1 Check gas system for leakage.
2 Check the cooling water system for leakage, especially:
the lower part of the cylinder liners
the oil cooler
the charge air cooler
3 Check/adjust the valve clearances. If the camshaft or its
driving mechanism have been touched, check the valve timing of one
cylinder, at least (on each cylinder bank in a V-engine). Guidance
values, see chapter 06. Check also encoder position at camshaft end.
4 Start the priming pump. Check that lubricating oil appears from
all bearings and lubricating nozzles, from the piston cooling oil outlet
and from the valve mechanism. Check that there is no leakage from
the pipe connections inside or outside the engine.
Note! Observe that the crankshaft has to be turned in order to get oil
through all connecting rods.
5 Rags or tools left in the crankcase, untensioned or unlocked
screws or nuts (those which are to be locked), worn-out self-locking
nuts, may cause total breakdown.
Well cleaned oil spaces (oil sump and camshaft spaces) save the oil
pump and oil filter.
6 See the instructions in section 03.2 and 03.5 when starting.
WRTSIL 34SG
03 - 7
03.7
34SG-200402-05
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 1 minutes idling at normal speed. Check at least the
temperatures of the main and big end bearing and of all other bearings
which have been opened. If everything is in order, restart.
2 Check that there is no leakage of gas, water or lubricating oil.
Especially observe the gas lines and valves.
3 After overhauling, the following instructions are especially important:
Check pressures and temperatures
Check the automatic alarm and stop devices
Check the pressure drop over the gas filter and lubricating oil
filter
Check the oil level in the oil sump/oil tank. Estimate the condition
of the oil
Check the ventilation (de-aerating) of the engine cooling water
system
Check the telltale holes of the coolers
Check the content of additives in the cooling water
Listen for jarring sounds
Check the crankcase pressure
Check the starting air pipes
03.8
Running-in
The running-in of a new engine must be performed according to
programme in Fig 03-3. It is also recommended that running-in procedure is performed after following maintenance jobs.
1 After changing piston rings, pistons or cylinder liners, after
honing of cylinder liners, follow programme in Fig 03-3 as closely as
possible. If the programme cannot be followed, do not load the engine
fully for at least 10 h.
Avoid running-in at continuous and constant low load!
The important thing is to vary the load several times. The ring groove
will have a different tilting angle at each load stage, and consequently
the piston ring a different contact line to the cylinder liner.
03 - 8
WRTSIL 34SG
34SG-200402-05
Running-in programme
Engine
load %
A
B
After piston overhaul

After change of piston rings, pistons or cylinder liners,
after honing cylinder liners
100
90
80
70
60
50
40
30
20
10
Stop. Check big end bearing temperatures
End of running-in programme. Engine may be put on normal mode
Fig 03-3
03.9
7h
Operating hours
3203569701
Maintenance of turning device

The turning device needs no other maintenance than change of the gear
box lubricating oil once during the first year of operation. Approved
lubricating oils, see chapter 2. After that, the oil should be changed
according to chapter 04. Check also that the vent hole (3), Fig 03-1 is
open.
1 Drain old oil, preferably when warm, through the drain hole (4).
2 Rinse the gear box with clean, thinly fluid oil.
3 Fill the gear box with oil (according to the table in chapter 2)
through the filling hole (5) until the oil level reaches the level gauge
glass (6). Utmost cleanliness should be observed.
4 Close the oil holes and drive the turning device a few revolutions.
5 Check the oil level and fill, if necessary.
WRTSIL 34SG
03 - 9
03 - 10
34SG-200402-05
WRTSIL 34SG
t=c~=l=
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Name:
Subject:
1
2
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APPROVED
MKO010 / AEK001
Wrtsil safety manual for lean burn gas engine
General ...................................................................................................................................... 2
Hazardous area classification.................................................................................................... 2
2.1 Classification for engine ......................................................................................................... 2
2.1.1 American Codes ............................................................................................................. 2
2.1.2 European Codes ............................................................................................................. 2
2.1.3 UK Codes........................................................................................................................ 2
2.2 Classification for auxiliary system .......................................................................................... 3
Control philosophy ..................................................................................................................... 4
3.1 Start........................................................................................................................................ 4
3.2 Run......................................................................................................................................... 4
3.3 Stop........................................................................................................................................ 4
3.4 Shut down .............................................................................................................................. 4
3.5 Emergency ............................................................................................................................. 5
3.6 Stand-by................................................................................................................................. 5
Fire fighting and gas detection system ...................................................................................... 6
4.1 Fire detectors ......................................................................................................................... 6
4.2 Fire fighting equipment........................................................................................................... 6
4.3 Gas detectors......................................................................................................................... 7
4.4 Alarm and shut down system description............................................................................... 7
Engine room ventilation ............................................................................................................. 7
Emergency lighting .................................................................................................................... 7
Gas supply system .................................................................................................................... 7
7.1
Main shut off valve.............................................................................................................. 8
7.2
Gas regulating unit ............................................................................................................. 9
7.2.1 Design............................................................................................................................. 9
7.2.2 Function ........................................................................................................................ 12
7.2.2.1 Normal stop or shut down...................................................................................... 14
7.2.2.2 Emergency............................................................................................................. 14
7.2.2.3 Plant emergency.................................................................................................... 14
7.2.3 Operation of the gas regulating unit.............................................................................. 15
7.2.3.1 Activation of the gas regulating unit....................................................................... 15
7.2.3.2 Monitoring of the gas regulating unit...................................................................... 15
7.2.3.3 Shutting down the gas regulating unit for maintenance......................................... 16
7.2.3.4 Emergency stop of the gas regulating unit ............................................................ 17
Exhaust gas system................................................................................................................. 17
8.1 General ................................................................................................................................ 17
8.2 Piping design........................................................................................................................ 17
8.3 Exhaust gas system ventilation............................................................................................ 18
8.4 Explosion vents .................................................................................................................... 18
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1 General
This section of manual describes mainly the safety features of auxiliary components i.e. outside
engine in the power plant.
2 Hazardous area classification

2.1 Classification for engine
In the case of an adequately ventilated enclosure containing gas-fuelled engines it need not be classified
solely by reason of the engine fuel. This is the case with a normal power plant installation.
In the case of a gas compressor driven by a gas engine, the engine is seen as an ignition source and the
gas compressor is a source of possible gas leak. The possibility of a gas leak is considered to be much
higher in a gas compressor, thus, a gas engine driven compressor is classified as hazardous area, normally
zone 2 or class I division 2.
The above mentioned statement is based on the following standards:
2.1.1
American Codes
American Petroleum Institute

API 500:
Recommended Practice for Classification of Locations for Electrical Installations at

Petroleum Facilities Classified as Class I, Division 1 and Division 2
Section 8.2.5
Hydrocarbon-fuelled Prime Movers
National Fire Protection Association

NFPA 37:
Standard for Stationary Combustion Engines and Gas Turbines
NFPA 850: Recommended Practice for Fire Protection for Electric Generating Plants and High Voltage
Direct Current Converter Stations
2.1.2
European Codes
EN-60079-10
Electrical apparatus for explosive gas atmospheres; part 10 Classification of hazardous

areas
EN-1834-1
Reciprocating internal combustion engines Safety requirements for design and

construction of engines for use in potentially explosive atmospheres Part II engines for use
in flammable gas and vapour atmospheres.
There are no current EU guidelines for gas engine power generation installations; in such a case
Internationally recognised codes are accepted.
2.1.3
UK Codes
The Institute of Petroleum

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

IGE/UP/3
Gas fuelled spark ignition and dual fuel engines
Section 8.1.7 Electrical Equipment and Supplies
2.2 Classification for auxiliary system

Regarding auxiliary gas system, the codes to be followed are EN60079-10, API500 and IGE/SR/25.
From these, it can be derived that zone 2 or class I division 2 is found in the gas piping flange joints in gas
regulating unit and flow metering unit (option). The hazardous area around the flange is a sphere whose
radius is typically 1 m. In addition, vent piping creates a hazardous area near the roof.
Radius should be checked for each installation, and is affected by the gas pressure and level of ventilation.
Figure 1 shows a typical example of hazardous area classification for gas engine power plant.
Figure 1
Hazardous area classification for a gas engine power plant according to API500.
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3 Control philosophy
There are different control modes for the power plant. These are:
Start
Run
Stop
Shut down
Emergency
Stand-by
These are discussed briefly below. In addition, different causes for stop, shut down and emergency from
power plant as well as different consequences regarding power plant safety are discussed below.
3.1 Start
In start mode certain checks are gone through in order to ensure a safe start. The plant control system (PLC)
checks for start blocks before engine is allowed to start. After the engine is started following the start
sequence the engine mode is changed to running.
3.2 Run
In run mode engine output is maintained at the level required by the plant and all engine parameters are
monitored and controlled to ensure a safe and reliable operation.
3.3 Stop
Stop is activated from WOIS giving an order for engine to stop or it can be done by pressing the stop button
in M1 panel. The engine is unloaded and when the load has reached a set value, the generator breaker is
opened and a stop command for WECS is given.
The gas regulating unit is closed. See chapter gas regulating unit for more details.
3.4 Shut down

Shut down is otherwise the same as the stop mode except that it is initiated by a failure detected by WECS
or PLC.
Causes for shut down are:
start sequence failure
gas system abnormal
electrical system fault
safety relay trip
WECS shut down signal
WECS communication failure
Project specific trip
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Main consequences are:
Generator breaker opens
Stop command for WECS is given
Gas regulating unit is closed
3.5 Emergency
Emergency mode is initiated by a hardwired signal. Emergency mode for power plant is shown in Figure 2.
Emergency can be initiated either by pressing emergency stop push buttons in:
common panel, which means a plant emergency mode is initiated and all the engines are shut down or
by engine wise panels, which means an emergency mode is initiated for that engine only
or
by a fire or gas detector.
SR
SR
CFA = common control panel
CFC1
WECS
Figure 2
SR
WECS
CFC2
SR
CFC3
WECS
A schematic diagram for emergency mode of control system.
SR = safety relay
CFC = engine wise control panel
3.6 Stand-by
Stand-by is a mode in which the power plant waits to be started. To enter this mode, plant needs to be
stopped. In case of a shut down or emergency all the faults and alarms need to be cleared before start can
proceed.
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4 Fire fighting and gas detection system

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

There are normally at least two fire detectors per location. Fire detector types used are:
Differential heat detectors
Optical smoke detectors
The type used and the locations for the detectors will depend on the project and standards to be followed.
4.2 Fire fighting equipment

Fire fighting system consists of:
Portable dry powder and/or CO2 extinguishers
Fire hydrants for fire hoses
Loose fire hose equipment to be connected to fire hydrants
Permanently connected fire hose reels
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4.3 Gas detectors

The gas detectors are required to detect any gas leak. These are located in a position where a gas leak is
most likely to occur and be detected. See Figure 1. These are normally:
Above gas regulating unit
At ventilation air outlet at the roof level
4.4 Alarm and shut down system description

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

The engine room ventilation system is required in order to supply sufficient combustion air to the engine and
to maintain the temperature in the engine room at a suitable level.
Ventilation can be classified as inadequate or adequate. The prerequisite for an engine room to be
unclassified area regarding explosion safety is that ventilation shall be adequate at all times including stand
by.
An option is that gas system is of special design. In this case the gas supply is closed per each engine
outside the engine room. This is done to keep the gas inventory low inside the engine room and thus
ventilation is not required in a stand by mode. (See chapter 7.1). In addition, in this design the gas system
components up to the gas regulating unit are done with welded joints and thus a possibility of a gas leak is
negligible.
6 Emergency lighting
Emergency lighting shall be ex-classified in zoned areas and in engine room or engine cell to reduce the risk
of igniting any possible gas/air mixture in the power plant during any emergency.
7 Gas supply system

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

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

Natural gas is supplied from the distribution system and passes through a gas regulating unit - or the gas
train. The gas regulating unit provides the correct gas admission to the engine by regulating gas feed
pressure depending on the engine load. In addition, gas regulating unit performs a leakage test of the main
slam shut off valves prior to every engine start.
7.2.1
Design
The main components of the GRU are (see Figure 4 and Figure 5):
Manual ball valve: V01
Inert gas line, closed with a cap.
Filter
Instrumentation such as pressure and temperature gauges and transmitters
Pressure regulating valve of diaphragm type, pilot operated, self regulating: V07
Main slam shut-off valves: V15 and V18, fail close
Ventilating valves: V14, V16, V19 (V14 is of fail close type while the others are of the fail open type)
The electrical components are ex-classified to be suitable for installation in zone 2 or class I division 2,
respectively. This is due to possible small leaks in the flanges or other connection, which makes a small
hazardous area around the unit flanges or connections.
Gas regulating unit layout drawing is illustrated in Figure 4 and the P&ID is shown in Figure 5.
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Vent no 1
Control Air
Compressed Air
Vent
Vent
Ball valve
Filter
Downstream pipe
Pilot operated
Main Pressure Regulator
Figure 4
Typical gas regulating unit layout.
Figure 5
The P&ID of the gas regulating unit.
Electro-pneumatic
shut-off valves
Vent
Vent no 2
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The GRU includes shut-off valves and ventilation valves, which are located in the vent pipes. These vent
pipes are drawn as two separate lines up to the roof (see Figure 5). This is a hazardous area and it is
marked on the layouts as such (see Figure 1).
Figure 6 shows the pressure regulator in the GRU.
Figure 6
The pressure regulator with functional units regulator, pilot valve and SAV valve.
The pilot operated pressure regulator is operated using control air from I/P converter.
The regulator consists of the main valve body and the functional units regulator, pilot valve and safety
shut-off valve (SAV).
Safety shut-off valve (SAV)
An additional safety shut-off valve may be installed if the inlet pressure to the GRU is higher than 6 bar. The
control element of the safety shut-off valve is installed on the inlet side of the body and shuts off the gas flow
if the outlet pressure in the main gas line rises above the pre-set limits. On detecting high pressure the SAV
measuring diaphragm and the switching bush move into the release position and the ball mechanism set the
valve stem free to close the SAV valve.
The safety shut-off valve can only be reopened by hand, after the outlet pressure at the measuring point has
been restored to a value below the re-engagement differential. If the SAV valve is closed, it will lead to a shut
down of the engine and depressurisation of the piping after regulating valve V07 resulting is the pressure
automatically decreased below the re-engagement differential.
Thus the following shall be done:
Reopen the SAV valve first slowly by dragging slightly (pressures will equalise)
After equalising open the valve completely
This is required to enable a safe and easy re-engagement of the SAV valve.
There is a feedback signal in the SAV to monitor the valve.
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Figure 7 shows the main slam shut off valves in the GRU.
Compressed Air
Vent
Vent
1
Pressure
Pressure
Transmitter
Switch
Figure 7
The shut-off valves with actuator (1), solenoid operated air valve (2) and solenoid operated vent
valve (3).
The GRU is equipped with two shut-off valves, installed in series. The valves are operated by admitting
compressed air into the actuator cylinders. The valves are closed by a spring when control voltage is cut off
and control air released from the actuator cylinders.
Gas trapped between the valves and in the pipe between the last shut off valve and the engine is vented to
the atmosphere through the solenoid operated vent valves (3). The vent valves V16 and V19 (additionally
V26 and V29 for PCC line) are closed as long as the operating voltage is applied. V14 (and V24 for PCC
line) is open as long as the operating voltage is applied. In running mode voltage is not applied to V14 and
the valve is closed.
Both the shut-off valves and the vent valves are operated by the PLC.
7.2.2
Function
Gas is mixed with the combustion air only in the intake channels in the cylinder head (see Figure 8). This
design ensures that only air is present in the charge air manifold, and thus the risk for explosions in the
engines charge air intake system is minimised.
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Control Air
Main gas line
Shut-off valves
Pressure regulator
GenSet
Figure 8
The flow chart of gas regulating unit.
The gas pressure must always remain higher than the charge air pressure. There is a minimum and
maximum offset for the pressure difference. If the difference is outside the limits the engine will be shut
down.
Opening, closing and venting of the gas regulating unit is electrically controlled through the PLC, while the
gas at the engine intake is regulated by solenoid valves controlled by WECS (Wrtsil engine control
system).
The gas regulating unit operates "fail safe", i.e. the shut-off valves are closed and the vent valves V16 and
V19 are opened in the event of a loss of electricity. Table I shows the alarm and shut down limits for gas
regulating unit.
Table I
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Normal operation for gas regulating unit. Normally the maximum inlet pressure to the GRU is
6 bar g and optionally 16 bar g when regulating valve V07 is supplied with safety shut off valve
(SAV). In latter case, alarm and shut down are higher.
Alarm
P03=inlet pressure
High:6.3 bar g
Option: 16.0 bar g
Low:
depending
engine type
P06 =after V07
High: 4.5 bar g
Shut down
P03=inlet pressure
High: 7.2 bar g
Option: 16.8 bar g
on Low: depending
engine type
P06 = after V07
High: 5.0 bar g
on
There is also a safety feature regarding rapid large load reductions. If for example a generator breaker opens
and load is decreased instantly to 0 %, V19 is opened for a certain period of time, normally for 20 seconds.
7.2.2.1
Normal stop or shut down
Normal stop occurs when an intentional stop command is given for the engine to stop. Shut down occurs
when it is necessary to stop the engine to prevent any damage for the equipment. The action for gas
regulating unit shut off valves and ventilating valves is identical for normal stop and shut down.
The shut-off valves in the gas regulating unit are closed during a normal stop sequence. Gas venting is done
the following way:
1.
V14 is opened for 5 seconds to relieve the overpressure between V07 and V15.
2.
V16 is opened and will remain so
3.
V19 is opened normally for 30 seconds to relieve the overpressure between the gas regulating unit
and the engine and after that the valve is closed to prevent air to get into the gas piping.
7.2.2.2
Emergency
An emergency mode will close the shut-off valves on the gas regulating unit and open venting valves V16
and V19 ventilating space between slam shut off valves and between gas regulating unit and the engine.
At the same time the gas valves on the engine will close and the ignition is deactivated.
7.2.2.3
Plant emergency
A plant emergency mode is like a local emergency mode for all engines.
A plant emergency mode is activated by:
a gas detector sensing 20 % of LEL (option)
a fire detector which is activated
from a common panel by pressing emergency button
In addition, the main shut off valve outside the engine room or engine cell will be closed automatically by
PLC.
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Option is that a gas detector only gives an alarm and the operator takes the necessary actions. In this case,
a plant emergency mode would only be possible to activate only by pressing emergency button in a common
control panel.
7.2.3
Operation of the gas regulating unit
7.2.3.1
Activation of the gas regulating unit
It is assumed that all units are shut down but that power is available from the main grid (or an emergency
generator). It is also assumed that all units are in operational condition, that the various components of the
gas regulating unit have been properly adjusted with the correct control elements (springs, etc.) installed, gas
of sufficient quantity, quality and pressure available, and the engine is ready for the start.
Before the planned start of the gas fuel system for the engine, the following should be checked:
1.
Make a visual check of the entire unit.
Check that no work is being performed on the unit, and that all flanges are bolted together and
that all connections are installed and secured.
2.
Dispose of any unsecured items or debris near the unit that may inhibit operation or could cause
injury.
3.
Ensure that the engine room is well ventilated and gas free.
4.
Check that the main gas valve (manual ball valve) on the gas regulating unit is closed.
5.
Check that the gas inlet pressure is normal.
6.
Check that the control air pressure is sufficient to operate the system.
7.
Check that the manual vent valve on the gas train is closed.
8.
Open up all manual shut-off valves to instruments and control units.
9.
Check that the safety shut-off function on the pressure regulator is reset.
10. Check that the electrical control system is active and power available.
11. Open the gas main shut-off valve outside the building.
12. Open the main gas valve on the gas regulating unit.
13. Control: that the gas regulating unit is functioning properly.
14. Control: that the shut-off valves are gas tight.
15. Check that the engine is ready for start.
The gas fuel system is now ready and the engine can be started provided that the start blocking circuits for
the gas fuel system have not been activated.
Caution! If the gas regulating unit has been opened for maintenance or repair, it is
essential to have the unit well purged to remove any trace of air before going ahead
with the starting process.
7.2.3.2
Monitoring of the gas regulating unit
Note! The following is supplied as general information only. The operating personnel must decide what
actions are appropriate for the whole plant, while taking all equipment into consideration.
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The normal operation and supervision of the gas fuel system consist mainly of simple daily checks, such as:
1. Check temperature and pressures in the system.
2. Check the pressure drop over the filtration unit.
The condition of the filter is important for the reliable operation of the engine.
The filter should be replaced/cleaned when the condition deteriorates.
The pressure drop over the filter is 0.05 to 0.1 bar when the filter is new.
The filter should be cleaned at or before the pressure drop has increased to 0.2 bar (1 bar
pressure drop mentioned in the manufacturer's instructions is too high considering the low gas
pressure in the main supply line).
3. Check for leakage.
Caution! If gas is found to be leaking into the engine room, it is essential that the engine and the gas supply
system are shut down immediately. Leave the engine room and do not enter until the room has been
properly ventilated to remove any traces of gas.
7.2.3.3
Shutting down the gas regulating unit for maintenance
During normal shutdown, perform the following checks (see Figure 9):
1. Close the main gas valve V01 on the gas train
2. Close the main shut-off valve outside the building.
3. Open the manual ventilation valve V13 if the gas regulating unit is to be shut down for any prolonged
time.
Caution! If maintenance is to be performed on any part of the system, this may

require closing and locking of the main gas valve V01 (see Figure 5) and ventilating
the other parts of the system.
These actions will be decided and taken by local operating personnel.
Vent no. 1
Control Air
Vent no.2
Compressed Air
Vent
Vent
Ball valve
Filter
Downstream pipe
Pilot operated
Figure 9
Gas regulating unit.
Electro-pneumatic
shut-off valves
Vent
7.2.3.4
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Emergency stop of the gas regulating unit
If the operating condition of the power plant requires an immediate stop of the gas supply to the engine room
or engine cell, an emergency stop must be performed as follows:
1. Shut down the engine
Use any of the emergency stop buttons (installed on the engine control cabinet above the
flywheel and on the wall inside the engine room and the control room).
2. Close the main gas valve V01 (see Figure 9: ball valve).
Caution! If the shutdown of the system has been caused by a gas leak it is
imperative that all personnel evacuate the room in question immediately. They are
not allowed to re-enter the room until it has been properly ventilated to remove any
traces of gas.
8 Exhaust gas system

8.1 General
The protection of the exhaust gas system is essential part for the safe operation of lean burn gas engine
equipped power plant. Main protection methods are:
Correct design of the system
Explosion vents (rupture discs) installed in the system
Exhaust gas ventilation fan operation
In addition, explosion vents should be visually inspected periodically.
8.2 Piping design

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

The exhaust system is equipped with a ventilation system. The system consists of a centrifugal fan, a flow
switch and a butterfly valve equipped with a limit switch. This valve is opened and the fan is started either
after every engine stop or before every engine start ventilating the exhaust system. However, in an
emergency mode the fan is not operating.
The flow switch confirms that the fan is rotating. The capacity of the fan and the running time of it is chosen
such that it is able to change the volume in the exhaust system at least three times during the ventilation run.
Figure 10 shows exhaust gas ventilation system.
Explosion relief valves
fs
Exhaust stack
Boiler
Silencer
Flow switch
Control
system
Ventilation valve
Figure 10
Ventilation fan
Exhaust gas ventilation system.
8.4 Explosion vents

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

1
General
WDAAA247714
Engine
WDAAA247740
Power plant
WDAAA243558
TABLE OF CONTENTS (THE WHOLE MANUAL) FOR A COMPRESSOR

STATION:
1
General
WDAAA247714
Engine
WDAAA247740
Compressor station WDAAA299978
TABLE OF CONTENTS (GENERAL)

1
2
General ...................................................................................................................................... 2
Natural gas ................................................................................................................................ 2
2.1 Composition ........................................................................................................................... 2
2.2 Properties............................................................................................................................... 3
3 General health and safety aspects ............................................................................................ 3
3.1 Breathing natural gas ............................................................................................................. 4
3.2 Breathing carbon monoxide ................................................................................................... 4
4 Gas leaks and fires .................................................................................................................... 5
5 Gas explosions .......................................................................................................................... 5
5.1 Prevention of gas explosions and minimising the consequences .......................................... 6
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1 General
This Wrtsil lean-burn gas engine safety manual gives general information on natural gas
properties and hazards of using it together with description of safety equipment and measures both
on site and on embedded in equipment. The aim of this manual is to make the operating personnel
acquainted with the plant and its safety systems. To ensure safe operation of the plant the user
must read this manual before operating the plant.
As the plant design may vary depending on auxiliary system's design and use of different
suppliers, it is necessary to obtain detailed information on the engine and plant components. The
user should therefore always read the manuals delivered.
NOTE ! This manual does not include any local laws, regulations or instructions
concerning gas safety. Please refer to local documentation and legislation to fulfil
them.
In engine part of this manual, the description of the engine operation is given in different stages to
give the operator a clear view of how the safety system controls the engine. Refer to engine
manual for instructions on normal engine operation.
As it is not possible to handle all possible danger situations in this manual, the user should always
consider possible error situations with a safety perspective. A gas fire or explosion may result in
considerable material damage and, in the worst case, human injury. Therefore, instructions given
in this manual must be followed. In addition, any local regulations and laws must be obeyed.
2 Natural gas
Natural gas is a mixture of combustible and inert gases, each with varying physical properties.
Many of the fuel gas properties and the gas suitability to be used as a fuel for internal combustion
engines can be determined from the component gas properties.
2.1
Composition
Composition of the natural gas varies substantially between the various production fields. Gases
having composition according to the table below are called natural gases.
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Table 1. Composition of natural gases (by volume).
Methane
Ethane
Propane
Butane
Hydrogen
Carbon dioxide
Oxygen
Nitrogen
Hydrogen sulphide
2.2
CH4
C2H6
C3H8
C4H10
H2
CO2
O2
N2
H2 S
70 90 %
07%
02%
0 0.5 %
Traces
0 10 %
0 0.2 %
0 15 %
0 10 ppm
Properties
Natural gas properties vary slightly according to its composition. Yet, most of its properties are
attributed to methane, the main constituent.
Natural gas is a combustible, non-odorous, colourless and tasteless gas, and therefore difficult to
detect. To make it sensible, it is normally scented with tetra hydro thiophene (THT, C4H8S). Using
this additive, natural gas can be detected by smell already at as low concentrations as 0.05 0.2
vol.-%.
The density of natural gas is around 0.75 0.85 g/cm3. Thus, it is lighter than air and tends to rise
in closed, draughtless space.
Natural gas requires certain concentration to be ignited or burned. At 0 C the concentration has to
be 5 15 vol.-%, lower or higher concentrations do not ignite or burn. At higher temperature this
area is slightly enlarged and at 500 C it is 3 20 vol.-%. Previous values apply to, if gas is mixed
with air. If oxygen only is present instead of air, the limit is 5 60 vol.-% at 0 C.
The auto-ignition temperature for natural gas is around 600 C. At this temperature natural gas will
self-ignite and burn independent of concentration as long as any oxygen is present.
Complete burning of natural gas yields carbon dioxide (CO2) and water (H2O). If there is not
enough air, carbon monoxide (CO) will build up.
3 General health and safety aspects

Dangerous situations with natural gas are caused by gas leakage and its consequences. These
include gas fires and explosions as well as ihnalation of natural gas or carbon monoxide, which
forms in cases where natural gas is burning without a sufficient oxygen supply.
3.1
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Breathing natural gas
Natural gas in itself is not poisonous. With high concentrations it displaces air and may therefore
cause suffocation. Inhaling small amounts and concentrations of natural gas does not pose any
danger. Higher concentrations will cause sleepiness, headache and drowsiness. In even higher
concentrations, it causes suffocation.
d~=~==
PMB
a~=
~==
p~
OMB
NMB
pI=~~I
~~I=
k=
MB
Figure 1. Symptoms of natural gas inhalation.
Normally natural gas has been odorised to facilitate its detection in case of leak. The odorant has a
repulsive smell and it can be detected readily when the concentration of the gas is well below the
ignition limit. However, there is no way to tell the concentration by the smell.
First aid for natural gas exposure depends on the symptoms. Slight breathing difficulties normally
disappear when moving the person to fresh air. Serious breathing difficulties or unconsciousness
will call for revival actions and medical attention.
3.2
Breathing carbon monoxide
Generally, most of the deaths associated with natural gas accidents are caused by carbon
monoxide, CO. Carbon monoxide is a gas which is formed when natural gas is burning without
sufficient amount of oxygen (incomplete burning). Carbon monoxide often forms during gas fires.
Carbon monoxide is highly poisonous, odourless and tasteless gas, which is slightly lighter than
air. Relative density is 0.967. This makes it a very dangerous gas: It is very difficult to observe
without proper measurement equipment and it tends to be at the level of relief.
Carbon monoxides poisonous effect is based on that it very effectively replaces oxygen in blood
circulation. Carbon monoxide quickly binds with haemoglobin with an affinity 200 to 250 times
greater than that of oxygen to form COHb. This happens already in very low concentrations and
severe symptoms are quickly developed.
The first symptom of carbon monoxide poisoning is a cheerful, happy feeling and headache. At this
point, it is very important to realise the symptoms and leave the area immediately.
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If the exposure to carbon monoxide continues, the person will soon loose his ability to control
his/her muscles, effectively paralysing him/her and soon followed by unconsciousness. At this
point, the person will need aid to get out from the area. Further exposure quickly leads to death.
First aid for symptoms, like breathing difficulties and headache, caused by carbon monoxide is
moving the patient to fresh air. Unconsciousness requires proper revival actions and immediate
medical attention.
4 Gas leaks and fires

A gas leak into a building may lead to a gas fire and explosion. Therefore, it is important to prevent
any leaks by examining regularly and carefully the gas system for leakage. This should be done
using a leak detection liquid and/or a gas detector. If any of the connections in the gas system is
opened, new sealing should be used when reassembling.
The following safety instructions should be distributed to all personnel working at the Lean burn
gas engine power plant, to ensure that proper and safe counter measures are taken in case of a
gas leak or fire. The instructions should also be posted in a visible place in the plant.
In case of fire or gas leak:
Close the main gas valve (or any valve upstream the fire). This will stop the gas leak and
eventually extinguish the gas fire. In case of fire, do NOT close valves on both sides of a pipe
caught in the fire. This would cause the pressure to rise and eventually the pipe to explode. If
the gas supply system contains a gas compressor, press the gas compressor emergency
button to close down and ventilate the compressor.
Do NOT put out a gas fire with water or fire extinguisher. A gas fire should be put out
EXCLUSIVELY by shutting off the gas supply. If a gas fire is extinguished by other means, a
gas explosion may occur when the out flowing gas makes contact with hot residues.
Evacuate the affected area. Evacuate people from fire or gas explosion risk areas.
Arrange proper ventilation. Open doors and windows, avoid using electrical switches and
equipment, do not smoke. Natural gas in high concentration has a slight narcotic effect that
disappears when breathing fresh air. Carbon monoxide possibly created in a fire is highly
poisonous, causes first dizziness and headache then quickly paralyses, and leads to death. If a
person is suspected to have inhaled carbon monoxide, bring him out into fresh air and call for
medical attention immediately.
Call local emergency number. Inform authorities of the fire or gas leak so that proper measures
may be taken.
All Lean burn gas engine power plants provided by Wrtsil are equipped with suitable detection
and alarm system for gas leaks and fire.
5 Gas explosions
It is necessary to realise that gas is not explosive by it self, but some preconditions must be fulfilled
before an explosion can occur. There are three main preconditions to fulfil:
adequate gas air relation
sufficient mixing
ignition source
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Gas explosion is a quick chemical reaction between gas and oxygen, that is the gas is burning
rapidly. Contrary to explosives, natural gas does not consist of any chemically bound oxygen.
Thus, additional oxygen (air) is necessary for a gas explosion to take place. Explosion only takes
place with certain proportions of gas and air (for natural gas typically 5...15 vol.-% gas in air). A too
lean mixture and a too rich mixture will not ignite.
Gas and oxygen (air) must be sufficiently mixed, too. Mixing ensures that each gas molecule has
oxygen molecules in close range to react with. The gas explosion itself tends to mix the yet
unburned gas and air due to turbulence, thus further assisting the propagation.
Finally there must be an ignition source. This may be any particle with high enough energy
(temperature) to start the reaction. After the reaction has started, it will produce enough energy
(heat) to continue by itself until all gas has reacted or circumstances otherwise turned unfavourable
to explosion.
To get an idea what is happening during an explosion, a basic situation can be examined. An
explosion can be thought to start in a situation where gas and oxygen are mixed in a long
container, open at one end, and the mixture is motionless. An ignition source ignites the gas
oxygen mixture at the closed end and the reaction starts.
The reaction starts with a slow burning and a flame propagation velocity in order of 5 m/s.
Increasing pressure and turbulence cause the flame propagation velocity to increase to detonation.
At this point the velocity may reach 2000 m/s. The reaction continues until either of the reactants
have run out or circumstances otherwise turn unfavourable to explosion propagation.
The explosion causes a pressure wave at the propagation front. This high local pressure may
damage structures. Behind the explosion front the reacted gases cool down quite rapidly and,
together with mass inertia of the high velocity gas, may cause a negative pressure especially in
long piping. This negative pressure may also cause damage to equipment.
If a gas explosion for some reason happens all systems affected by the explosion must be
thoroughly inspected both mechanically and functionally. All damaged parts must be repaired or
changed for new ones. Safety equipment and system must be inspected with special care and if
necessary new components must be installed. Refer to manufacturers' instructions. Before the
next start the reason for explosion must be clarified and eliminated.
5.1
Prevention of gas explosions and minimising the consequences
It is of utmost importance, that plant staff realises the risks associated with all gas applications and
minimises these by careful working practices and consideration.
In preventing gas explosions at the plant or in the engine, the most important thing is to prevent the
gas from reaching the explosive concentration. It is the only way to avoid gas explosions
completely.
If a gas explosion occurs, it is important to protect people, equipment and environment from
damage. Damage is caused by shock wave and burning effect of the expanding and partly burning
gases. Damage can be avoided by preventing pressure build up in equipment and guiding the
released pressure to an open area.
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Wrtsil Lean burn gas engine power plants and compressor stations are equipped with high
quality safety system to prevent gas explosions. All reasonable measures have been employed to
prevent gas build-up, ignition and explosion. With proper and careful working practices and regular
inspections, the plant is a safe place to work.
In a Lean burn gas engine power plant and a compressor station, the most probable place for gas
explosion is in the exhaust system. Unburned gas may escape into exhaust system in an engine
malfunction. Engine safety system aims to prevent this from happening.
The pressure build up in exhaust system is minimised by using explosion vents. Vent size, number
and position must be carefully considered and selected during the design stage in order to get a
safe and properly functioning system. See chapter exhaust gas system.
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Safety features in Wrtsil lean burn gas engines................................................................... 2

1.1 Start........................................................................................................................................ 2
1.1.1 Gas leak test ................................................................................................................... 4
1.1.2 Engine ventilation............................................................................................................ 4
1.1.3 Start fuel limiter ............................................................................................................... 4
1.1.4 Engine speed control ...................................................................................................... 4
1.1.5 Exhaust gas temperature monitoring .............................................................................. 5
1.1.6 Redundant speed measuring.......................................................................................... 5
1.2 Loading .................................................................................................................................. 5
1.2.1 Idling duration limit .......................................................................................................... 5
1.3 Run......................................................................................................................................... 6
1.3.1 Exhaust gas temperature monitoring .............................................................................. 6
1.3.2 Redundant speed measuring.......................................................................................... 6
1.3.3 Load deviation check ...................................................................................................... 6
1.3.4 Gas pressure check ........................................................................................................ 6
1.4 Stop/Shutdown....................................................................................................................... 6
1.4.1 Exhaust system ventilation ............................................................................................. 7
1.5 Emergency ............................................................................................................................. 8
1.6 Alarm system ......................................................................................................................... 8
1.6.1 Start blocks ..................................................................................................................... 8
1.6.2 Alarms............................................................................................................................. 9
1.6.3 Gas trips (DF) ................................................................................................................. 9
1.6.4 Shutdowns .................................................................................................................... 10
1.6.5 Emergency.................................................................................................................... 10
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1 Safety features in Wrtsil lean burn gas engines

Wrtsil lean burn engines have built-in safety features to ensure the safest possible operation. The aim is
to avoid any operating situations where gas could pose a danger and, if such occasions occur, to ensure a
safe handling of the situation. In the following chapters, the different safety features are described based on
the operating phase. It is expected that the reader is familiar with the engine and its operation.
1.1
Start
Before starting the engine, possible maintenance and service operations must have been completed and all
persons should have left the risk areas. Normal duties preceding the start (refer to engine manual section 3
"Start, Stop, Operation") should be carried out and the gas regulating unit be prepared for use.
Engine start can only be attempted when engine is stopped and ready for start. Several start blocks must be
cleared before the engine is ready for start. For detailed list of start blocks, see engine manual section 23.7
"Alarm and safety system".
The purpose of the start blocks is to prevent the engine from being started before it is safe to do so. The
blocks concerning the safety are:
Exhaust system ventilation. Exhaust system is ventilated when the engine has stopped due to a stop
signal or if a shutdown or emergency stop has occurred. An option is to ventilate the exhaust gas
system in the start sequence before engine start.
This is made to ensure that possible gas in the exhaust system is discharged. For more details,
see chapter exhaust gas system
Tripped safety valve in the gas regulating unit. There is a safety valve in the gas regulating unit. If it
has been tripped, the engine can not be started.
Low or high gas supply pressure at gas regulating unit. Gas pressure must be within limits to start the
engine. Too high or too low gas pressure may lead to incorrect air fuel mixture or gas admission valve
malfunction. In both cases the proper ignition can not be guaranteed and the start is prohibited.
Low or high gas supply temperature at gas regulating unit. Gas temperature affects the gas density. If
the temperature is not within the limits, the amount of gas admitted to cylinder may be wrong and
consequently the mixture may not ignite, thus the start is blocked.
After all start blocks have been cleared and a start command is accepted, start order is given from operator
interface (WOIS, Wrtsil Operator Interface System) either automatically (timer or other plant control
request) or manually by clicking the "Start" button. In both cases the following tasks are performed
automatically:
A gas leak test.
The control air system is activated.
Engine is started according to Table 1, depending on engine type.
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Table 1. Engine events during start sequence

Rpm
SG engine
DF engine
Starter motors/start air valves

are engaged
Waste gate closed
50
135
Starter motors engaged
Main diesel fuel ramp to

stop position
Ventilation turns completed
Ventilation
completed
Ignition started
Pilot fuel injection started
Pre combustion chamber gas

injection started
Main combustion chamber gas

injection started
Starting motors/start air valves

disengaged
Waste
gate
operation
Starting
disengaged
Engine
control
Main diesel fuel ramp

released
from
stop
position
Engine ready for gas

operation
Cylinder boost (pilot fuel

injection) on
taken
into
140
175
Engine to RUN-mode control
Main combustion chamber gas

injection from start fuel limiter
to PID control
350
730
turns
to
motors
RUN-mode
Exhaust
gas
temperature
balancing started
Cylinder boost (main gas

injection) on
Cylinder boost on
Ignition map to use
Exhaust gas temperature

balancing started
Start sequence (SG) is graphically presented in Figure 1.

Detailed descriptions of all the safety features are in the following sections.
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800
700
600
Rpm
500
Check of speed vs. time
400
300
Rpm
200
100
0
0
10
15
Control air enabled

Start motors disabled
Start motors enabled
Gas leak test
WECS is RUN mode
completed
PCC and main gas injection
20
25
30
Time [s]
Check for speed deviation

o
30 seconds to achieve 130 C
enabled
Ignition enabled
Figure 1. Start sequence (SG).
1.1.1
Gas leak test
A gas leak test is part of the start sequence. It tests the tightness of the shut-off valves on the gas
regulating unit. If gas is leaking through the valves, the start sequence will not continue. After the test has
been successfully performed, the plant control system (PLC) gives the engine a start command. Then the
engine is ventilated, both shut-off valves are opened, and gas is supplied to the main (and PCC) gas valves.
1.1.2
Engine ventilation
During the first five engine revolutions the gas valves on the engine and shut-off valves on gas regulating
unit are closed and ignition is not active. This is to ensure that possible gas in the cylinders and exhaust
pipes on the engine is discharged. During these revolutions, air is pushed to the exhaust system by the
cylinders, roughly corresponding to 1.5 times the volume of exhaust pipes on the engine.
1.1.3
Start fuel limiter
To prevent excessive gas admission during the start-up the speed dependent start fuel limiter limits the
amount of admitted gas. This start fuel limiter is active until engine speed is 20 rpm below the idle or nominal
speed. The speed dependent limiter gives a smooth start and ensures that no excess gas is admitted at any
speed.
1.1.4
Engine speed control
If the engine does not reach the nominal speed within a certain time from engaging the start motors/start air
valves, it indicates a possible misfiring of cylinder(s). This may lead to gas flowing through the misfiring
cylinder into the exhaust system. In this case an engine shutdown will occur.
To stop the engine as fast as possible in case of malfunction, several speed checkpoints are controlled
during the speed increase. See section 4.2.1.
1.1.5
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Exhaust gas temperature monitoring
After the start the exhaust gas temperature in each cylinder should rise quite rapidly to the normal value
(depending on the engine load). If the temperature is low, it also indicates possible misfiring of cylinder(s). If
a specified minimum exhaust gas temperature for any cylinder is not reached in a specified time after idle or
nominal speed is reached, the main gas duration for that cylinder will be immediately increased. If the
cylinder still is under the specified minimum exhaust gas temperature after a specified time, the engine will
be shut down.
Together with the engine speed control this limits the running time of the engine to minimum in the event of
any cylinders not firing.
1.1.6
Redundant speed measuring
Engine speed is measured with a redundant system. It consists of a rotary encoder on the camshaft and a
back-up speed pick-up on the flywheel or separate speed pick-ups on flywheel and camshaft. The speed
signal is used to determine the timing and duration of the gas admission and ignition. Fault in this system
may lead to the wrong gas admission- and ignition timing and possibility to unburned gas escaping into the
exhaust system.
During one camshaft revolution, the encoder/speed pick-up sends a certain number of pulses and one
marker pulse at A1 cylinder TDC. Pulses are calculated and if their number deviates more than a specified
number from nominal, emergency mode will be activated.
WECS calculates the speed from the signal in several different units. The calculated speed signals are
cross-checked and any deviations will cause a shutdown. This feature is active after the engine has entered
the run mode.
NOTE ! To avoid possible accidents, it is not recommended to stay in the engine

room and boiler/silencer room during an engine start and no-load running.
NOTE ! A prolonged or repeated start attempt may lead to gas being discharged to
exhaust system and as a consequence a gas explosion.
If it becomes obvious during the start, that engine will not start normally and the safety system is not
responding, the user should immediately interrupt the start attempt by giving the engine a stop order on the
operator interface or by pushing any of the emergency buttons.
1.2
1.2.1
Loading
Idling duration limit
After the engine has been successfully started and the nominal speed has been reached the engine is ready
for loading. The combustion at no load or at low load is incomplete due to low cylinder pressure and low
combustion temperature. Therefore, unburned gas is fed into the exhaust system. It is also more difficult to
detect abnormalities (misfiring) when the combustion is poor.
Running time is limited in the unloaded condition, where combustion efficiency is low. If the loading does not
occur during this time engine shutdown will occur.
A minimum load (approximately 10 % of the maximum load) is immediately applied in base load operation
plants to stabilise the combustion and to avoid reverse power.
1.3
1.3.1
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Run
Exhaust gas temperature monitoring
During the engine operation, the system monitors the exhaust gas temperature of each cylinder. This is to
ensure that all cylinders are ignited and combusting correctly.
If the temperature of any cylinder is lower than or higher than the specified limit, a shutdown occurs. In
addition, if the temperature deviates more than a specified value from the exhaust gas average temperature,
a shutdown occurs.
The average gas temperature is also monitored and compared to a reference value in the engine control
program. Deviation from the reference value indicates deviation in the air fuel ratio and engine load is
reduced.
1.3.2
Redundant speed measuring
Redundant speed measuring is always active during engine operation. See chapter 1.1.6.
1.3.3
Load deviation check
If the actual load deviates too much from set load, while running against the grid, the engine will be shut
down.
1.3.4
Gas pressure check
Gas pressure is monitored during the run to ensure proper gas supply and air fuel ratio. If the gas pressure is
too low or too high compared to charge air pressure, the engine is shut down. Too high gas pressure may
prevent the gas valves from functioning and too low gas pressure may cause too lean fuel mixture.
1.4
Stop/Shutdown
Stop and shutdown procedures are equal regarding the engine functions. The difference between these two
is in the initiation. Stop is initiated by the operator or PLC. Shutdown is initiated by engine control system
(WECS) or by PLC and is caused by some parameter or measured value exceeding shutdown limit. In both
cases the actual procedure is the same but varies between engine types.
When the stop request is activated, the PLC first unloads the engine and then shuts off the gas supply from
gas regulating unit to the engine. The PLC then tells the WECS to shut down the engine.
In case of engine initiated shutdown, the PLC shuts off the gas supply to engine immediately after WECS
signal. Note that the engine is not unloaded in this case. In both cases the engine sequence is as follows
varying by engine type:
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Table 2. Engine stop and shut-downs sequence.
Rpm
720
SG engine
Main combustion chamber
gas injection is cut off.
Stop command is sent to
PLC if engine activated
shutdown.
Pre combustion chamber gas
injection is cut off.
Ignition is cut off.
500
50
0
Engine condition is checked.
DF engine
Main diesel fuel ramp is
taken to stop position.
Stop command is sent to
PLC if engine activated
shutdown.
Pilot fuel pump is shut down.
Main gas injection is cut off.
Pilot fuel injection is cut off.
Engine condition is checked.
After the engine has stopped the exhaust system is ventilated to discharge any unburned gas. If the stop has
been caused by an alarm, the engine will not be ready for start before the reason has been cleared and
alarm has been reset.
Stop sequence (SG) is graphically presented in Figure 2.
800
700
600
Rpm
500
400
300
Rpm
200
100
0
0
10
Stop command and the gas

regulating unit closes the supply
20
30
40
50
60
Time [s]
Gas pressure = 0 Gas admission valves

Ignition system disabled
Engine ventilation turns
when rpm = 500 deactivated
Figure 2. Stop sequence (SG).
1.4.1
Exhaust system ventilation
When the engine has been stopped the exhaust system is ventilated. It also acts as a start block. See
chapter exhaust gas system.
1.5
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Emergency
Emergency mode is initiated either manually by the operator or automatically by the control system in case of
critical fault on the engine or auxiliary equipment. In emergency mode the gas supply to the engine is shut off
and all engine controls (ignition, gas injection, pilot fuel injection etc.) are disabled immediately.
NOTE ! After an emergency the reason must be clarified.

When the operator has reset the emergency indications the engine is ready for a new start if no start blocks
are active.
Emergency sequence is graphically presented in Figure 3.
800
700
600
Rpm
500
400
Rpm
300
200
100
0
0
10
Emergency stop order:

- gas regulating unit closes the gas
supply
- gas admission valves closed
- ignition disabled
20
30
40
50
60
Time [s]
Gas pressure = 0
when rpm = 500
Engine ventilation turns
Figure 3. Emergency sequence.
1.6
1.6.1
Alarm system
Start blocks
Before the PLC activates a start request the engine must be ready for start. The following is a list of the start
blocks concerning gas safety:
Shutdown or emergency signal not reset.
Exhaust system ventilation not finished.
Start air pressure below the start block limit. If the start air pressure is too low, the start will be
unreliable.
Main (and pre combustion chamber) combustion chamber gas pressure below start block limit after
the start signal.
Low or high gas temperature.
Safety valve in the gas regulating unit is tripped.
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Refer to engine manual, section 23.7.1 for detailed list of start blocks.
1.6.2
Alarms
Following is a list of the alarms concerning gas safety:

Sensor failure. All sensors connected to WECS are monitored. If the signal level or value is abnormal
(out of range) an alarm will be initiated. Sensors with digital signals are wired so that they normally
give a high (NC) signal to a measuring unit. If a wire breaks, it will initiate an alarm. Some sensors of
vital importance to the engine performance or safety will activate a shutdown request. All other sensor
failures cause an alarm. See engine manual for further information.
Gas pressure deviation. The actual gas pressure is compared with the charge air pressure. If the gas
pressure is less than a pre-set level over the charge air pressure, an alarm is activated. Low pressure
will lead to too lean mixture, misfiring and thus, gas discharging into exhaust system.
Low control air pressure. If the control air pressure is too low, it will lead to malfunction of the exhaust
waste gate valve. This in turn leads to uncontrolled gas air mixture. Load is reduced 25% to avoid this.
High exhaust gas temperature after any cylinder. High exhaust gas temperature indicates too rich gas
air mixture, which may lead to knocking.
High exhaust gas temperature deviation between cylinders. This may indicate that part of the cylinders
are not firing, or that part of the cylinders have too rich fuel air mixture. In both cases gas may be
discharged into exhaust system.
Start attempt failed
Alarms can only be reset by the operator. They will not be reset automatically if engine conditions return to
normal.
Refer to engine manual, section 23.7.2 for detailed list of alarms.
1.6.3
Gas trips (DF)
In addition to normal alarms and shutdowns, the DF engine can be tripped from gas operation to diesel
operation in case of problem. Reasons to trip the engine are following:
Charge air pressure sensor failure, which may cause incorrect A/F-ratio and misfiring.
Heavy knocking, may indicate too much gas being admitted to cylinder
Pilot fuel pressure sensor failure may cause misfiring due to incorrect pilot fuel pressure
Low/high pilot fuel pressure may cause misfiring
Gas pressure build up time elapsed. Gas pressure has not risen to correct value within time limit.
Gas pressure deviation. May lead to misfiring due to incorrect A/F-ratio.
High load swing. May indicate gas valve malfunction.
Exhaust gas temperature deviation. May indicate improper A/F-ratio
Low exhaust gas temperature from pilot fuel injection. Not enough pilot fuel is being injected to
cylinder.
MFI duration max time. Gas admission not working properly as the maximum duration is not enough.
Max idle time. As with SG engine
1.6.4
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Shutdowns
There are a number of reasons for a shutdown of the engine. The shutdown is generated in the WECS
because of a shutdown request. The status of the shutdowns is sent to the PLC. Following is a list of the
shutdown requests concerning gas safety:
Start failure.
High charge air temperature
High exhaust gas temperature after any cylinder
Low exhaust gas temperature after any cylinder
High exhaust gas temperature deviation between cylinders
High deviation of gas pressure
Refer to engine manual, section 23.7.3 for detailed list of shutdowns.
1.6.5
Emergency
There are a number of reasons for an emergency of the engine. The emergency is generated in the WECS
because of an emergency request. Below is a list of emergency requests concerning gas safety:
Emergency push button, on engine or external, pressed
Rotary encoder /speed sensor failure
Over speed from rotary encoder
Over speed from speed pick-up
Speed deviation between rotary encoder and engine speed pick-up
Number of encoder pulses per revolution deviate more than allowed from nominal value.
Degassing failure in auto stop mode. Activated if the gas pressure is still present after the shutdown
control task has disabled the inlet gas pressure control.
Refer to engine manual section 23.7.4 for detailed list of emergency.
Operating troubles and troubleshooting concerning the gas components and control system are described in
the engine manual, section 8 "Operating Troubles, Emergency Operation".
t=c~=l=
Project:
Name:
Subject:
1
2
5
6
7
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APPROVED
MKO010 / AEK001
General ...................................................................................................................................... 2
Hazardous area classification.................................................................................................... 2
2.1 Classification for engine ......................................................................................................... 2
2.1.1 American Codes ............................................................................................................. 2
2.1.2 European Codes ............................................................................................................. 2
2.1.3 UK Codes........................................................................................................................ 2
2.2 Classification for auxiliary system .......................................................................................... 3
Control philosophy ..................................................................................................................... 4
3.1 Start........................................................................................................................................ 4
3.2 Run......................................................................................................................................... 4
3.3 Stop........................................................................................................................................ 4
3.4 Shut down .............................................................................................................................. 4
3.5 Emergency ............................................................................................................................. 5
3.6 Stand-by................................................................................................................................. 6
Fire fighting and gas detection system ...................................................................................... 6
4.1 Fire detectors ......................................................................................................................... 6
4.2 Fire fighting equipment........................................................................................................... 7
4.3 Gas detectors......................................................................................................................... 7
4.4 Alarm and shut down system description............................................................................... 7
Engine room ventilation ............................................................................................................. 7
Emergency lighting .................................................................................................................... 8
Gas supply system .................................................................................................................... 8
7.1
Main shut off valve.............................................................................................................. 9
7.2
Fuel gas regulating unit ...................................................................................................... 9
7.2.1 Design............................................................................................................................. 9
7.2.2 Function ........................................................................................................................ 12
7.2.2.1 Normal stop or shut down...................................................................................... 14
7.2.2.2 Emergency............................................................................................................. 14
7.2.2.3 Plant emergency.................................................................................................... 14
7.2.3 Operation of the fuel gas regulating unit ....................................................................... 15
7.2.3.1 Activation of the fuel gas regulating unit ................................................................ 15
7.2.3.2 Monitoring of the fuel gas regulating unit............................................................... 15
7.2.3.3 Shutting down the fuel gas regulating unit for maintenance .................................. 16
7.2.3.4 Emergency stop of the fuel gas regulating unit...................................................... 17
Exhaust gas system................................................................................................................. 17
8.1 General ................................................................................................................................ 17
8.2 Piping design........................................................................................................................ 17
8.3 Exhaust gas system ventilation............................................................................................ 18
8.4 Explosion vents .................................................................................................................... 18
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1 General
This section of manual describes mainly the safety features of auxiliary components i.e. outside
engine in the compressor station.
2 Hazardous area classification

2.1 Classification for engine
In the case of an adequately ventilated enclosure containing gas-fuelled engines it need not be classified
solely by reason of the engine fuel. This is the case with a normal power plant installation.
In the case of a gas compressor driven by a gas engine, the engine is seen as an ignition source and the
gas compressor is a source of possible gas leak. The possibility of a gas leak is considered to be higher in a
gas compressor, thus, a gas engine driven compressor is classified as hazardous area, normally zone 2 or
class I division 2.
In special designs (see paragraph 2.2) the hazardous area can be limited to a compressor room provided
that the fuel gas do not enter to engine room. In this case engine is not classified.
The above mentioned statement is based on the following standards:
2.1.1
American Codes
American Petroleum Institute

API 500:
Recommended Practice for Classification of Locations for Electrical Installations at

Petroleum Facilities Classified as Class I, Division 1 and Division 2
Section 8.2.5
Hydrocarbon-fuelled Prime Movers
National Fire Protection Association

NFPA 37:
Standard for Stationary Combustion Engines and Gas Turbines
NFPA 850: Recommended Practice for Fire Protection for Electric Generating Plants and High Voltage
Direct Current Converter Stations
2.1.2
European Codes
EN-60079-10
Electrical apparatus for explosive gas atmospheres; part 10 Classification of hazardous

areas
EN-1834-1
Reciprocating internal combustion engines Safety requirements for design and

construction of engines for use in potentially explosive atmospheres Part II engines for use
in flammable gas and vapour atmospheres.
There are no current EU guidelines for gas engine power generation installations; in such a case
Internationally recognised codes are accepted.
2.1.3
UK Codes
The Institute of Petroleum

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

IGE/UP/3
Gas fuelled spark ignition and dual fuel engines
Section 8.1.7 Electrical Equipment and Supplies
2.2 Classification for auxiliary system

The codes to be followed are EN60079-10, API500 and IGE/SR/25.
In case a gas compressor is separated with a wall from the space in which engine is located, then the engine
room is not classified as hazardous area. On the contrary, zones are existing but are limited to small spaces.
Zone 2 according to EN60079-10 or class I division 2 according to API500 is found in the gas piping flange
joints in fuel gas regulating unit and flow metering unit (option). The hazardous area around the flange is a
sphere whose radius is typically 1 m. In addition, vent piping creates a hazardous area near the roof. Radius
should be checked for each installation, and is affected by the gas pressure and level of ventilation.
Figure 1 shows a typical example of hazardous area classification for gas engine power plant.
Figure 1
Example of hazardous area classification for a gas engine power plant according to API500.
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In case a gas compressor is in the same space than the engine, the whole space is classified as Zone 2 or
class I division 2.
3 Control philosophy
There are different control modes for the power plant. These are:
Start
Run
Stop
Shut down
Emergency
Stand-by
These are discussed briefly below. In addition, different causes for stop, shut down and emergency from
power plant as well as different consequences regarding power plant safety are discussed below.
3.1 Start
In start mode certain checks are gone through in order to ensure a safe start. The plant control system (PLC)
checks for start blocks before engine is allowed to start. After the engine is started following the start
sequence the engine mode is changed to running.
3.2 Run
In run mode engine output is maintained at the level required by the plant and all engine parameters are
monitored and controlled to ensure a safe and reliable operation.
3.3 Stop
Stop is activated from WOIS giving an order for engine to stop or it can be done by pressing the stop button
in M1 panel. The engine is unloaded and when the load has reached a set value, a stop command for WECS
is given.
The fuel gas regulating unit is closed. See chapter fuel gas regulating unit for more details.
3.4 Shut down

Shut down is otherwise the same as the stop mode except that it is initiated by a failure detected by WECS
or PLC.
Causes for shut down are:
start sequence failure
fuel gas system abnormal
electrical system fault
safety relay trip
WECS shut down signal
WECS communication failure
Project specific trip
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This includes also shut down command for the fuel gas compressor and the related valves. These valves will
be set to default according to project specific documents e.g. with the help of risk assessments.
Main consequences for shut down are:
Stop command for WECS is given
Fuel gas regulating unit is closed
3.5 Emergency
Emergency mode is initiated by a hardwired signal. Emergency mode for compressor station is shown in
Figure 2.
Emergency can be initiated either by pressing emergency stop push buttons in:
common panel, which means a plant emergency mode is initiated and all the engines are shut down or
by engine wise panels, which means an emergency mode is initiated for that engine only
or
by a fire or gas detector.
SR
SR
WECS
Figure 2
CFA = common control panel
CFC1
SR
WECS
CFC2
SR
CFC3
WECS
A schematic diagram for emergency mode of control system.
SR = safety relay (or safety PLC)

CFC = engine wise control panel
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3.6 Stand-by
Stand-by is a mode in which the power plant waits to be started. To enter this mode, plant needs to be
stopped. In case of a shut down or emergency all the faults and alarms need to be cleared before start can
proceed.
4 Fire fighting and gas detection system

Each country has its own fire protection legislation and codes of practise. Therefore, project design is to be
reviewed with the local authorities and the system is chosen on a case by case basis.
The power plant is subdivided into separate fire areas for the purpose of limiting the spread of fire, protecting
personnel and limiting the resultant consequential damage to the plant.
Fire areas are separated from each other with fire barriers, spatial separation or other approved means.
Media capable of burning in a gas power plant are:
Gas
Cables
Lubrication oil
The main method to prevent a gas fire is to design the fuel gas system safe.
Main manual gas shut off valve is located outside the engine room
Automatic shut off valves located inside engine room will shut off the engine specific fuel supply in an
engine stop.
Optionally engine specific gas shut off outside engine room (see chapter 5)
Burning gas must not be extinguished since the remaining unburned gas may explode.
Other possible causes for a fire are taken care of with a fire detecting and fighting system.
4.1 Fire detectors

There are normally at least two fire detectors per location. Fire detector types used are:
Differential heat detectors
Optical smoke detectors
The type used and the locations for the detectors will depend on the project and standards to be followed.
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4.2 Fire fighting equipment

Fire fighting system consists of:
Portable dry powder and/or CO2 extinguishers
Fire hydrants for fire hoses
Loose fire hose equipment to be connected to fire hydrants
Permanently connected fire hose reels
4.3 Gas detectors

The gas detectors are required to detect any gas leak. These are located in a position where a gas leak is
most likely to occur and be detected. See Figure 1. These are normally:
Above fuel gas regulating unit
At ventilation air outlet at the roof level
4.4 Alarm and shut down system description

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

The engine room ventilation system is required in order to supply sufficient combustion air to the engine and
to maintain the temperature in the engine room at a suitable level.
Ventilation can be classified as inadequate or adequate. The prerequisite for an engine room to be
unclassified area regarding explosion safety is that ventilation shall be adequate at all times including stand
by. Ventilation fans shall be zone 2 or class I div 2 approved.
An option is that fuel gas system is of special design. In this case the gas supply is closed per each engine
outside the engine room. This is done to keep the gas inventory low inside the engine room and thus
ventilation is not required in a stand by mode. (See chapter 7.1). In addition, in this design the fuel gas
system components up to the fuel gas regulating unit are done with welded joints and thus a possibility of a
gas leak is negligible.
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6 Emergency lighting
Emergency lighting shall be ex-classified in zoned areas including engine and compressor room to reduce
the risk of igniting any possible gas/air mixture in the power plant during any emergency.
7 Gas supply system

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

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

Natural gas is supplied from the distribution system and passes through a fuel gas regulating unit - or the
gas train. The fuel gas regulating unit provides the correct gas admission to the engine by regulating gas
feed pressure depending on the engine load. In addition, fuel gas regulating unit performs a leakage test of
the main slam shut off valves prior to every engine start.
7.2.1
Design
The main components of the GRU are (see Figure 4 and Figure 5):
Manual ball valve: V01
Inert gas line, closed with a cap.
Filter
Instrumentation such as pressure and temperature gauges and transmitters
Pressure regulating valve of diaphragm type, pilot operated, self regulating: V07
Main slam shut-off valves: V15 and V18, fail close
Ventilating valves: V14, V16, V19 (V14 is of fail close type while the others are of the fail open type)
The electrical components are ex-classified to be suitable for installation in zone 2 or class I division 2,
respectively. This is due to possible small leaks in the flanges or other connection, which makes a small
hazardous area around the unit flanges or connections.
Fuel gas regulating unit layout drawing is illustrated in Figure 4 and the P&ID is shown in Figure 5.
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Vent no 1
Control Air
Vent no 2
Compressed Air
Vent
Vent
Ball valve
Filter
Downstream pipe
Vent
Electro-pneumatic
shut-off valves
Pilot operated
Figure 4
Typical fuel gas regulating unit layout.
Figure 5
The P&ID of the fuel gas regulating unit.
The GRU includes shut-off valves and ventilation valves, which are located in the vent pipes. These vent
pipes are drawn as two separate lines up to the roof (see Figure 5). This is a hazardous area and it is
marked on the layouts as such (see Figure 1).
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Figure 6 shows the pressure regulator in the GRU.
Figure 6
The pressure regulator with functional units regulator, pilot valve and SAV valve.
The pilot operated pressure regulator is operated using control air from I/P converter.
The regulator consists of the main valve body and the functional units regulator, pilot valve and safety
shut-off valve (SAV).
Safety shut-off valve (SAV)
An additional safety shut-off valve may be installed if the inlet pressure to the GRU is higher than 6 bar. The
control element of the safety shut-off valve is installed on the inlet side of the body and shuts off the gas flow
if the outlet pressure in the main gas line rises above the pre-set limits. On detecting high pressure the SAV
measuring diaphragm and the switching bush move into the release position and the ball mechanism set the
valve stem free to close the SAV valve.
The safety shut-off valve can only be reopened by hand, after the outlet pressure at the measuring point has
been restored to a value below the re-engagement differential. If the SAV valve is closed, it will lead to a shut
down of the engine and depressurisation of the piping after regulating valve V07 resulting is the pressure
automatically decreased below the re-engagement differential.
Thus the following shall be done:
Reopen the SAV valve first slowly by dragging slightly (pressures will equalise)
After equalising open the valve completely
This is required to enable a safe and easy re-engagement of the SAV valve.
There is a feedback signal in the SAV to monitor the valve.
Figure 7 shows the main slam shut off valves in the GRU.
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Compressed Air
Vent
Vent
1
Pressure
Pressure
Transmitter
Switch
Figure 7
The shut-off valves with actuator (1), solenoid operated air valve (2) and solenoid operated vent
valve (3).
The GRU is equipped with two shut-off valves, installed in series. The valves are operated by admitting
compressed air into the actuator cylinders. The valves are closed by a spring when control voltage is cut off
and control air released from the actuator cylinders.
Gas trapped between the valves and in the pipe between the last shut off valve and the engine is vented to
the atmosphere through the solenoid operated vent valves (3). The vent valves V16 and V19 (additionally
V26 and V29 for PCC line) are closed as long as the operating voltage is applied. V14 (and V24 for PCC
line) is open as long as the operating voltage is applied. In running mode voltage is not applied to V14 and
the valve is closed.
Both the shut-off valves and the vent valves are operated by the PLC.
7.2.2
Function
Gas is mixed with the combustion air only in the intake channels in the cylinder head (see Figure 8). This
design ensures that only air is present in the charge air manifold, and thus the risk for explosions in the
engines charge air intake system is minimised.
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Control Air
Main gas line
Shut-off valves
Pressure regulator
GenSet
Figure 8
The flow chart of fuel gas regulating unit.
The gas pressure must always remain higher than the charge air pressure. There is a minimum and
maximum offset for the pressure difference. If the difference is outside the limits the engine will be shut
down.
Opening, closing and venting of the fuel gas regulating unit is electrically controlled through the PLC, while
the gas at the engine intake is regulated by solenoid valves controlled by WECS (Wrtsil engine control
system).
The fuel gas regulating unit operates "fail safe", i.e. the shut-off valves are closed and the vent valves V16
and V19 are opened in the event of a loss of electricity. Table I shows the alarm and shut down limits for fuel
gas regulating unit.
Table I
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Normal operation for fuel gas regulating unit. Normally the maximum inlet pressure to the
GRU is 6 bar g and optionally 16 bar g when regulating valve V07 is supplied with safety shut
off valve (SAV). In latter case, alarm and shut down are higher.
Alarm
P03=inlet pressure
High:6.3 bar g
Option: 16.0 bar g
Low: 1.5
P06=after V07
In case of PS: In case of PT: High: 4.5 bar g
7.2.2.1
Wrtsil Finland Oy
Shut down
P03=inlet pressure
High: 7.2 bar g
Option: 16.8 bar g
Low: P06 = after V07
In case of PS: In case of PT: 5.0 bar g
Normal stop or shut down
Normal stop occurs when an intentional stop command is given for the engine to stop. Shut down occurs
when it is necessary to stop the engine to prevent any damage for the equipment. The action for fuel gas
regulating unit shut off valves and ventilating valves is identical for normal stop and shut down.
The shut-off valves in the fuel gas regulating unit are closed during a normal stop sequence. Gas venting is
done the following way:
1.
V14 is opened for 5 seconds to relieve the overpressure between V07 and V15.
2.
V16 is opened and will remain so
3.
V19 is opened normally for 30 seconds to relieve the overpressure between the fuel gas regulating
unit and the engine and after that the valve is closed to prevent air to get into the gas piping.
7.2.2.2
Emergency
An emergency mode will close the shut-off valves on the fuel gas regulating unit and open venting valves
V16 and V19 ventilating space between slam shut off valves and between fuel gas regulating unit and the
engine.
At the same time the gas valves on the engine will close and the ignition is deactivated.
7.2.2.3
Plant emergency
A plant emergency mode is like a local emergency mode for all engines.
A plant emergency mode is activated by:
a gas detector sensing 20 % of LEL (option)
a fire detector which is activated
from a common panel by pressing emergency button
In addition, the main shut off valve outside the engine room or engine cell will be closed automatically by
PLC.
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Option is that a gas detector only gives an alarm and the operator takes the necessary actions. In this case,
a plant emergency mode would only be possible to activate only by pressing emergency button in a common
control panel.
7.2.3
Operation of the fuel gas regulating unit
7.2.3.1
Activation of the fuel gas regulating unit
It is assumed that all units are shut down but that power is available from the main grid (or an emergency
generator). It is also assumed that all units are in operational condition, that the various components of the
fuel gas regulating unit have been properly adjusted with the correct control elements (springs, etc.) installed,
gas of sufficient quantity, quality and pressure available, and the engine is ready for the start.
Before the planned start of the fuel gas system for the engine, the following should be checked:
1.
Make a visual check of the entire unit.
Check that no work is being performed on the unit, and that all flanges are bolted together and
that all connections are installed and secured.
2.
Dispose of any unsecured items or debris near the unit that may inhibit operation or could cause
injury.
3.
Ensure that the engine room is well ventilated and gas free.
4.
Check that the main gas valve (manual ball valve) on the fuel gas regulating unit is closed.
5.
Check that the gas inlet pressure is normal.
6.
Check that the control air pressure is sufficient to operate the system.
7.
Check that the manual vent valve on the gas train is closed.
8.
Open up all manual shut-off valves to instruments and control units.
9.
Check that the safety shut-off function on the pressure regulator is reset.
10. Check that the electrical control system is active and power available.
11. Open the gas main shut-off valve outside the building.
12. Open the main gas valve on the fuel gas regulating unit.
13. Control: that the fuel gas regulating unit is functioning properly.
14. Control: that the shut-off valves are gas tight.
15. Check that the engine is ready for start.
The fuel gas system is now ready and the engine can be started provided that the start blocking circuits for
the fuel gas system have not been activated.
Caution! If the fuel gas regulating unit has been opened for maintenance or repair, it
is essential to have the unit well purged to remove any trace of air before going
ahead with the starting process.
7.2.3.2
Monitoring of the fuel gas regulating unit
Note! The following is supplied as general information only. The operating personnel must decide what
actions are appropriate for the whole plant, while taking all equipment into consideration.
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The normal operation and supervision of the fuel gas system consist mainly of simple daily checks, such as:
1. Check temperature and pressures in the system.
2. Check the pressure drop over the filtration unit.
The condition of the filter is important for the reliable operation of the engine.
The filter should be replaced/cleaned when the condition deteriorates.
The pressure drop over the filter is 0.05 to 0.1 bar when the filter is new.
The filter should be cleaned at or before the pressure drop has increased to 0.2 bar (1 bar
pressure drop mentioned in the manufacturer's instructions is too high considering the low gas
pressure in the main supply line).
3. Check for leakage.
Caution! If gas is found to be leaking into the engine room, it is essential that the engine and the gas supply
system are shut down immediately. Leave the engine room and do not enter until the room has been
properly ventilated to remove any traces of gas.
7.2.3.3
Shutting down the fuel gas regulating unit for maintenance
During normal shutdown, perform the following checks (see Figure 9):
1. Close the main gas valve V01 on the gas train
2. Close the main shut-off valve outside the building.
3. Open the manual ventilation valve V13 if the fuel gas regulating unit is to be shut down for any
prolonged time.
Caution! If maintenance is to be performed on any part of the system, this may

require closing and locking of the main gas valve V01 (see Figure 5) and ventilating
the other parts of the system.
These actions will be decided and taken by local operating personnel.
Vent no. 1
Control Air
Vent no.2
Compressed Air
Vent
Vent
Ball valve
Filter
Downstream pipe
Pilot operated
Figure 9
Fuel gas regulating unit.
Electro-pneumatic
shut-off valves
Vent
7.2.3.4
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Emergency stop of the fuel gas regulating unit
If the operating condition of the power plant requires an immediate stop of the gas supply to the engine room
or engine cell, an emergency stop must be performed as follows:
1. Shut down the engine
Use any of the emergency stop buttons (installed on the engine control cabinet above the
flywheel and on the wall inside the engine room and the control room).
2. Close the main gas valve V01 (see Figure 9: ball valve).
Caution! If the shutdown of the system has been caused by a gas leak it is
imperative that all personnel evacuate the room in question immediately. They are
not allowed to re-enter the room until it has been properly ventilated to remove any
traces of gas.
8 Exhaust gas system

8.1 General
The protection of the exhaust gas system is essential part for the safe operation of lean burn gas engine
equipped power plant. Main protection methods are:
Correct design of the system
Explosion vents (rupture discs) installed in the system
Exhaust gas ventilation fan operation
In addition, explosion vents should be visually inspected periodically.
8.2 Piping design

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

The exhaust system is equipped with a ventilation system. The system consists of a centrifugal fan, a flow
switch and a butterfly valve equipped with a limit switch. This valve is opened and the fan is started either
after every engine stop or before every engine start ventilating the exhaust system. However, in an
emergency mode the fan is not operating.
The flow switch confirms that the fan is rotating. The capacity of the fan and the running time of it is chosen
such that it is able to change the volume in the exhaust system at least three times during the ventilation run.
Figure 10 shows exhaust gas ventilation system.
Explosion relief valves
fs
Exhaust stack
Boiler
Silencer
Flow switch
Control
system
Ventilation valve
Figure 10
Ventilation fan
Exhaust gas ventilation system.
8.4 Explosion vents

The exhaust system is also equipped with explosion vent valves to relief the excess pressure in the exhaust
system in the event of an explosion. The general rule is that the diameter of the explosion vent is at least of
the same as the exhaust gas pipe diameter. In addition, the vent duct above the explosion vent is of the
same diameter as the explosion vent. The length of the vent duct shall be minimised in order to reduce the
back pressure from the vent duct in an explosion. The explosion vent valve is designed to open at an excess
pressure of 0.5 0.05 bar at operating temperature.
The first explosion vent valve is located after the turbochargers. In a straight pipe, explosion vent valves shall
be installed every ten diameters.
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The silencer inlet and outlets are also equipped with explosion vents. The explosion vent in the inlet may
have been omitted if the distance from the previous explosion vent is less than 5 times the diameter. Only
absorption silencers with straight-through design are used. Reactive type silencers with internal chambers
are not allowed for lean-burn engines due to their disadvantages during an explosion. Gas may collect in the
reactive part in the chambers and thus a violent explosion is possible if unburnt gas is present.
The boiler is equipped with integrated explosion vents at the inlet and outlet of the boiler. The size of these
vents is dependent on the boiler design, but should as a minimum be of the same size as the inlet duct to the
boiler. If it is impossible to integrate these valves into the boiler, corresponding explosion vents are located in
the exhaust gas duct close to inlet and outlet of the boiler.
Explosion vents are ducted outdoors with a duct of at least the same size as the explosion vent. The duct is
covered with light-weight noise and weather protection.
The outlet of the duct is located so that personnel are not present during normal operation, and the proximity
of the outlet is clearly marked as a hazardous area.
Due to the gas velocities created by a possible explosion, under pressure may be created in the latter parts
of the system. Therefore, the stack is dimensioned to sustain an under pressure of 0.3 bar without collapse.
Also, available are active extinguishing systems for explosion prevention, such as explosion suppression.
These, however, are not a standard option for lean-burn engine equipped power plants, but have to be
considered case by case for special applications. A problem with these is that the actual position of the
ignition is not known. Thus the extinguishing system is nearly impossible to design.
Note! After a gas explosion the safety equipment shall be inspected and damaged
parts changed for new ones according to manufacturers' instructions. The reason for
explosion must be clarified and eliminated before the next start.
34SG-200349-10
Maintenance Schedule
04. Maintenance Schedule

04.1
General
The maintenance necessary for the engine is mainly dependent on the
operating conditions. The periods stated in this schedule are guidance
values only, but must not be exceeded during the guarantee period. It
may be possible to lengthen the stated maintenance intervals considerably depending on the engine load. See also the instruction books of
the turbocharger separate instructions for additional equipment and
chapter 03.
1 Before any steps are taken, carefully read the corresponding
item in this Manual.
2 Note the Risk Reduction in chapter 00A.
3 Note the Environmetal Hazards in chapter 02A.
4 At all maintenance work, observe the utmost cleanliness and
order.
5 Before dismantling, check that all systems concerned are
drained or the pressure released. After dismantling, immediately
cover holes for lubricating oil, gas and air with tape, plugs, clean cloth
or the like.
6 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 and the reason should be clearly
stated.
7 Always renew all gaskets, sealing rings and O-rings at
maintenance work. Note! The O-rings in the cooling water system
must not be lubricated with oil based lubricants, use soap or similar.
8 After reassembling, check that all screws and nuts are tightened and locked, if necessary.
Caution! When overhauling the engine, make absolutely sure that the automatic start and the priming pump are disconnected. Make also sure
that the starting air shut-off valve located before main starting valve
is closed. Then drain the engine starting air system to avoid engine
damage and/or personal injury.
Caution! When overhauling the engine, make absolutely sure that the generator breaker is secured/gear box is not engaged to avoid accidental turning of engine.
04 - 1
34SG-200349-10
Caution! Accidental turning of engine may cause engine damage and/or

personal injury.
04.2
Automatic prelubrication
04.3
Start process
04.4
Air coolers
Every second day, irrespective of the engine being in operation or not
Check operation
03.2
18.9
Once a week irrespective of the engine being in operation or not
Test start (if the engine on stand-by).

Interval: 50 operating hours
Check draining of air coolers
03.2
15.9
Check that the draining pipes are open, check if any leakage. 03.4.1
Automation
Check operating values
03.4.1
Check and record all operating values.

Cooling water system
Check water level in cooling system
19.1.4
Check the water level in the expansion tank(s) and/or the

static pressure in the engine cooling circuits.
Connecting rod
Check tightening of the connecting rod screws
11.3.4
07.3
Check the tightening of the connecting rod screws after the
first 50 operating hours on a new engine and, after overhaul,
those screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
Gas and lub. oil filters
Lubricating oil sump
Main bearings
Check pressure drop indicators
03.4.1
Replace filter cartridges if high pressure drop is indicated.
17.2
18.7
Check oil level in sump
18.2
Check oil level by means of dip stick, compensate for

consumption.
02.2
Check tightening of main bearing screws
10.2.3
07.3
Check the tightening of main bearing screws after the first 50
operating hours on a new engine and, after overhaul, those
screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
Running-in filter
Remove the running-in filter

After the first 50 operating hours, remove the running-in filter
and pump up the hydraulic jack.
Turbocharger
Water cleaning of compressor
15.3.3
Clean the compressor by injecting water.

Valve mechanism
04 - 2
Check valve clearances
12.2.4
Check the valve clearances after 50 hours running in new

and overhauled engines.
06.1
34SG-200349-10
04.5
Cooling water
Lubricating oil

Check water quality
19.2
Check content of additives.
02.3
Take oil sample
02.2.3
In a new installation or after change to use of a new lubricating oil brand, take samples for analyzing.
04.6
Air filter (on-built)

Clean turbocharger air filter
15.2
Remove the filter(s) and clean according to instructions of the

manufacturer (more often, if necessary).
El. lubricating oil pump
Regrease prelubricating pump
18.9
Regrease the pump under running condition.

Flexible coupling
Oil change/check of the coupling
Geislinger (Oil filled)
At first interval, change oil of the coupling.

Following (1000h) intervals, check oil level.See manufacturers
instructions.
Gas filter
Replace gas filter cartridges
Engine mounted
Clean the filter housing. The engine mounted filter cartridge

can be cleaned by pressurized air from inside, replace
cartridge if necessary.
Gas regulating unit, replace the filter cartridges.
Following intervals for both filters 4000 hours .
17.1
17.2
Clean and check the condition of the extension
16.4.4
On gas regulating unit

Ignition system
Replace O-rings.
Ignition system
Replace spark plugs
16.4.3
Prechamber non-return
valve
Clean and check the non-return valve
16.3
Clean the valve. Replace the spring. Check for wear, replace
parts if necessary.
04.7
Air cooler(s)

Check water side of charge air cooler(s)
15.9
The first time check and possible cleaning of the waterside. If

in good condition and deposits insignificant: future intervals
4000 running hours.
Centrifugal filter
Clean centrifugal filter(s)
18.8.2
Clean more often if necessary. Remember to open the valve

before the filter after cleaning.
Gas system
Lubricating oil filter
Maintenance of gas system

Make the leak test.
17.3
Replace lub. oil filter cartridges
18.7.2
Drain the filter housings. Clean the wire gauze and filter
housing. Replace the filter cartridges. (The cartridges are to
be replaced when the pressure difference indicator shows
too high pressure drop.)
Continue
18.2
04 - 3
Lubricating oil
Valves
34SG-200349-10
Change lubricating oil
18.2
Change oil in a new installation (wet sump installations). Take

samples for analyzing. If the analyzing values are positive and
if the oil supplier or engine manufacturer so recommend, the
intervals between changes can be based on regular analyzing.
In wet sump installations the oil change intervals may be in the
order of 6000 hours or more.
Clean all oil spaces when changing lub. oil.
02.2
Check valve clearances
12.2.4
Check valve clearances.
04.8
Air cooler(s)

15.9
Clean the charge air cooler(s)

Clean and pressure test. Look carefully for corrosion.
Measure the pressure difference over the charge air cooler
before and after cleaning. Use U-gauge.
Automation
Camshaft
Cooling water spaces
Crankshaft
Check connectors and cables
23.13
Check mounting and connections. Apply contact lubricant to

contact surfaces. Check tightness of connections. Check
condition of cables, wires and cable glands. Replace
damaged connectors and cables.
23.14
Inspect contact faces of camshaft
14.1.3
Check the contact faces of the cams and tappet rollers. Check
that the rollers rotate. Rotate the engine with the turning gear.
03.1
Inspect jacket water spaces on engine with cooled

turbocharger
15.2
Inspect turbocharger cooling water ducts for possible deposits.

If the deposits are 1mm or thicker, inspect the water side of
one cylinder liner through the plug in the engine block. If the
deposits are thicker than 1 mm, clean all liners and engine
block water space. Improve the cooling water treatment.
19.2
19.1.2
02.3
10.5
Inspect jacket water spaces on engine with

uncooled turbocharger
15.2
Inspect the water side of one cylinder through the plug in the
engine block. If the deposits are thicker than 1 mm, clean all
liners and engine block water space. Improve the cooling
water treatment.
19.2
19.1.2
02.3
10.5
11.2.2
Check crankshaft alignment

Check alignment, use form No. WV98V036. Alignment check
is performed on a warm engine.
Crankshaft
Check thrust bearing clearance
11.2.3
Check axial clearance.
06.2
Flexible coupling
Oil change of the coupling
Geislinger (Oil filled)
Change oil of the coupling.

See manufacturers instructions.
Gas filter
Replace gas filter cartridges
Engine mounted
Clean the filter housing. Replace the engine mounted filter

cartridge.
Gas regulating unit, replace the filter cartridges.
On gas regulating unit
Continue
04 - 4
17.1
17.2
34SG-200349-10
Starting air system
Clean the starting air filter

Clean the filter and replace sealings.
Valves and piston rings
12.A
Check cylinder tightness

Check cylinder tightness (valves, piston rings) with a pneumatic
test.
04.9
Exhaust manifold

Check for leaks
20.
Replace parts if necessary.

Gas admission valves
Replace the main and prechamber gas admission

valves
Hoerbiger
Gas regulating unit
Replace also the female connector.
17.4
17.5
Overhaul of gas pressure regulating and safety shutoff valves

Lube oil coolers
Starting motors
Clean the lube oil cooler
18.5
If the lube oil temperature before the engine is within normal

operating values (Section 01.1), the interval can be
prolonged. Unnecessary opening of the plate cooler should
be avoided. Clean the lube oil cooler before the alarm limit is
reached. Examine carefully for corrosion.
19.2
Check the starting motors

Check the starting motors gear wheels and flywheel gear rim.
Check oil level, and look for leaks. See manufacturers
instructions.
Wastegate
21.2
Check the function of the wastegate valve and actuator

Replace the positioner pilot valve.
04.10
HT-water pump
HT-water pump driving gear
HT-water thermostatic valve

Inspect HT-water pump
19.3.1
Dismantle and check. Replace worn parts.
Inspect HT-water pump driving gear
19.3.2
19.3.1
06.2
Clean and inspect HT-water thermostatic valve
19.1
Clean and check the thermostatic element, valve cone-casing and sealings.
LT-water pump
LT-water pump driving gear
LT-water thermostatic valve
Lube oil pump
Inspect LT-water pump
19.3.1
Dismantle and check. Replace worn parts.
19.3.2
Inspect LT-water pump driving gear
19.3.1
06.2
Clean and inspect LT-water thermostatic valve
19.4.1
19.4.2
Inspect the lube oil pump
18.3.3

Continue
04 - 5
Lube oil pump driving gear

Oil thermostatic valve
34SG-200349-10
Inspect lube oil pump driving gear
18.3.4
06.2
Clean and inspect oil thermostatic valve
18.6
Turbocharger
Inspect turbocharger bearings
Napier NA-chargers
Check and change if necessary.

Turbocharger
ABB TPL-chargers

Turbocharger
Hispano Suiza-chargers

04.11
Camshaft
Camshaft driving gear
Connecting rods
Connecting rods
Crankshaft
Cylinder heads
Cylinder liners
Cylinder liners
15.2
15.2
15.2

Inspect camshaft bearings
10.4.1
Replace if necessary.
Inspect intermediate gears
06.2
13.1
06.2
Replace big end bearing
11.3.3
Replace big end bearing. Inspect mating surfaces. Measure

the big end bore, use form No. 3211V012.
06.2
Inspect the small end bearings

Inspect the small end bearings. Replace if necessary.
11.3.3
06.2
Inspect main bearings
10.2.2
Inspect one main bearing. If in bad condition, check/change

all main bearings. Note the type of bearing in use and do the
inspection accordingly.
06.2
Overhaul of cylinder head
12.2.3
Dismantle and clean the underside, inlet and exhaust valves

and ports. Inspect cooling spaces and clean, if necessary.
Grind the valves. Inspect the valve rotators. Check rocker
arms.
Replace the O-rings in the valve guides and on the exhaust
valve seat rings.
Replace the O-rings at bottom of cylinder head screws at
every overhaul.
Replace the knocking sensors by new ones.
12.2
12.3
14.1.3
Inspect the cylinder liners
10.5.1
Measure the bore using form No. 3410V019, replace liner if

wear limits are exceeded. Hone the liners. Renew the antipolishing ring.
06.2
Inspect cylinder liner water side
19.2
Pull all cylinder liners. If the deposits are thicker than 1 mm,
clean all liners and the engine block water space. Replace
the O-rings in the bottom part by new ones at every overhaul
10.5
Continue
04 - 6
34SG-200349-10
Flexible coupling
(Oil filled)
Check the flexible coupling

Dismantle and check flexible coupling acc. to manufacturers
recommendations.
Replace the main and prechamber gas admission

valves
Woodward
In installations where connectors used, replace also the

female connector.
Clean the main gas admission valve filter insert
Woodward
Clean the main gas admission valve filter insert. Replace if

needed.
Gas system
Maintenance of gas system

Replace sealings in pipe connections, check sealing faces
for wear and corrosion. Make the leak test.
Hydraulic jack
17.4
17.5
17.3
Check function
Replace O-rings in the hydraulic jack if they are leaking when
lifting the main bearing cap.
Pistons
17.4
17.5
10.2.1
Inspect the pistons
Pistons, piston rings
Prechamber
Composite pistons must be dismantled for inspection of

mating surfaces between piston skirt and piston crown.
Inspect and clean oil spaces.
11.B
Inspect pistons and replace piston rings
11.3.3
Pull, inspect and clean. Check the height of the ring grooves,
use form No. 3410V023.
Check the retainer rings of the gudgeon pins. Replace
complete set of piston rings. Note the running-in programme.
11.3
06.2
03.8
Clean the nozzles

Clean the nozzles and check for wear and cracks. Replace
prechamber if necessary. Replace the O-rings and the
bottom sealing ring.
16.3
Change oil in turning device
02.2.5
Regrease the drive shaft.
03.9
Check valve mechanism parts
14.1.3
Check tappets.
06.2
Vibration damper
Take oil sample from vibration damper
11.2.1
Viscous type
Take oil sample for analyzing.
Turning device
Valve mechanism
04.12
Engine fastening bolts

Check tightening of engine fastening bolts
07.3
Exhaust manifold
Check expansion bellows
20.2
Flexible coupling
(Oil supply from engine)

Dismantle and check flexible coupling acc. to manufacturers
recommendations.
Turbocharger
Replace turbocharger bearings
15.2
Replace turbocharger bearings.

04 - 7
04.13
Connecting rods
34SG-200349-10

Replace connecting rod screws
Replace connecting rod screws at latest 32 000 h with new
ones.
Connecting rods
11.3.3
06.2
Replace connecting rod shims

Replace connecting rod shims at latest 32 000 h with new
ones.
11.3.3
06.2
Turbocharger
Check rotor balance
15.2
Napier
Check rotor balance every 32 000 hours or every 4 years. See

manufacturers instructions.
15.5
04.14
Crankshaft

Replace intermediate gear bearings
13.1
Replace parts.
06.2
Inspect crankshaft
Inspect the crankshaft for wear.
Engine foundation
Check flexible elements of engine foundation
Flexible mounted
Flexible coupling
06.2
Dismantle and check flexible coupling according to

manufacturers instructions.
Replace spring packs/inner star if necessary.
Turbocharger
Replace rotor
Lifetime dependent of opereting conditions.
04 - 8
15.2
32-9801
Maintenance Tools
05.Maintenance Tools
05.1
General
Maintenance of a engine requires some special tools developed in the
course of engine design. Some of these tools are supplied with the
engine, and others are available through our service stations or for
direct purchase by the customer.
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 requirements.
This list presents a comprehensive selection of tools for the Wrtsil
Vasa 32 engine family.
Tool sets are grouped in order to facilitate selection for specific service
operations. This makes the job of the end-user much easier.
05.1.1.Use of this list

1 Read the corresponding item in this Instruction Book before
any maintenance 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.
05.1.2.Ordering of Maintenance tools

1 Find the part(s) that interests you in the following pages.
2 Select the tools or parts required, note that tools which are
part of standard deliveries are mentioned in the installation specific
delivery lists. You can use the code number in the following page
when ordering.
3 Make a note of the specifications and other information as
stated in the Inquiry/Order List.
4 Send the order to your local service station printed on the
Inquiry/Order List. All commercial terms are stated in the Inquiry/Order List. When possible, state installation name and engine
number(s) when ordering.
Note! This chapter includes all available tools for above mentioned engine types. See also the installation specific tool lists. Some of the
tools are applicable for certain cylinder numbers and with certain
engine mounted equipment.
05 - 1
Maintenance Tools
Main Bearings
Code
803000
846058
851000
851010
851020
860081
860082
860100
861009
861010
861011
861012
861027
861028
861040
861100
861120
861186
861187
Description
Stud remover M42
Stud remover M56
Turning tool for main bearing shell
Turning tool for main bearing shell
Turning tool for thrust washers & bearing shell
Flexible hose 3000 mm, (low p. pump) (1)
Low pressure pump (150 bar) (1)
High pressure pump (1000 bar) (1)
Distance sleeve M56
Pin for tightening of nuts M56
Flexible hose 800 mm (1)
Distance sleeve M42
Lifting tool for hydraulic cylinders M56
Hydraulic cylinder M56 (1)
Extension piece M42 for main bearing side screws (2)
Extension piece M42 for main bearing side screws (2)
32-9801
100
Drawing No.
4V80D0012
3V84G0189
4V85B0023
4V85B0016
3V85B0015
1V86A0018
4V86A0033
3V86B0039
4V86B0002
3V86B0046
4V86B0011
3V86B0052
3V86B0079
3V86B0078
4V86B0133
3V86B0134
(1) Including quick couplings

(2) Only for flexible mounted engines equipped with rubber cushions
in V-configuration.
05 - 2
32-9801
Maintenance Tools
Cylinder Liner
Code
800009
834050
835041
836000
836017
836018
836019
842010
842025
842026
860100
861012
Description
Dismantling tool for antipolishing ring (1)
Hydraulic extractor
Assembly tool for antipolishing ring
Suspending & removing tool, complete
Dismantling tool for antipolishing ring (2)
Lifting tool
Extractor (3)
Honing equipment
Honing stones 25x25x250, including holder, coarse
Honing stones 25x25x250, including holder, fine
100
Drawing No.
2V83G0077
3V83E0061
3V83F0105
3V83G0073
3V83G0078
2V84C0031
4V86A0033
(1) Only for 32 DF

(2) Code 836017 marked with A only for 34 SG
05 - 3
Maintenance Tools
Connecting Rod, O-Profile
Code
803000
835010
835020
846000
860100
861011
861012
861027
861028
861120
Description
Stud remover M42
Protecting sleeve for connecting rod tooth (1)
Lifting tool for big end bearing cap (1)
Distance sleeve M42
(1) Only needed for V-engine

05 - 4
32-9801
110
Drawing No.
4V80D0012
4V83F0062
2V83F0063
1V84G0191
4V86A0033
3V86B0046
4V86B0011
3V86B0078
32-9801
Maintenance Tools
Connecting Rod, H-Profile
Code
803005
835010
835020
835030
835040
846000
860100
861011
861012
861028
861039
861039
861130
861141
Description
Stud remover M45x3
Mounting screw M45x3
Locking nut for mounting screw
Lifting tool for big end bearing cap (1)
Distance sleeve M45x3, long (3)
Distance sleeve M45x3, short (1)
Hydraulic cylinder M45x3 (2)
Extension piece (3)
110
Drawing No.
3V80D0020
3V83F0082
2V83F0083
3V83F0084
4V83F0085
1V84G236
4V86A0033
4V86B0011
3V86B0102
3V86B0136
3V86B0139
3V86B0137
(1) Only needed for V-engine

(3) Only for In-line engine
05 - 5
Maintenance Tools
Connection Rod, Marine Head
Code
803022
803023
860100
861012
861028
861156
861157
861163
861164
861184
861190
Description
Stud remover M30
Stud remover M24
Hydraulic tool M30 (1)
Distance sleeve M30
Hydraulic tools M24 (1)
Distance piece M24
05 - 6
32-9801
110
Drawing No.
4V86G0026
4V80D0030
4V86A0033
4V86B0011
3V86B0186
2V86B0187
2V86B0201
2V86B0204
4V86B0034
32-9801
Maintenance Tools
Connection Rod, Marine Head, R-eng.
Code
835042
835082
835083
835084
835085
835086
835087
835088
835090
835091
Description
Assembly rail
Sledge
Support
Support arm
Support arm
Mounting screw M30
Protecting cap for screw M30
Limiter for piston
Fastening arm
Sledge
110
Drawing No.
1V83F0215
2V83F0212
2V83F0214
3V83F0163
3V83F0217
3V83F0180
4V83B0269
3V83F0178
3V83F0211
1V83F0213
05 - 7
Maintenance Tools
32-9801
Connection Rod, Marine Head, V-eng. 110
Code
835042
835080
835082
835083
835084
835085
835086
835087
835088
Description
Assembly rail
Protecting cover (1)
Sledge
Support
Support arm
Support arm
Mounting screw M30
Protecting cap for screw M30
Limiter for piston (1)
(1) Not for 32 DF and 34 SG
05 - 8
Drawing No.
2V83F0171
3V11T0718
2V83F0165
3V83F0166
3V83F0163
3V83F0177
3V83F0180
4V86B0269
3V83F0178
32-9801
Maintenance Tools
Piston
Code
800001
800002
800105
800106
802000
835000
835000
843000
Description
Piston ring pliers
Pliers for securing ring
Measurement tool, micrometer 5-30 mm
Spare tips for pliers 800002, straight
Tap M12
Lifting tool (1)
Lifting tool (2)
Clamp tool for piston rings
110
Drawing No.
4V84L0018
4V84L0016
2V83F0058
3V83F0159
1V84D0011
(1) for 32 and 32 GD

(2) for 32 LN and 32 LNGD
05 - 9
Maintenance Tools
Piston, 32DF and 34SG
Code
800001
800002
800105
800106
835000
835000
835088
835089
843000
Description
Piston ring pliers
Measurement tool, micrometer 5-30 mm
Spare tips for pliers 800002, straight
Lifting tool (1)
Lifting tool (2)
Limiter for piston
Extension for connecting rod
Clamp tool for piston rings
(1) Only for 34 SG

(2) Only for 32 DF
05 - 10
32-9801
110
Drawing No.
4V84L0018
4V84L0016
2V83F0192
1V83F0221
3V83F0204
1V83F0190
1V84D0043
32-9801
Maintenance Tools
Cylinder Head
Code
800000
800010
837000
837050
841010
841015
841030
846050
846052
848055
848060
Description
Stud remover 5-20
Removing tool for injection & starting valve (1)
Extractor for exhaust valve seat ring
Grinding tool for seal surface, injection valve (1)
Felt washer for grinding tool (1)
Valve seat grinder
Mounting tool for seat rings (inlet & exhaust)
Service trestle for cylinder head
Pressure test tool for water jacket D=450 mm
Pressure test tool for water jacket D=440 mm
120
Drawing No.
4V80L04-1
4V83H0077
3V-T19189
3V84B0117
4V84B0111
4V84B0130
2V-T17415/2
0V-T22387
3V-T029310
3V-T022401
05 - 11
Maintenance Tools
Cylinder Head
Code
808000
832000
834000
834050
841000
848000
860100
861009
861010
861011
861012
861100
Description
T-wrench for indicator valve (1)
Lifting tool
Mounting & dismantling tool for valves
Hydraulic extractor
Grinding tool for valves
Valve clearance feeler gauge
High pressure pump (1000 bar ) (2)
Distance sleeve M56

05 - 12
32-9801
120
Drawing No.
4V80K0006
1V83C0060
3V84G0352
3V83E0061
4V84B0108
3V84K0035
4V86A0033
3V86B0039
4V86B0002
3V86B0079
32-9801
Maintenance Tools
Tools for Pre Chamber, V-engine
Code
806023
820000
820006
820011
837053
837054
Description
Bit, hexagon socket screw 10 with 1/2" square drive
Torque wrench 20-100 Nm
Extension bar B12.5x250
Spark plug socket
Extractor
Extractor for check valve
120
Drawing No.
4V80L0001
4V92K0207
4V12T0273
3V83H0176
3V83H0175
05 - 13
Maintenance Tools
Tools for Intermediate Gear
Code
803010
834050
834053
834055
834056
834057
834058
834061
834062
834063
846058
846060
860100
861010
861012
861028
861144
861145
861188
861189
Description
Mounting tool for shaft
Hydraulic extractor (1)
Mounting & dismantling tool for bearing
Mounting tool
Mounting tool
Mounting tool
Mounting tool
Stud for 834057
Nut for 834057
Extractor for 834057
Stud remover M56
Stud remover M48
Distance sleeve M56
Distance sleeve M48
05 - 14
32-9801
130
Drawing No.
3V80D0013
3V83E0061
3V83E0078
4V83E0080
3V83E0133
3V83E0134
3V83E0079
3V83G0189
3V84G0251
4V86A0033
4V86B0002
4V86B0011
3V86B0150
3V86B0135
2V86B127
3V86B0125
32-9801
Maintenance Tools
Tools for Planetary Gear, R-engine
Code
834050
834059
834060
834064
860100
861011
Description
Hydraulic extractor (1)
Mounting tool
Mounting tool
Guiding ring
High pressure pump (1000 bar ) (1)
130
Drawing No.
3V83E0061
3V83E0135
3V83E0137
3V84G0377
4V86A0033
05 - 15
Maintenance Tools
Injection Equipment
Code
806050
809018
809019
809022
820001
831000
845020
845021
845022
845023
862000
863000
864000
864006
864011
864012
Description
Flare nut wrench for tightening, 36 mm
Long socket wrench 24 x 12.5L with 1/2"
Long socket wrench 27 x 12.5L
Long socket wrench 41 x 20L with 3/4"
Eye bolt for lifting
Nozzle cleaning kit, complete
Brass wire brush
Shaft for nozzle needles
50 nozzle needles
Funnel for flowing
Limiter for fuel rack movements
Testing tool for injection valve
Pipe
Pressure gauge (400 bar )
Pressure gauge (1000 bar ) (1)
(1) Only for 32 LN and 32 LNGD
05 - 16
32-9801
160
Drawing No.
4V80G0032
4V80L0006
4V83B0001
4V84L0014
4V84L0015
4V84L0013
3V86C0029
4V86D0004
3V86E0029
32-9801
Maintenance Tools
Tools for Multi-Needle injection Valve
Code
806050
806056
807052
809019
809033
809034
820010
820012
831005
837051
837052
846057
847011
847012
847013
861012
861149
864009
864010
Description
Flare nut wrench for tightening, 36 mm
Tightening tool for gas injection valve
Socket wrench
Box wrench head 13
Fixing tool for injection valve
Lifting tool
Extractor for gas connection pipe
Assembly tool for gas nozzle
Flange for pressure test
Plug for connection piece
Pressure reducing valve
Quick coupling, male
Testing tool for injection valve
Adapter for nitrogen gas fuel connection
160
Drawing No.
4V80G0032
4V80G0035
4V80H0017
4V92K0208
4V92K0207
4V92K0207
2V84G0263
3V83H0163
3V83H0162
4V84G0334
3V84H0057
4V31E0212
4V84H0068
4V86A0034
1V86E0091
4V86E0110
05 - 17
Maintenance Tools
Turbocharger
Code
865001
865002
Description
Maintenance tools (1)
Blanking tool for turbocharger (1)
32-9801
372
Drawing No.
(1) State engine number, turbocharger type and serial number / HTnumber when ordering.
05 - 18
32-9801
Maintenance Tools
Miscellaneous Tools
Code
805000
806040
808010
834010
834050
837010
837020
837030
845000
845010
846011
846030
846050
846059
Description
Eye bolt screw M10
Special key for camshaft flange screws
Resetting tool for overspeed trip
Mounting & removing tool bearing bush (1)
Hydraulic Extractor
Extractor for water pump impeller
Mounting tool for overspeed trip & elastic link rod
Brushes for cleaning of charge air cooler (3-pack)
Brushes for cleaning of lubricating oil cooler (3-pack)
Mounting screw for plate heat exchanger
Adjusting tool for mec. overspeed trip device release
Mounting tool for seat rings (inlet & exhaust)
AMP hand crimping tool
900
Drawing No.
4V80G0017
2V80K0009
3V83E0061
4V83H0073
4V84F0007
4V84F0006
4V84G0234
4V84G0232
2V-T17415/2
4V84G0475
(1) Two versions. Specify inner diameter (150 or 165) of camshaft

bearing bush when ordering.
05 - 19
Maintenance Tools
Miscellaneous Tools
Code
842024
848010
848020
849001
860170
861050
861055
866011
Description
Service-box for schaller oil mist detect (1)
Measure gauge for crankshaft deflection
Checking tool for cylinder / valves tightness
Tool locker
Air operated hydraulic unit
Distance sleeve for small counterweight mounting (2)
Distance sleeve for big counterweight mounting (3)
U-manometer for measuring of crankcase pressure
(1) Only for 32 and 32 LN

(2) Only for 9R32
(3) Only for 4, 6 ,8R and V-engines
05 - 20
32-9801
900
Drawing No.
4V84L0012
4V80L0003
4V86B0107
4V86B0048
4V86B0081
4V86G0037
32-9801
Maintenance Tools
Miscellaneous Tools for 32 DF and 34 SG 900
Code
805000
806040
808010
834050
837030
845000
846025
846050
846059
848010
848020
849001
860170
861055
864013
Description
Eye bolt screw M10
Special key for camshaft flange screws
Mounting & removing tool bearing bush (1)
Hydraulic Extractor
Brushes for cleaning of charge air cooler (3-pack)
Mounting tool for charge air cooler
Mounting tool for gas seat rings (inlet & exhaust)
AMP hand crimping tool
Measure gauge for crankshaft deflection
Checking tool for cylinder / valves tightness (2)
Tool locker
Air operated hydraulic unit
Distance sleeve for big counterweight mounting
Testing tool for ignition timing (2)
Drawing No.
4V80G0017
2V83H0173
3V83E0061
4V84F0007
2V84G0219
2v-T17415/2
4V84G0475
4V84L0012
4V80L0003
4V86B0107
4V86B0081
2V86G0042
(1) Two versions. Specify inner diameter (150 or 165) of camshaft

bearing bush when ordering.
(2) Only for 34 SG
05 - 21
Maintenance Tools
Additional Tools for V-eng. and 4R32
Code
806051
834040
837030
846040
866010
Description
Swivel head 3/4" square drive
Mounting & removing tool for balancing shaft (1)
Dismantling tool for thermostat valve
Intermediate piece for measuring gauge
(1) Only for 4R32
05 - 22
32-9801
900
Drawing No.
4V80H0020
3V-T19189
4V84G0218
4V86G0033
32-9801
Maintenance Tools
High Pressure Pump
Code
860100
860150
860171
861011
861012
861016
861101
861147
861148
861183
861190
Description
Manometer
Sign plate
Quick coupling, female
Flexible hose 800 mm
900
Drawing No.
4V86A0033
4V51L0085
3V52B0126
4V86A0035
4V86A0034
4V86A0068
4V86A0067
4V86A0055
05 - 23
Maintenance Tools
Low Pressure Pump
Code
860074
860076
860079
860080
860081
860082
Description
Straight male stud
Quick coupling, female
Low pressure pump (150 bar ) (1)
05 - 24
32-9801
900
Drawing No.
4V34L0135
4V86A0012
4V86A0012
4V86A0067
1V86A0018
32-9801
Maintenance Tools
Tightening Tools
Code
806000
820000
820001
820003
820004
820005
820006
820007
820010
820012
Description
Hexagon bar kW 27
Ratchet handle 20 x 630 with 3/4" square drive
Ratchet handle 12.5 x 300 with 1/2" square drive
Speed brace B12.5 x 500
Extension bar B12.5 x 250, 1/2" square drive
Adapter socket wrench A20 x 12.5 with 3/4"x 1/2"
Torque wrench 75-400 Nm (1)
Torque wrench 8-40 Nm (1)
900
Drawing No.
4V80G0018
4V92K0207
4V80L0006
4V80K0014
4V92K0207
4V92K0207
(1) Only for 32 GD and 32 LNGD
05 - 25
Maintenance Tools
Hand Tools
Code
803021
804000
806012
806013
806014
806015
806016
806017
806018
806019
806021
806022
806023
806031
806032
806033
806040
809017
809018
809021
809023
05 - 26
Description
Screw driver 2 x 12M
Non recoiling hammer D40
Key for hexagon socket screw 4
Bit, hexagon socket screw 6, 1/2" square drive
Special key for hexagon socket screw 10
Long socket wrench 13 x 12.5L with 1/2" square drive
Long socket wrench 24 x 12.5L with 1/2" square drive
Long socket wrench 30 x 20L with 3/4" square drive
Socket wrench with 30 x 20 3/4" square drive
32-9801
900
Drawing No.
4V84L0019
4V80L0005
4V80L0001
4V80L0001
4V80L0001
4V80L0001
4V80L0001
4V80L0001
4V80G0017
32-9801
Maintenance Tools
Hand Tools
Code
807001
807002
807003
807004
807005
807011
807012
807013
807014
807015
807016
807017
807018
807040
807051
809011
809012
809013
809014
809015
809016
Description
Box wrench 10-11
Box wrench 12-14
Box wrench 13-17
Box wrench 19-22
Box wrench 30-32
Engineers wrench 10-11
Combination wrench AL 36
Box wrench 24-27
Socket wrench 10 x 12.5 with 1/2" square drive
900
Drawing No.
05 - 27
Maintenance Tools
05 - 28
32-9801
34SG-200314-06
Adjustments, Clearances and Wear Limits
06. Adjustments, Clearances and Wear Limits

Adjustments
06.1.1 Valve timing
The valve timing is fixed and cannot be changed individually, cylinder
by cylinder.
Schematic valve timing
TDC
Inlet valve opens
Outlet valve closes
IN LET V ALVE
AUST VAL
VE
EXH
06.1
Outlet valve opens
Inlet valve closes
BDC
Fig 06-1
3206549232
Valve clearances, cold engine:. . . . . . . . . . . . . . inlet valves 0.7 mm

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . exhaust valves 1.2 mm
06.1.2 Set values for overspeed trip devices

Nominal speed
Tripping speed
OTM-module
720 RPM
750 RPM
830 10 RPM
860 10 RPM
850 10 RPM
885 10 RPM
06 - 1
06.2
Clearances and wear limits (at 20C)

Drawing dimension (mm)
Part, measuring point
03
10
Turning device driving gear backlash

drive gear/ flywheel gear rim
Main bearing clearance
(also flywheel bearing)
Journal, diameter
Journal, out of circularity
Journal, taper
Main bearing shell thickness
Trimetal shells
Bimetal shells
Bore of main bearing housing
Assembled bearing bore
Thrust bearing, axial clearance
Thrust washer thickness
Camshaft bearing clearance
Camshaft diameter
Camshaft bearing bush, thickness
Camshaft bearing housing, bore
Camshaft thrust bearing housing, bore
Camshaft thrust bearing clearance
Camshaft thrust bearing, axial clearance
Cylinder liner, diameter
11
34SG-200314-06
Cylinder liner, out of cylindricity at TDC

Anti-polishing ring, wall thickness
Big end bearing clearance
Crank pin, diameter
Crank pin, out of circularity
Crank pin, taper
Big end bearing shell thickness
Bimetal shells (Al-based)
Big end bore
Max.
Min.
1.20
0.30
Normal
limit
clearance Wear
(mm)
(mm)
0.270-0.374
300.000
0.015
0.015/100
299.968
7.390
7.390
7.370
7.370
315.032
300.342
315.000
300.270
14.850
14.800
165.000
7.435
180.025
165.200
85.035
75.125
164.975
7.420
180.000
165.145
85.000
75.060
299.8
0.05
0.025/100
Section
10.2.2
7.32 mm
0.20-0.46
0.130-0.210
165.25
75.25
0.060-0.144
0.250-0.700
340.107
340.050
0.03
7.25
7.20
1.0
top: 340.80
bottom: 340.30
0.25
0.210-0.304
270.000
0.015
0.015/100
269.968
5.915
5.900
282.032
282.000
270.272
270.210
150.000
169.955
150.155
149.986
169.930
150.090
9.930
9.910
269.920
0.05
0.025/100
Section
11.3.3
5.84 mm
281.90
0.10
ovality
Gudgeon pin bearing clearance
Gudgeon pin diameter
Small end bore
Connecting rod axial clearance in piston
Small end bearing bush, thickness
Clearance gudgeon pin - piston
06 - 2
0.7
14.60
0.36
0.090-0.169
150.180
0.5 -1.0
0.010-0.036
34SG-200314-06

Bore diameter in piston
Compression ring end gaps
Max.
Min.
150.022
150.010
(C95)
(C86)
Normal
limit
clearance Wear
(mm)
(mm)
150.050
1.00 -1.30
1.30 -1.60
Oil scraper ring end gaps
12
13
14
(C87)
Piston ring height clearance:
Compression ring I
Compression ring II
Oil scraper ring
Piston ring groove height: Groove I
Groove II
Groove III
Valve guide diameter assembled
Valve stem diameter
Valve stem clearance
Valve seat deviation relative guide
(max. value)
Inlet valve seat bore in cylinder head
Exhaust valve seat bore in cylinder head
outer bore
inner bore
Prechamber nozzle holes
Intermediate gear of camshaft drive
bearing clearance
axial clearance
Bearing diameter
in situ
Bearing journal
diameter
Camshaft driving gear backlash:
Crankshaft gear wheel (1)/
intermediate gear wheel (3)
Intermediate gear wheel /
large intermediate gear wheel (10)
Small intermediate gear wheel (11)/
camshaft gear wheel (12)
Valve tappet, diameter
Guide diameter
Diameter clearance
Tappet roller bore diameter
Bush diameter, outer
Bush diameter, bore
Tappet pin diameter
Bearing clearance roller-bush
bush-tappet pin
Rocker arm bearing diameter, in situ
Bearing journal diameter
Bearing clearance
Yoke pin diameter
Yoke bore diameter
Diameter clearance
1.20 -1.50
0.143-0.195
0.100-0.145
0.063-0.105
8.160
6.120
8.080
24.135
24.000
0.100-0.156
0.5
0.5
0.3
8.50
6.45
8.30
24.25
23.95
0.30
0.102-0.179
0.33 -0.52
6.50
Section
10.2.2a
0.70
8.130
6.090
8.050
24.100
23.979
0.10
112.022
112.000
122.025
110.022
6.05
122.000
110.00
5.95
120.157
120.000
120.102
119.978
0.148-0.716
0.178-0.582
0.178-0.582
79.940
80.046
79.910
80.00
38.025
37.975
30.028
29.993
38.00
37.959
30.007
29.980
0.060-0.136
37.90
30.08
0.025-0.066
0.014-0.048
70.109
70.000
70.032
69.981
70.4
0.032-0.128
29.935
30.021
29.922
30.000
30.1
0.065-0.099
06 - 3

18
19
21
Lubricating oil pump diameter of shaft

Bush hole diameter, mounted
Bearing clearance
Axial clearance
Backlash for driving gear
- R32
- V32
Base tangent length
- R32
for driving gear
- V32
Water pump backlash
- R32
for driving gear
- V32
Base tangent length
- R32
- V32
Backlash for starting motor drive
06 - 4
Max.
Min.
49.920
50.039
49.895
50.000
34SG-200314-06
Normal
limit
clearance Wear
(mm)
(mm)
0.085-0.190
0.20 -0.30
0.35-0.49
0.37-0.57
86.662
86.064
0.25
86.626
86.016
0.54-0.68
0.57-0.68
53.801
61.228
53.759
61.186
53.60
0.5-0.8
34SG-200339-09
Tightening Torques and Use of Hydraulic Tools
07. Tightening Torques and Use of Hydraulic

Tools
07.1
Tightening torques for screws and nuts

Note! See section 07.3 for hydraulically tightened connections!
The position numbers in the tables below refer to the corresponding
figures A to I, which are located in the engine according to Fig 07-1.
Always tighten to stated torque shown in the tables. A loosen screw
connection might cause serious damages/human injury.Threads and
contact faces of nuts and screw heads should be oiled with lubricating
oil unless otherwise stated. Note that locking fluids are used in certain
cases.
Note! Molycote or similar low friction lubricants must not be used for any
screws or nuts. Great risk of over tensioning of screws.
1 Nm = 0.102 kpm
Tightening torques
C
B
H
I
Fig 07-1
3207130338
07 - 1
34SG-200339-09
A: Crankshaft and flywheel, Starting motor
3
5
Fig 07-2
Pos.
07 - 2
3207070338
Screw connection
Torque (Nm)
1. Split gear on crankshaft, all M20 screws.

Apply Loctite 262 on threads, see section 07.2
60030
2. Flywheel bolts, M30
120060
3. Flywheel bolts, fitted bolts
65030
4. Flywheel bolts, M16
20015
5. Gear rim bolts, M12
1455
6. Fastening screw for pinion.

1055
34SG-200339-09
B: Intermediate gear
5
4
Fig 07-3
Pos.
3207579045
Screw connection
1. Centre bolts, M56
Torque (Nm)
20010
2. Shaft bolts, M8
231
3. Fastening bolts, M12
855
4. Shaft plate bolts, M10.

455
5. Cover bolts, M10.
455
Note! See section 07.3 for hydraulically tightened connections!
07 - 3
34SG-200339-09
C: Camshaft and control mechanism
4
1
Fig 07-4
3207029720
Pos.
Screw connection
Torque (Nm)
1. Camshaft flange connection screws.

Torque wrench setting with tool 4V80G17 (806040).
The screws are treated with locking compound
and can be used only once. Replace the screws
with new, treated ones. Only Driloc 201 or Driloc
211 should be used.
1605
135
2. Camshaft gear, flange connection screws.

1305
3. Housing fastening screws.
855
4. Extension piece, flange connection screws.

455
Note! Torque wrench settings must be recalculated if another tool combination than 4V80G17 (item 17-37 in chapter 05) and torque
wrench (item 16-02 in chapter 05) is used for the camshaft flange
connection.
M1 = 135 Nm
75
M= 160 Nm
07 - 4
L=430 mm
L
M1 = 160 *
L+75
34SG-200339-09
D: Cylinder head
Fig 07-5
Pos.
3207039720
Screw connection
Torque (Nm)
1. Rocker arm console, fastening nuts. When reassembling stud bolts apply Loctite 270 on threads,
see section 07.2
25010
2. Prechamber fastening nuts
1305
3. Nuts for valve tappet guide block

Note! The studs must be locked with Loctite 243.
20010
4. Plug for cylinder head (with steel sealing ring)
455
5. Screw for knocking sensor

Bosch
PCB
205
61
6. Sensor pockets for exhaust gas temperature.

Note! Pockets mounted in the cylinderhead.
101
07 - 5
34SG-200339-09
D: Prechamber
1
2
Fig 07-6
Pos.
3207049720
Screw connection
Torque (Nm)
1. Locking screw for check valve
555
2. Upper body/lower body
555
3. Spark plug
No lubricating on the threads.
444
Note! Do not lubricate the spark plug threads. Lubrication will reduce the
heat transfer from the spark plug which will reduce the spark plug
life time and may cause pre-ignition.
07 - 6
34SG-200339-09
D: Main gas admission valve

Type 1
Type 2
1
2
Fig 07-7
3207059720
Screw connection
Torque (Nm)
Type 1
Type 2
1. Valve fastening screws
20-2
255
2. Screws for pipe connections
255
255
07 - 7
34SG-200339-09
E: Piston
Piston of type 1
Fig 07-8
3207959542
Piston
5. Piston crown connection screws.
1. Lubricate threads and contact
surfaces with Molycote Paste G-n-plus.
2. Tighten the screws crosswise.
3. Loosen the screws.
4. Pre-tighten the screws crosswise.
5. Tighten the screws crosswise further with an
angle of
6. Test for the right tightness. Screw should not
move when tightening by 65 Nm torque.
Note! If the free length of the screws exceeds
166 mm the screws must be replaced.
07 - 8
Torque (Nm)
80 Nm
20 Nm
90
34SG-200339-09
F: Turbocharger fastening screws
Fig 07-9
3207069720
Turbocharger type
Screw pos.1
Torque (Nm)
NA-355, M24
58530
TPL 65, M20
54020
HS 5800, M16
27010
07 - 9
34SG-200339-09
G, H: Engine driven pumps
Fig 07-10
Pos.
32071010337
Screw connection
1. Driving gear of engine driven pumps:

Water pump V-engine (*)
Tighten the screws crosswise (0 - 20 - 40 - 50 Nm)
(*) The screws are threated with locking
compound and can be used only once. Replace
the screws with new, threated ones.
2. Impeller nut for HT and LT water pump:
V-engine
Torque (Nm)
503
1505
G, H: Engine driven pumps, WD-125
1
2
Fig 07-11
Pos.
3207260251
Screw connection

Water pump V-engine (*)
Tighten the screws crosswise (0 - 20 - 40 - 50 Nm)
2. Impeller screw for HT and LT water pump:
Pump type WD-125:
Apply Loctite 2701 on threads, see section 07.2.
07 - 10
Torque (Nm)
503
1105
34SG-200339-09
Note! To avoid damaging the threads (Pos.2), heat up the screws before
loosening.
G, H: Engine driven pumps
Fig 07-12
32071020337
Pos.
Screw connection

Lubricating oil pump (*)
Tighten the screws crosswise (0 - 40 - 75 Nm)
Torque (Nm)
755
I: Free end of crankshaft
Fig 07-13
Pos.
3207649045
Screw connection
1. Screws of pump driving gear at free end of

crankshaft
Torque (Nm)
60030
07 - 11
34SG-200339-09
We recommend the use of torque measuring tools also when tightening

other screws and nuts. The following torques apply to screws of the
strength class 8.8; when oiled with lubricating oil or treated with
Loctite.
Key width of
across flats
Screw di- ofWidth
hexagon screws hexagon socket
mension
head screws (mm)
(mm)
07.2
Torque
(Nm)
(kpm)
M8
13
23
2.3
M10
M12
17
19
8
10
45
80
4.6
8.1
M16
24
14
190
19.3
M20
30
17
370
37.5
M24
36
19
640
65.0
Use of locking fluid

When using locking fluid (Loctite), clean parts carefully in degreasing
fluid and let then dry completely before applying locking fluid.
07 - 12
34SG-200339-09
07.3
Hydraulically tightened connections

07.3.1 Tightening pressures for hydraulically
tightened connections
Hydraulically tightened connections
1
4V86B144
3V86B0150
5b
3V86B135
5a
6
2
3
4V86B02
Fig 07-14
Pos.
Screw connection
1. Cylinder head screws M56:

- outer diameter of cylinder liner 450 mm
2. Main bearing screws M56
3. Thrust bearing screws M42
4. Lateral screws of main bearings and thrust
bearing M42
5. Connecting rod screws :
5a. M30 tightening in two steps
First step
Second step
5b. M24 tightening in two steps
First step
Second step
3207979542
Max. hydraulic pressure (bar)

tightening
loosening
Hydraulic
cylinder
3V86B79
500
615
615
615
520
635
635
635
3V86B79
3V86B78
3V86B78
300
600
620
3V86B186
400
750
770
2V86B201
620
735
3V86B78
3V86B78
3V86B78
680
3V86B0150
6. Counterweight screws M42

600
7. Engine fastening screws M42
x)
8. Fastening screws M42 for balancing shaft
715
bearing bracket
9. Intermediate gears M56
660
x) Pos. 7 see installation instructions.
07 - 13
34SG-200339-09
The stud bolts are tightened to the casting at the following torques:
Screw dimension
Tightening torque (Nm)
M56 Cylinder head
40020
M56 Main Bearing
30010
M42 and M48 x 3
20010
M24 and M30 Connecting rod
10010
Exception! Screws acc. to pos. 4 and 7.

Pos. 4 see chapter 10, section 10.2.3.
Caution! The screws will be overloaded if the maximum hydraulic pressure
is exceeded.
It is recommended to change the screws if maximum hydraulic
pressure is exceeded for some reason.
If it is impossible to turn the nuts, when the maximum hydraulic
pressure is reached: check for corrosion in threads; check tool condition
and manometer error.
07.3.2 Filling, venting and control of the high pressure

hydraulic tool set
The hydraulic tool set consists of a high pressure hand pump with an
integrated oil container, hoses fitted with quick-couplings and non-return valves, cylinders and a pressure gauge mounted on the hand pump
but not connected to the pressure side of the pump.
The components are coupled in series with the pressure gauge being the last
component thus securing that every cylinder is fed with the correct pressure.
The non-return valves in the hoses are integrated with the quick-couplings and are opened by the pins located in the centre of the male and
female parts. If these pins get worn the coupling must be replaced
because of the risk of blocking.
In the high pressure hydraulic tool set it is recommended to use
a special hydraulic oil or in any case an oil with a viscosity of about
2E at 20C.
During the filling of the container of the high pressure pump it is
recommendable to couple the set according to scheme B, Fig 07-15.
Before filling, open the release valve (2) and empty the cylinders
(4) by pressing the piston and cylinder together. After that, drain
the oil and re-fill through the filling plug (1).
After filling, vent the system by pressing in, with a finger, the
centre pin of the female part of the last quick-coupling, the
coupling being disconnected from the pressure gauge. Keep on
pumping until airfree oil emerges from the coupling.
Check the pressure gauge of the hydraulic tool set regularly. For
this purpose a comparison pressure gauge is delivered. This
07 - 14
34SG-200339-09
pressure gauge can be connected to the plug hole (7), the outlet
hose of the pump being connected direct to the pressure gauges.
07.3.3 Dismantling hydraulically tightened

screw connections
1 Attach distance sleeves and hydraulic cylinders according to
Fig 07-15 A. Screw on cylinders by hand.
2 Connect the hoses to the pump and cylinders according to
scheme Fig 07-15 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), otherwise the nut is locked by the cylinder and
impossible to loosen.
4 Close the release valve and pump pressure to
value.
the
stated
5 Screw the nut in counter-clockwise direction about half a revolution with the pin.
6 Open the release valve and remove the hydraulic tool set.
7 Screw off the nuts by hand.
Hydraulic cylinder
1. Filling plug
2. Release valve
3. Hose
4. Hydraulic cylinder
5. Hose
6. Pressure gauge
7. Plug hole
Hydraulic oil
Fig 07-15
3207528935
07.3.4 Reassembling hydraulically tightened

screw connections
Check that the threads and contact surfaces are clean and free from
particles.
1 Screw on nuts and attach distance sleeves. Screw on cylinders by hand.
07 - 15
34SG-200339-09
2 Connect the hoses to the pump and cylinders. Check

that
the release valve is open and screw the cylinders in clockwise direction
to expel possible oil.
3 Close the release valve and pump pressure to
value.
the
stated
4 Screw the nuts in a clockwise direction until in close contact with

the face. Use the pin intended for this purpose and tighten the nut as
much as possible without breaking the pin. Keep the pressure constant
at the stated value.
5 Open the release valve and remove the hydraulic tool set.
To ensure that the nut will be properly tightened, the pressure can be
raised in two steps. Pump the pressure to 300 bar and screw the nut in a
clockwise direction until in close contact with the face. Increase the
pressure further to the stated pressure, and screw the nut until in close
contact with the face again. This time the nut should move just a limited
angle but approximately the same angle for all nuts of the same kind.
Note! Ensure that all screw connections that have been opened are properly tightened and locked, if necessary, before the engine is started.
07.3.5 Hydraulic tool for connecting rod screws

Hydraulic tool, hose connection and tool section
Hydraulic oil
Fig 07-16
07 - 16
3207889542
34SG-200339-09
07.4
Use of hydraulic extractor cylinder

For some power demanding operations a hydraulic extractor cylinder
is used. In connection with this cylinder, the hydraulic high pressure
hand pump is utilized, coupling scheme acc. to Fig 07-17.
Hydraulic extractor cylinder
1. Hydraulic cylinder
2. Expansion ring
Hydraulic oil
Fig 07-17
3207538935
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.
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 to be careful when operating at the end of the stroke.
The effective area of the piston is 14.42 cm2 which gives the following
relation between pressure and force.
07 - 17
34SG-200339-09
Relation between pressure and force for hydraulic extractor

cylinder 3V83E61
Max pressure
Bar
800
600
400
200
Fig 07-18
07.5
2000
4000
6000
8000
10000
12000
20000
40000
60000
80000
100000
120000 N
kp
3207548935
Low pressure pump for lifting purposes

in the crankcase
A special low pressure pump (150 bar) is delivered for lifting tools used
in the crankcase. Normal engine oil, which is used in the engine
lubricating system (sump) must be used in this pump because the drain
oil from the tools is led to the sump of the engine.
07 - 18
34SG-200414-04
Operating Troubles
08. Trouble shooting

08.1
General
The engine should be maintained according to the schedule in chapter
04. Some possible operating troubles may though require prompt
action. The engine operators should therefore aquire knowledge of this
chapter for action when needed.
The contents of this text shall be used as guidelines only as this
manual do not necessarily exactly describe the actual installation.
Warning! To avoid personal and/or property injury, the local electrical installation safety precautions and chapter 23 as well as appendix 00A
in this manual must be followed during all maintenance.
08.2
Trouble shooting based on messages

As the engines mainly operates in multi-engine installations this
chapter deals with two categories of error messages:
Messages in the engine automation (WECS) safety process:
Engine shutdown (SHD)
Load reduction (LRED)
Alarm (ALM)
Start blocking (STB)
Sensor failure (SF)
Messages in the plant automation (PLC) safety process:
Engine shutdown (SHD)
Load reduction (LRED)
Alarm (ALM)
Start blocking (STB)
Sensor failure (SF)
08 - 1
Operating Troubles
34SG-200414-04
Shutdowns (SHD) messages by WECS

Message
Reason
Code
Action
KDU0_1E001SDI
SHD, 24 V DC power
failure, KDU1
Power supply failure

to KDU
Check acc. to Fig 08-10 Power supply

failure to KDU
KDU0_1E002SDI
SHD, 24 V DC power
failure, KDU2
Power supply failure

to KDU
Check acc. to Fig 08-10 Power supply

failure to KDU
DCU0_1E001SDI SHD, CAN-bus failure

DCU 1
MCU unable to
DCU CAN LED blinking and power LED
communicate with
lit. Check the power supply for the
DCU 1 over CAN bus
DCU, if the power supply voltage is
within the limits (24 VDC +/- 4), check
the CAN according to the Fig 08-13.
Replace DCU

DCU 2
MCU unable to
communicate with
DCU 2 over CAN bus
Replace DCU

DCU 3

MCU unable to
communicate with
DCU 3 over CAN bus
Replace DCU
CCU0_1E3nnSDI SHD, CAN-bus failure, CAN communication

CCUn
bus failure to CCU
Check acc. to Fig 08-11 CAN-bus

failure CCU
SOB0_1E052SDH
SHD, Dev. betw.

reference and actual
speed
Internal speed
controller reference
value deviates from
the actual speed
Check the fuel supply, too big load

step
SOB0_1E050SDH
SHD, Dev. between

kW-ref. and actual
load *)
Too high deviation

between actual
load and setpoint,
too high load
request. Air/Fuel ratio
incorrect
Please contact nearest Wrtsil

Service office
CCU0_1E0nnSDI
24 VDC power
SHD, EMG mode,
24VDC power supply supply failure to CCU
failure, CCUn
Check acc. to Fig 08-9. Power supply

failure to CCU
SCX0_1E055SDI
SHD, EMG mode,

Degassing failure
Gas pressure in the

main gas line after
engine stop
Check the ventilation valve operation

and the shut-off valve operation on
the gas regulating unit
SOB0_1E001SDH
SHD, EMG mode,

Overload
Overload 110 % of
rated load
Check load demands
SOB0_1S001SDH
SHD, EMG mode,

Overspeed from
engine speed
pickup, ST173
Measured
(secondary) speed
over rated speed,
115 %
Check the event list for triggering

cause (grid connection status signals)
SOB0_1H001SDH
SHD, EMG mode,

Overspeed from
rotary encoder, ST175
Measured (primary)
speed over rated
speed, 115 %
Check the event list for triggering

cause (grid connection status signals)
CCU0_1E2nnSDI
SHD, EMG mode,

Speed / TDC ratio
failure, CCUn
*) only in kW control
08 - 2
Speed pulses missing Check possible wiring earth faults and

from rotary encoder
acc. to Fig 08-5. Rotary encoder
failure
34SG-200414-04
Code
Operating Troubles

Message
Reason
Action
Check acc. to Fig 08-4 4-20 mA sensor

Sensor broken or
failure MCU
wiring fault (broken
or loose connections)
SOB0_1E004SDI
SHD, Engine load

sensor failure, UT793
SCX0_1E005SDI
SHD, Engine status

from WECS,
Emergency mode
Emergency mode
active
Check the separately informed

emergency cause (primary)
SCX0_1E004SDI
SHD, Engine status

from WECS,
Shutdown mode
Shutdown mode
active

shutdown cause (primary)
SCX0_1F000SDH SHD, Heavy knocking
Cylinder overload,
Leaking main gas
valve, Poor gas
quality,
Injection/ignition
timing error
Check main gas valve, Check

encoder position, Perform cylinder
balancing
SOB0_1P001SDH SHD, High crankcase

pressure, PT700
Obstraction in
crankcase breathing
line, Exhaust gas
blow by, Bearing
seizure
Check crankcase breathing line,

check bearing temperatures, inspect
cylinder liners
SOC0_1T100SDH
SHD, High cylinder

liner temperature
Continuous light
knocking, Exhaust
gas blow-by, Piston
seizure, High cooling
water temperature
Check ignition system, check

calibration of knock detection
system, check main gas valve, check
cooling water system, Visually inspect
piston and cylinder liner
SNA0_1T100SDH
SHD, High dev. exh.

gas temp.
cyl./average
Cylinder exhaust gas See cylinder combustion failure check

lists in section 08.2.1.
temperature is
significantly higher
than engine average
SNA0_1T000SDH
SHD, High exhaust

gas temperature
See cylinder combustion failure check

Big load steps,
Leaking main gas
valve, Incorrect
Air/Fuel ratio, Burned
exhaust gas valves
BAG0_1T000SDH SHD, High generator

bearing temperature
Low lube oil level,

bearing seizure
Check lube oil level, check

alignment, Visually inspect the
bearing

cold cooling air
temp., TE758 *)
High generator
cooling water
temperature
Check external cooling system

hot cooling air temp.,
TE759 *)
High generator
cooling water
temperature
High winding
winding temperature, temperature, due to
high reactive load,
L1
overcurrent, high
harmonics, clogged
filters or high
ambient temperature
Check reactive loads and currents

(reduce load), Clean filters and
ensure that ventilation is on
*) only water cooled generators
08 - 3
Operating Troubles
Code
34SG-200414-04

Message
Reason
Action
High winding
high reactive load,
L2
overcurrent, high
harmonics, clogged
filters or high
ambient temperature


High winding
L3
high reactive load,
overcurrent, high
harmonics, clogged
filters or high
ambient temperature

SOC0_1T000SDH
Low lube oil flow,

main bearing seizure
Check lube oil pump and system,

Check main bearing temperature
trends, Visualy inspect the bearing
Deviation in speed
measured by MCU
and CCUs
Check acc. to Fig 08-6 inductive

sensor failure and 4-20 mA signal from
OTM to MCU. Check the Fig 08-5.
Rotary encoder failure.
SHD, High main

bearing temperature
SOB0_1E055SDH SHD, High speed dev.

betw. pickup and
rotary enc.
SNA0_1T100SDL
SHD, Low dev. exh.

gas temp.
cyl./average
SQA0_1P008SDL
SHD, Low lube oil

pressure, inlet, PT201
SQA0_1P008SDI SHD, Lube oil pressure

sensor failure, PT201

temperature is
significantly lower
than engine average
Contaminated lube
oil filter, Low lube oil
level, Clogged
cooling system,
Broken pipes,
Foaming
Check diff pressure over lube oil filter,

Check lube oil level, Check cooling
system, Check pipe system, Check
lube oil sump for foaming
Sensor broken or
failure
Check the gas flow and pressures
and the gas regulating unit
SCX0_1E059SDH
SHD, Main fuel

injection duration
max. time
Engine is not getting

enough fuel to
maintain speed
and/or load
SCX0_1E056SDH
SHD, Max idle time

exceeded
The engine has been Idle running for more than 5 minutes is
running idle for more not allowed. Check synchronisation
than 5 minutes
circuits
SNA0_1T000SDL SHD, Min exhaust gas

temp. not reached
Minimum required
combustion
temperature during
start not reached
If the same shutdown occurs

repeatedly during a series of start
attempts.
SOB0_1E054SDL
SHD, Nominal speed

not reached
Expected
acceleration to
nominal speed not
achieved, Some
cylinders did not get
correct air/fuel
mixture
Check that the main gas pressure is

close to the setpoint. If the same
shutdown occurs repeatedly during a
series of start attempts.
SOB0_1E058SDL
SHD, Too low engine

speed at current
load *)
Too high load at

current speed,
overload
Check speed and load demands
*) only Compset/Pumpset installations
08 - 4
34SG-200414-04
Code
Operating Troubles
Alarm (ALM) messages by WECS

Message
Reason
Action
SNA0_1T1nnDAH
ALM, Cyl. disabled

due to temp. dev.,
cyl n
Combustion failure
of cylinder. Cylinder
injection is disabled

SOB0_1E050AH
ALM, Dev. between

kW-ref. and actual
load *)
Too high deviation

between actual
load and setpoint,
too high load
request. Air/Fuel ratio
incorrect
Please contact nearest Wrtsil

Service office
SCX0_1E062ALI
ALM, Failed start

attempt

for initial start
preparations
Check function of starter motors,

Check fuel supply, Check start air
supply
BAG0_1L001ALI
Generator cooling
ALM, Generator
water leakage, LS756 water circuit leakage
**)
Visual check of cooling system to be

performed
SNB0_1T004AH
ALM, High charge air

temperature, TE622
High ambient
temperature, High LT
water temperature,
CA cooler blow-by,
Contaminated CA
coolers
Check cooling system, Check

difference between LT and CA
temperature, Check CA diff pressure
SOB0_1P001AH ALM, High crankcase

Obstraction in
pressure, PT700
crankcase breathing
line, Exhaust gas
blow by, Bearing
seizure
Stop the engine. Check crankcase

breathing line, check bearing
temperatures, inspect cylinder liners
SNA0_1T100AH
ALM, High dev. exh.

gas temp.
cyl./average

temperature is
significantly higher
than engine average
SNA0_1T0nnAH
ALM, High exhaust

gas temperature, cyl
n

Big load steps,
Leaking main gas
valve, Incorrect
exhaust gas valves
BAG0_1T004AH
ALM, High gen.

bearing drive end
temp., TE751
Low lube oil level,

bearing seizure
Check lube oil level, Check generator

ventilation
BAG0_1T005AH
ALM, High gen.

bearing non-drive
end temp., TE752
Low lube oil level,

bearing seizure
Check lube oil level, Check generator

ventilation
BAG0_1T006AH
ALM, High generator

cold cooling air
temp., TE758 **)
High generator
cooling water
temperature
BAG0_1T007AH
ALM, High generator

hot cooling air temp.,
TE759 **)
High generator
cooling water
temperature
BAG0_1T001AH
ALM, High generator

winding temperature
L1
High winding
temperature, due to
high reactive load,
overcurrent, high
harmonics, clogged
filters or high
ambient temperature

*) only in kW control
**) only water cooled generators
08 - 5
Operating Troubles
Code
34SG-200414-04

Message
Reason
Action
BAG0_1T002AH
ALM, High generator

winding temperature
L2
High winding
temperature, due to
high reactive load,
overcurrent, high
harmonics, clogged
filters or high
ambient temperature

BAG0_1T003AH
ALM, High generator

winding temperature
L3
High winding
temperature, due to
high reactive load,
overcurrent, high
harmonics, clogged
filters or high
ambient temperature

SVH0_1T013AH
ALM, High HT water

temperature, TE402
Insufficient cooling,
Low cooling water
flow
Check cooling system
CCU0_1T0nnAH
ALM, High internal

temp. CCUn
Internal temperature
of CCU too high
Check engine room ventilation
DCU0_1T001AH
ALM, High internal

temperature, DCU 1,
TE831
of DCU too high
DCU0_1T002AH
ALM, High internal

temperature, DCU 2,
TE832
of DCU too high
DCU0_1T003AH
ALM, High internal

temperature, DCU 3,
TE833
of DCU too high
KDU0_1T001AH
ALM, High internal

temperature, KDU1
of KDU too high
KDU0_1T002AH
ALM, High internal

temperature, KDU2
of KDU too high
SMU0_1T102AH
ALM, High internal

temperature, SMU 12, TE841
of SMU too high
SMU0_1T103AH
ALM, High internal

of SMU too high
SMU0_1T202AH
ALM, High internal

of SMU too high
SMU0_1T302AH
ALM, High internal

of SMU too high
SOC0_1T1nnAH
ALM, High liner

temp., cylinder n,
average
Continuous light
knocking, Exhaust
gas blow-by, Piston
seizure, High cooling
water temperature
Check ignition system, check

calibration of knock detection
system, check main gas valve, check
cooling water system, check piston
and cylinder liner
SQA0_1T003AH
ALM, High lube oil

temperature, inlet,
TE201
Lube oil cooler

clogged, Cooling
water temperature
too high
Check lube oil cooler, check cooling

water temperature
08 - 6
34SG-200414-04
Code
Operating Troubles

Message
Reason
Action
SZA0_1P001ALI
ALM, High main gas

pressure deviation
Main gas pressure

deviates from
setpoint
Check calibration of gas regulating

unit
SZA0_1P002ALI
ALM, High PCC gas

pressure deviation *)
Pilot gas pressure

deviates from
setpoint
Check calibration of gas regulating

unit
SCX0_1E060AH
ALM, High press.

Too high gas
difference main gas / pressure compared
charge air
to charge air pressure
Engine parameters need to be

optimized
SOC0_1T0nnAH
ALM, High
temperature, main
bearing n
Contaminated oil,
Low lube oil flow,
main bearing seizure
Regularly oil sample tests, Check lube

oil pump and system, Check main
bearing temperature trends
KDU0_1E101ALI
ALM, KDU CAN

failure, KDU1
CAN communication
bus failure to KDU
Check acc. to Fig 08-12 CAN bus

failure KDU
KDU0_1E102ALI
ALM, KDU CAN

failure, KDU2
CAN communication
bus failure to KDU
Check acc. to Fig 08-12 CAN bus

failure KDU
KDU0_1E301ALI
ALM, KDU failure,

KDU1
Knock values are not

updated
Check that the rotary switches are

according to the engine electrical
drawings
KDU0_1E302ALI
ALM, KDU failure,

KDU2

updated

drawings
SCX0_1F0nnSF
ALM, Knock sensor

failure, cylinder n
Self diagnostics of
knock detection
system indicates too
low signal level
Check valve clearances of cylinder

head, Check sensor acc. To Fig 08-8
Knock sensor failure
SOB0_1E057ALI
ALM, kW control trip
Too high frequency

deviation from
nominal grid
frequency
Engine will enter speed droop control
STA0_1P005AL
ALM, Low control air

pressure, PT311
Low control air

pressure
Check control air supply for leakages
SNA0_1T100AL
ALM, Low dev. exh.

gas temp.
cyl./average
Cylinder exhaust gas

temperature is
significantly lower
than engine average
Refer to cylinder combustion failure

check lists in section 08.2.1.
SVH0_1P003AL
ALM, Low HT water

pressure, PT401
Low cooling water

level, Obstraction in
pump or suction line,
Exhaust gases in
cooling system
Check cooling water level, Check

cooling water lines, Check cylinder
gaskets
SVH0_1T006AL
ALM, Low HT water

temperature, inlet,
TE401
Insufficient preheating before startup, Thermostatic

valve failure
Check pre-heater, Check

thermostatic valve
SVL0_1P003AL
ALM, Low LT water

pressure inlet, PT451
Low cooling water

level, Obstraction in
pump or suction line
Check cooling water level, Check

cooling water lines
SQA0_1L001AL
ALM, Low lube oil

level, LS204
Lube oil level below

low alarm limit
Check the lube oil level
*) only dual gas line system
08 - 7
Operating Troubles
Code
34SG-200414-04

Message
Reason
Action
SQA0_1P008AL
ALM, Low lube oil

pressure, inlet, PT201
Contaminated lube
oil filter, Low lube oil
level, Clogged
cooling system,
Broken pipes,
Foaming
Check diff pressure over lube oil filter,

Check lube oil level, Check cooling
system, Check pipe system, Check
lube oil sump for foaming
STA0_1P003AL
ALM, Low start air

pressure, PT301
Start air pressure low
Check start air supply
SNA0_1T1nnAH
ALM, Max. temp.

compensation, cyl.
A1
Combustion failure
of cylinder

SOB0_1E001AH
ALM, Overload
Overload 105 % of
rated load
Check load demands
CCU0_1E1nnAH
ALM, Speed / TDC

ratio failure, CCUn
SOB0_1E056AL
ALM, Too lean

air/fuel mixture
Wastegate setpoint
is not reached or the
wastegate is at
either end limit of its
operating range
Check the wastegate I/P converter,

positioner and wastegate overall
functionality. Recalibrate the
wastegate.
SOA0_1G001ALI
ALM, Turning gear

engaged, GS792
Turning gear
engaged
N/A
08 - 8
Speed pulses missing Check possible wiring earth faults and

from rotary encoder
acc. to Fig 08-5. Rotary encoder
(SG) or speed pickup failure DF specific speed pickup fault
(DF)
finding chart to be added
34SG-200414-04
Code
Operating Troubles
Load Reductions (LR/LRED) messages by WECS

Message
Reason
Action
Leaking main gas
valve, Incorrect
exhaust gas valves
SNA0_1T000AH
LR, High exhaust gas

temperature
KDU0_1E000ALI
LR, KDU failure

updated

drawings
SCX0_1F000AH
LR, Load red. from

knocking
Cylinder overload,
Leaking main gas
valve, Poor gas
quality,
Injection/ignition
timing error

balancing
SOB0_1E051ALI
LR, Load reduction

active
Load has been

reduced temporarily
due to separately
informed cause
Check the separate load reduction

cause informed
SOB0_1E056AH
LR, Too rich air/fuel

mixture (load red.)
Wastegate setpoint
is not reached or the
wastegate is at
either end limit of its
operating range
Check the wastegate I/P converter,

positioner and wastegate overall
functionality. Recalibrate the
wastegate.
SCX0_1F0nnSDH
LRED, Heavy
knocking cylinder n
Cylinder overload,
Leaking main gas
valve, Poor gas
quality,
Injection/ignition
timing error

balancing
08 - 9
Operating Troubles
Code
34SG-200414-04
Start Blocks (STB) messages by WECS

Message
Reason
Action
CCU0_1E032SBL
STB, CCU
configuration fault
CCU configuration
missmatch

drawings
CCU0_1E031SBL
STB, CCU power

supply failure
CCU supply voltage

is too low (below 18
VDC)
Check the CCU supply voltage acc.

to Fig 08-9. Power supply failure
SCX0_1E052SBL
STB, Communication
fault WECS / PLC
The MCU has not

recevied project
constants from the
PLC (Profibus index
53 received).
Check the profibus communication

(cabling and terminating resistors)
SOB0_1S002SBL
STB, Engine speed

from redundant pickup, ST173
Engine speed is not

zero
Wait until the engine has stopped

completely
SOB0_1H001SBL
STB, Engine speed

from rotary encoder,
ST175
Engine speed is not

zero
Wait until the engine has stopped

completely
SVH0_1T006SBL
STB, Low HT water

temperature, TE401
HT water
temperature too low
for starting
Pre-heat the engine
SQA0_1L001SBL
STB, Low lube oil

level, LS204
Lube oil level too low
Check the lube oil level
SQA0_1P008SBL
STB, Low lube oil

pressure engine inlet,
PT201
Pre-lubrication
pressure is too low
Check the pre-lubrication pump and

adjust pressure if necessary
STA0_1P003SBL
STB, Low starting air

pressure, PT301
Starting air pressure is

too low
Check the starting air supply
SOA0_1G001SBL
STB, Turning gear

engaged, GS792
Turning gear is
engaged
Disengage the turning gear
08 - 10
34SG-200414-04
Code
Operating Troubles
Sensor Failure (SF) messages by WECS

Message
Reason
Sensor broken or
Action
Check acc. to Fig 08-3. 4-20 mA

sensor failure
SVL0_1P003SF
SF, LT water pressure,

inlet, PT451
NGA0_1T001SF
SF, Air temp., TC A

inlet, TE600A
Sensor broken or
Check acc. to Fig 08-1. PT-100 sensor
failure
NGA0_1T002SF
SF, Air temp., TC B

inlet, TE600B
Sensor broken or
failure
SNB0_1P007SF
SF, Charge air

Sensor broken or
pressure, CAC outlet, wiring fault (broken
failure MCU
PT622
SNB0_1T004SF
SF, Charge air temp.,

CAC outlet, TE622
Sensor broken or
Check acc. to Fig 08-1 PT-100 sensor

failure
STA0_1P005SF
SF, Control air

pressure, PT311
Sensor broken or

sensor failure
SOB0_1P001SF
SF, Crankcase
pressure, PT700
Sensor broken or

sensor failure or Fig 08-4 4-20 mA
sensor failure MCU
SOC0_1T1nnSF
SF, Cylinder n liner

temp., average
Sensor broken or
Check acc. to Fig 08-2.

Thermocouple sensor failure
SOB0_1E004SF
SF, Engine load,

UT793
Sensor broken or
failure MCU
SOB0_1S001SF
SF, Engine speed,

redundant pick-up,
ST173
Sensor broken or
Check acc. to Fig 08-6. inductive
wiring fault (broken sensor failure and 4-20 mA signal from
OTM to MCU
NHA0_1T002SF
SF, Exh. gas temp., TC

B outlet, TE527
Sensor broken or

NHA0_1T001SF
SF, Exh. gas temp.,

turbo charger A
outlet, TE517
Sensor broken or

SNA0_1T0nnSF
SF, Exh. gas

temp.,,cylinder n
average
Sensor broken or

BAG0_1T004SF
SF, Generator
Sensor broken or
bearing temp., drive
failure
end, TE751
BAG0_1T005SF
SF, Generator
bearing temp., nondrive end, TE752
Sensor broken or
failure
BAG0_1T006SF
SF, Generator cold

cooling air, TE758

Sensor broken or
failure
BAG0_1T007SF
SF, Generator hot

cooling air, TE759
Sensor broken or
failure
08 - 11
Operating Troubles
Code
34SG-200414-04

Message
Reason
Action
BAG0_1T001SF
SF, Generator
winding temp., L1,
TE753

Sensor broken or
failure
BAG0_1T002SF
SF, Generator
winding temp., L2,
TE754
Sensor broken or
failure
BAG0_1T003SF
SF, Generator
winding temp., L3,
TE755
Sensor broken or
failure
SVH0_1P003SF
SF, HT water pressure,

inlet, PT401
SVH0_1T006SF
SF, HT water temp.,

inlet, TE401
Sensor broken or
failure
SVH0_1T013SF
SF, HT water temp.,

outlet, TE402
Sensor broken or
failure
SVL0_1T005SF
SF, LT water temp.,

inlet, TE451
Sensor broken or
failure
SVL0_1T006SF
SF, LT water temp.,

outlet, TE452

Sensor broken or
failure
SQA0_1P008SF
SF, Lube oil pressure,

inlet, PT201
SQA0_1T003SF
SF, Lube oil temp.,

inlet, TE201

Sensor broken or
failure
SQA0_1T004SF
SF, Lube oil temp.,

outlet, TE202
Sensor broken or
failure
SOC0_1T0nnSF
SF, Main bearing n

temperature
Sensor broken or
SZA0_1P001SF
SF, Main gas pressure,

PT901
Sensor broken or
failure MCU
SZA0_1P002SF
SF, PCC gas pressure,

PT911 *)
Sensor broken or
failure MCU
STA0_1P003SF
SF, Starting air

pressure, PT301
Sensor broken or

sensor failure
DCU0_1T001SF
SF, Temp. in DCU1,

TE831
measurement of I/O
board broken
Replace I/O board
DCU0_1T002SF
SF, Temp. in DCU2,

TE832
measurement of I/O
board broken
Replace I/O board
*) only dual gas line system
08 - 12
Sensor broken or
Sensor broken or

sensor failure

sensor failure

34SG-200414-04
Code
Operating Troubles

Message
Reason
Action
DCU0_1T003SF
SF, Temp. in DCU3,

TE833
measurement of I/O
board broken
Replace I/O board
SMU0_1T102SF
SF, Temp. in SMU1-2,

TE841
measurement of I/O
board broken
Replace I/O board
SMU0_1T103SF

TE842
measurement of I/O
board broken
Replace I/O board
SMU0_1T202SF

TE843
measurement of I/O
board broken
Replace I/O board
SMU0_1T302SF

TE844
measurement of I/O
board broken
Replace I/O board
SOB0_1S002SF
SF, Turbo charger A

speed, SE518
Sensor broken or
Check acc. to Fig 08-7. Magnetic

pickup sensor failure
SOB0_1S003SF
SF, Turbo charger B

speed, SE528
Sensor broken or
Check acc. to Fig 08-7. Magnetic

pickup sensor failure
SOA0_1G001SF
SF, Turning gear

engaged, GS792
Sensor broken or
N/A
08 - 13
Operating Troubles
Code
SCX0_1E051INF
34SG-200414-04
Status/Events messages by WECS

Message
Reason
Communication
restarted
SCX0_1E006INF Engine ready to start,

from WECS
Action
Profibus
communication
processor is restarted
N/A
Engine ready to
start, startblocks are
cleared
n/a
SCX0_1E003INF
Engine status from

WECS, Run mode
Run mode active
n/a
SCX0_1E002INF
Engine status from

WECS, Start mode
Start mode active
n/a
SCX0_1E001INF
Engine status from

WECS, Stop mode
Stop mode active
n/a
SCX0_1E058INF
External emergency
stop order, from WECS
Emergency stop
order active,
activated by engine
external system.
Safety relay
activated
n/a
SCX0_1E057INF
External stop order,

from WECS
Stop order active,

activated by engine
external system
n/a
MCU0_1E101INF
MCU restarted
MCU restarted is
activated when
power gets below
the data limit or if
the processor board
is manually reset
If this message occurs during normal

running check the DC/DC converter
(U1) input (24 VDC) and output
voltages (5 VDC). Replace the
DC/DC converter if the output
voltage is not 5 VDC. If the DC/DC
converter is ok then likely cause is the
5 VDC board failure or processor
board failure of the MCU. The 5 VDC
board and MCU are to be replaced if
faulty.
SCX0_1E050INF
Profibus index 53
received
Acknowledges that
the MCU has
recevied project
constants from the
PLC, i.e the profibus
communication is in
order. This event
should occur
immediately after
the "MCU restarted"
event.
If this event is not occuring after "MCU

restarted" check the profibus
communication (cabling and
terminating resistors).
SCX0_1E101CMD
Reset alarm &

shutdown
Alarm and shutdown

reset request to WECS
n/a
SCX0_1F0nnINF
Status, Light
knocking, cylinder n
Normal operation
If excessive amount of events on

same cylinders are observed, the
knock detection might need
optimization
08 - 14
34SG-200414-04
Operating Troubles
PT-100 sensor failure
START
Disconnect
the sensor
Measure the
resistance over
the sensor
Is the
resistance 100 150 ohm
No
Yes
Heat the sensor
Is the
resistance
increasing?
No
Change the sensor
Yes
The sensor is
probably OK
Check connectors
/change
DCU/SMU
Fig 08-1
3208010342
08 - 15
Operating Troubles
34SG-200414-04
START
Measure the TC
Multimeter
with TC
option?
Is the
result near
0,0 mV?
No
Yes
Is the
result OK?
No
Change the TC
Yes
Yes
Heat the TC
No
Change the TC
Stable
Is the result
increasing/
decreasing?
Decreasing
Change the
polarity
of wires
Increasing
The sensor is
probably OK
Check connectors
/change the unit
Fig 08-2
08 - 16
3208020342
34SG-200414-04
Operating Troubles
4-20 mA signal failure DCU

START
Open the
cover to the
DCU
Measure GND
and CHxE for
the sensor
15 VDC?
No
24 VDC
input to
DCU?
No
Yes
Disconnect the
minus wire
from the CHxC
pin
Check
connectors on
I/O board
Go to power
supply
failure DCU
Measure
current serially
with minus
wire and C pin
Is current
>3mA but
<22mA?
Yes
No
Measure
current serially
with minus
wire and GND
Is current
>3mA but
<22mA?
Yes
Check
connectors/
change DCU
No
Measure
resistance between
sensor wires &
engine body
The sensor is
probably OK?
Is
resistance
infinite?
No
Yes
Check
connectors/
change DCU
Fig 08-3
Check
connectors
and cabling
Change the
sensor
3208030342
08 - 17
Operating Troubles
34SG-200414-04
4-20 mA sensor failure MCU

START
Measure voltage in
MCU cabinet L- &
plus wire (no 1) for
the sensor
Is voltage
24 VDC?
No
Yes
Check fuse
Measure current
serially with
minus wire &
screw terminal
Yes
The sensor is
probably OK?
Check cabling/
change
CMX-DAD board
No
Yes
Disconnect the
minus wire from
the screw
terminal
Is current
>3mA but
<22mA?
24 VDC
input to
MCU?
Check external
power supply
>3mA but <22mA?
No
Measure
current serially
with minus
wire and L-
Is current
3mA but
<22mA?
No
Check cabling/
change
CMX-DAD
board
Yes
Measure
resistance between
sensor wires &
engine body
Is resistance
infinite?
No
Yes
Check
connectors
and cabling
Fig 08-4
08 - 18
Change the
sensor
3208040342
34SG-200414-04
Operating Troubles
Rotary encoder failure
START
Is the
encoder tightly
mounted?
No
Mount the
encoder to
the engine
Yes
Put one
CCU in
test mode
Turn the
engine with
turning gear
Check green
LED D11 on
CCU board
Is LED
blinking?
Is the
voltage
24 VDC?
Measure
voltage output
to encoder
No
Check power
supply from
MCU cabinet
Yes
Yes
Check yellow
LED D12 on
CCU board
Measure voltage
pulses D-F
from encoder
Check cabling
from MCU
cabinet
to CCU
Is LED
lit once every
two crankshaft
revolutions?
No
No
Yes
Voltage
pulses?
No
Check cabling/
change encoder
Measure
voltage pulses
F-G from
encoder
Yes
Encoder
probably OK
Fig 08-5
Check
connectors/
change unit
3208050342
08 - 19
Operating Troubles
34SG-200414-04
Inductive pickup sensor failure
START
Stop the engine
Turn the engine

with turning gear
Check fuses
in WECS
cabinet
Measure voltage
between GND and
frequency output or
check the left
LED on the OTM
No
Is the
voltage alternating
or is the LED
blinking?
No
Yes
Is the
voltage for
the sensor
24 VDC?
No
Measure voltage
input to OTM
Yes
Yes
Is the
sensor distance
OK?
The sensor is
probably OK
Is the
voltage
24 VDC?
No
Correct the
sensor distance
according to
instructions
Check cabling/
change OTM
Yes
Check cabling/
change OTM
Change the
sensor
Fig 08-6
08 - 20
3208060342
34SG-200414-04
Operating Troubles
Magnetic pickup sensor failure
START
Measure frequency
between sensor
wires
Is frequency
measured?
No
Stop the engine
Yes
Increase the
turbo speed
Is sensor
distance
OK?
No
Correct the sensor

distance according
to instructions
Yes
Is frequency
increasing?
No
Change the sensor
Yes
The sensor is
probably OK
Is
24 VDC
input to
DCU/SMU
OK?
No
Yes
Check connectors/
change
DCU/SMU
Fig 08-7
Check power
supply failure
DCU/SMU
3208070342
08 - 21
Operating Troubles
34SG-200414-04
Knock sensor failure
START
Is the
sensor tightly
mounted?
No
Tighten the sensor

to the engine with
20 Nm, use loctite
on threads
Yes
Measure the sensor

resistance; <1Mohm
and a capacitance
800-1600 pF
Is resistance
and capacitance
OK?
No
Change the
sensor
Yes
Is any
sensor OK?
No
Check that KDU

has correct
software or change
the KDU
Yes
Measure the
resistance
between sensor
wires & engine
body
Is the
resistance
infinte?
No
Yes
Check connectors
and cabling/
change KDU
Fig 08-8
08 - 22
Change the
sensor
3208080342
34SG-200414-04
Operating Troubles
Power supply failure CCU
START
Open the
cover of the
CCU
Check green
LED D11
on CCU board
Is the
LED lit?
No
Is LED
blinking?
Yes
24 VDC
missing, check
fuses in MCU
cabinet
Yes
Replace the fuse
No
12 VDC or
12 VDC and
24 VDC missing
Power supply
probably OK
Fuse OK?
No
Check ignition
coil for short
circuit
Yes
Check
emergency
stop
Check relay
K1 in WECS
cabinet
No
No
Is there
power to any
unit?
Is K1
active?
Yes
Yes
Measure input
voltage to
MCU cabinet
Check external
power supply
Check cabling
Yes
No
Is
overspeed
relay OTM
active?
Yes
Check
overspeed
relay OTM
Is
voltage 24
VDC?
No
Fig 08-9
3208090342
08 - 23
Operating Troubles
34SG-200414-04
Power supply failure KDU
START
Open the
cover of
the KDU
Replace fuse
Check green
LED D11 on
KDU board
Is the
LED lit?
No
Is
voltage 25-26 =
24 VDC?
24 VDC
missing check
fuse in
MCU cabinet
No
Yes
Yes
Fuse OK?
No
Yes
Is
voltage 29-30 =
24 VDC?
Power supply
probably OK
Yes
Check flat
cable/change
KDU
Check voltage
output in
MCU cabinet
No
No
Is resistance
25-29 and 26-30
<1 ohm?
No
Yes
Yes
Change KDU
Fig 08-10
08 - 24
I/O board
probably OK
Is voltage
24 VDC?
Check cabling
Check external
power supply
3208100342
34SG-200414-04
Operating Troubles
CAN-bus failure CCU
START
Open the
cover
Is
yellow LED
blinking?
No
Disconnect
power from the
WECS
Yes
CCU software
is probably
overloaded or
24V is missing
(if also green
LED is blinking)
Is
resistance 33-37 and
33-38 < 1ohm?
No
Check flat cable,

CCU. Change the
broken one
Yes
Is
resistance 33-34 =
60 ohm?
No
Connect CAN
terminal resistor.
If they exist, disconnect
pins 33-34 and 37-38
Yes
Change
the CCU
Is
resistance 33-34
and 37-38
120 ohm?
No
Find the broken

cable/unit in the
CAN network
Yes
CAN network
probably OK
Fig 08-11
Connect pins
33-34 and
37-38
3208110342
08 - 25
Operating Troubles
34SG-200414-04
CAN-bus failure KDU
START
Open
the cover
CAN LED D12

only blinking
when engine
is running
Disconnect
power from
the WECS
Is resistance
23-27 and 23-28
< 1ohm
No
Check flat cable,

I/O board. Change
the broken one
Yes
Is
resistance
23-24 =
60 ohm?
No
Connect CAN
terminal resistor.
If they exist,
disconnect pins 23-2
and 27-28
Yes
Change the
KDU
Is
resistance
23-24 and 27-28
=120 ohm?
No
Find the broken

cable/unit in the
CAN network
Yes
CAN network
probably OK
Fig 08-12
08 - 26
Connect pins
23-24 and
27-28
3208120342
34SG-200414-04
Operating Troubles
CAN-bus failure DCU
START
DCU CAN
LED not
blinking
DVRX
configuration
OK?
No
Fix the
configuration
compile and
reload it
Yes
Open the
cover and reset
the DCU
DCU
CAN LED
blinking?
No
Disconnect
power from
the WECS
Yes
DCU software is
probably
overloaded.
Change the
configuration
Is
resistance 31-65
and 32-66
< 1ohm?
No
Check flat cable,

DCU and SMU
boards. Change the
broken one
Yes
Is
resistance 31-32
= 60 ohm?
Change the
DCU board
No
Connect CAN
terminal resistor.
If they exist,
disconnect pins
31-31 and 65-66
Is
resistance
31-32 and 65-66
120 ohm?
No
Find the broken

cable/unit in
the CAN
network
Yes
CAN network
probably OK
Fig 08-13
Connect pins
31-32 and
65-66
3208130342
08 - 27
Operating Troubles
34SG-200414-04
Main/PCC gas valve and ignition test
Start
Switch off the

CCU power by
disconnecting
power
connector X1
Turn all rotating

switches on the
CCU cover board
to 0 position
(testing position)
Switch on the
CCU power
supply by
reconnecting
connector X1
Turn the upper

rotating switch
(SW3)
to position 1
Main gas valve

opening and
closing at one
second interval
in left-hand cylinders controlled
by the CCU
Valve
opening and
closing?
No
Check the
wiring or
replace the
valve
Yes
Turn the upper

rotating switch
(SW3) to position
2
Main/PCC
gas valve
and ignition
test part 2
Fig 08-14
08 - 28
3208290404
34SG-200414-04
Code
Operating Troubles
Shutdowns, Emergency (EMG) messages by PLC

Message
Reason
Action
CFC0_1S020EST
EMG, Control room

emergency
pushbutton
Genset control panel

emergency push
button activated
n/a
CFC0_1K001SDI
EMG, Emerg. circuit

safety relay ind.
Safety relay tripped

emergency indications
CFC0_1S023EST
EMG, Engine room

emergency
pushbutton
Engine room panel

emergency push
button activated
n/a
BLN0_1F001SDI
EMG, Fire fighting

alarm
ZBB0_1A001SDH EMG, Gas alarm level

2
CFC0_1A101SDI
EMG, WECS panel

emergency
pushbutton
Fire detection system Check the cause and follow the local
is activated
regulations
Gas alarm 20 % LEL
reached
Check the cause for the gas leakage
WECS panel
emergency push
button activated
n/a
08 - 29
Operating Troubles
Code
34SG-200414-04
Shutdowns (SHD) messages by PLC

Message
Reason
Action
BAE0_1F87NSDI
SHD, Differential
current relay tripped
Generator stator
short circuit
protection activated
Check the generator stator

according to the generator
manufacturer manuals
CFC0_1D008SDI
SHD, Engine did not

stop in 20 min
After stop command

given is maximum 20
minutes allowed for
unloading and
stopping
Check bus communication
CFC0_1D007SDI
SHD, Engine start

failed
Expected
acceleration to
nominal speed not
achieved within 50
seconds since open
command given to
gas regulating unit
Check engine related start failure

indications, Check the last gas
regulating unit valve (V018) (and V28
if PCC gas line applied)
SOB0_1F162SDI
SHD, Engine
ventilation failed
(Start motor)
Gas ventilation
completed
information not
received from WECS
within one minute
from start command
Check start motor functionality
NHA0_1A001SDI
SHD, Exhaust gas

ventilation shutdown
n/a
n/a
ZBB0_1A001SDI
SHD, Gas leak test

failed
One of the shut-off

valves or the
ventilation valves are
leaking, or the
pressure
switch/transmitter is
broken
Check the shut-off/ventilation valves

functionality, Check the pressure
switch/transmitter
ZBB0_1P003SDH
SHD, High inlet gas

pressure
Too high gas supply

pressure to gas
regulating unit
Check gas supply line
ZBB0_1P003SDL
SHD, Low inlet gas

pressure
n/a
n/a
ZBB0_1V007SDI
QEP0_1M001SDI
SOB0_1F161SDI
SHD, Main gas safety

Too high pressure
Check regulating valve functionality
shut-off valve
after regulating valve
SHD, Prelubrication
failed
n/a
SHD, Shutdown
The engine has been
active from load red. overloaded longer
than defined time
n/a
Check load signal to WECS (mA)
CFC0_1S007SDI
SHD, Start
preparation failed
Gas leak test is

passed and WECS
ready for start
information is not
received within 2
minutes or gas
leakage test failed
Check the gas regulating unit valve

functionalities, Check the WECS start
condition indications (WOIS Control
Display)
CFC0_1A100SDI
SHD, WECS
communication
failure shutdown *)
Communication
malfunction due to
cabling problem,
loose connection(s)
Check communication cabling
SCX0_1F201SDI
SHD, WECS HW
shutdown signal for
the PLC
WECS hardwired
shutdown circuit
contact activated

shutdown causes
*) DF: Gas trip
08 - 30
34SG-200414-04
Code
Operating Troubles
Alarm (ALM) messages by PLC

Message
Reason
Action
CFC0_1F010ALI
ALM, AC-power
failure CFC Panel
CFC panel ACpower supply failure
Check the fuse for the AC supply
SOB0_1F150ALI
ALM, Automatic
derating active
Some of the derating

causes are active

derating cause
CFC0_1F001ALI
ALM, AVR alarm
Common alarm from

Check the AVR display for error,
the AVR or MCB
Check all miniature circuit breakers in
tripped
the AVR circuit including the
generator auxiliary terminal box
CFC0_1F012ALI
ALM, DC-power
failure CFC Panel
CFC panel DCpower supply failure
Check the MCBs (miniature circuit

breakers) on the DC supply side
SNB0_1P003AH
ALM, Diff. pressure

over charge air filter
A
Charge air filter

clogged
Clean the air filter
SNB0_1P004AH
ALM, Diff. pressure

over charge air filter B
Charge air filter

clogged
Clean the air filter
VDA0_1B001OVH
ALM, Electrical
preheater 1
overheated
Electrical preheater
thermo relay tripped
Check the thermo relay
VDA0_1B002OVH
ALM, Electrical
preheater 2
overheated
thermo relay tripped
Check the thermo relay
VDA0_1A001MFI
ALM, Electrical
preheating control
center fault
overcurrent/shortcircu
it tripped
Check the overcurrent/shortcircuit

relay
VDA0_1A001AFI
ALM, Electrical
preheating Start/Stop
fault
activation is not
according to given
command
Check the functionality of the main

contactor, Check the wiring for
running information and start/stop
commands
CFC0_1S002ALI
ALM, Engine control

mode conflict betw.
WECS/PLC
Control mode
conflict, hardwired
WECS parallell with
grid information
faulty
Check the hardwired parallel with

grid information to WECS
NHA0_1A001ALI
ALM, Exh.vent.
Emergency venting
active (20 min.)
Emergency (natural)
venting is activated
due to ventilation
failure

reasons (motor control center fault,
start/stop fault, valve fault, flow
switch fault)
Exhaust ventilation
NHA0_1M001MF
ALM, Exh.vent.fan
fan motor
I
motor control center
fault
it tripped

relay
NHA0_1M001AFI
ALM, Exh.vent.fan
Start/Stop command
failure
Exhaust ventilation
fan motor activation
is not according to
given command

commands
NHA0_1Q001ALI
ALM, Exh.vent.flow
switch fault
Exhaust ventilation
flow switch fault, due
to flow indication not
received within predefined time since
activation of exhaust
ventilation or due to
indication of flow
even though exhaust
gas ventilation not
active
Check the exhaust ventilation fan

operation and the flow switch
functionality
08 - 31
Operating Troubles
Code
34SG-200414-04

Message
Reason
Action
ALM, Exh.vent.valve
fault
Exhaust ventilation
valve is not opened
within pre-defined
time from the
command
Check the ventilation valve

functionality, Check the valve open
indication switch, Check the air
supply
NHA0_1V001OPN ALM, Explosion relief

valve 1 open
Explosion relief valve

opened
Check the explosion relief valve

valve 2 open

opened

valve 3 open

opened
NHA0_1A001VFI
ZBB0_1A001ALI
ALM, Gas alarm level1
Gas alarm 10 % LEL

reached
Check the cause for the gas

leakage
ZBB0_1V015ALI
ALM, Gas shutoff

valve V015 leaking
Pressure raise
detected between
gas shutoff valves
V015 and V018
during gas leakage
test
Check the V015 gas shutoff valve for

leakages
ZBB0_1V015TFI
ALM, Gas shutoff

valve V015 stuck
Sufficient pressure
not detected at gas
shutoff valve V018
during gas leakage
test
Check the V015 gas shutoff valve

functionality
ZBB0_1V018ALI
ALM, Gas shutoff

valve V018 leaking
Pressure lost
between gas shutoff
valves V015 and
V018 during gas
leakage test
Check the V018 gas shutoff valve for

leakages
BAG0_1B001MFI
ALM, Gen anticond.

heater, control
center fault
Gen.
anticondensation
heater
it tripped

relay
BAG0_1B001AFI
ALM, Gen anticond.

heater, Start/Stop
fault
Gen.
anticondensation
heater activation is
not according to
given command

commands
BAE0_1Q000MCB
Generator MV panel
ALM, Gen. breaker
common alarm,
common alarm (MCB
MCB tripped
open)
Check the wiring
BAE0_1Q000ALI
ALM, Gen. breaker

position error
Breaker open and

close signals active
OR none of the
signals active
Check the position contacts and

wiring
BAE0_1E001ALI
ALM, Gen. breaker

SF6 pressure low
Leakage on breaker,
SF6 is leaking out
Check the SF6 pressure from local

gauge. If low, contact breaker
manufacturer, otherwise check
wiring and contacts.
CFC0_1S012TRI
ALM, Gen. breaker

tip circuit indication
Breaker trip circuit

activated

breaker trip cause
CFC0_1S012TRP
ALM, Gen. breaker

trip (Primary)

activated

breaker trip cause
08 - 32
34SG-200414-04
Code
Operating Troubles

Message
Reason
Action
BAE0_1Q001ALI
ALM, Gen. breaker

truck position error
Breaker service and

isolated signals
active OR none of
the signals active

wiring
BAE0_1Q009ALI
ALM, Gen. earthing

disconnector position
error
Breaker open and

OR none of the
signals active

wiring
BAE0_1F000MCB
ALM, Gen. measuring

MCB open
Generator junction
box MCB tripped
Check the wiring
BAE0_1F51N1AOPR
ALM, Gen. Prot.,

Earth fault I01 trip
Earth fault protection Check the prot. relay event recorder.

activated
Check the earth fault reasons
BAE0_1F51N1BOPR
ALM, Gen. Prot.,

Earth fault I01> trip

activated
BAE0_1F51N2AOPR
ALM, Gen. Prot.,

Earth fault I02 trip

activated
BAE0_1F51N2BOPR
ALM, Gen. Prot.,

Earth fault I02> trip

activated
BAE0_1F59NAOPR
ALM, Gen. Prot.,

Earth fault U0 trip

activated
BAE0_1F59NBOPR
ALM, Gen. Prot.,

Earth fault U0> trip

activated
BAE0_1F67NOPR
ALM, Gen. Prot.,

Earth fault,
directional I0 trip

activated
BAE0_1F51AOPR
ALM, Gen. Prot.,

Overcurrent I trip
Activation of primary Check the prot. relay event recorder.

Check for reasons for short-circuits
generator shortcircuit protection if a
fault occurs in the
busbar or in the
utility. Possible other
reasons for
activation:
overloading
protection of the
generator and as a
back-up for the
differential relay in
case of stator short
circuits.
BAE0_1F81HOPR
ALM, Gen. Prot.,

Overfrequency f
BAE0_1F59AOPR
ALM, Gen. Prot.,

Overvoltage U trip
Check the prot. relay event recorder.

Activation due to
prolonged operation Check for reasons for overvoltages,
Check the AVR
with excessive over
voltage or in case of
AVR failures or
network disturbances
BAE0_1F59BOPR
ALM, Gen. Prot.,

Overvoltage U> trip

Activation due to
prolonged operation Check for reasons for overvoltages,
Check the AVR
with excessive over
voltage or in case of
AVR failures or
network disturbances
Sudden loss of load

Check load fluctuations and reasons
for loss of load
08 - 33
Operating Troubles
Code
34SG-200414-04

Message
Reason
Action
BAE0_1F32AOPR
ALM, Gen. Prot.,

Reverse power P- trip
Activation of
protection for the
Check for reverse power flow reasons
prime mover in order
to ensure that the
generator will not
act as a motor.
Detection of the
amount of reverse
power flow in (watts)
that would occur if
the engine lose its
input power.
BAE0_1F50AOPR
ALM, Gen. Prot.,

Shortcircuit I> trip
Activation of primary Check the prot. relay event recorder.

Check for reasons for short-circuits
generator shortcircuit protection if a
fault occurs in the
busbar or in the
utility. Possible other
reasons for
activation:
overloading
protection of the
generator and as a
back-up for the
differential relay in
case of stator short
circuits.
BAE0_1F49AOPR
ALM, Gen. Prot.,

Thermal overload
Long-term sensitive
overloading
protection of the
generator activated

for overloading
BAE0_1F46AOPR
ALM, Gen. Prot.,

Unbalance load I2 >
Unbalanced loads,
unbalanced system
faults, open
conductors, or other
unsymmetrical
operating condition

Check for possible reasons for
unsymmetrical operation
BAE0_1F81LOPR
ALM, Gen. Prot.,

Underfrequency f <
Sudden loss of input

power to the system
or due to a sudden
increase of load

for loss of load
BAE0_1F40AOPR
ALM, Gen. Prot.,

Underreactance X trip
Detection of
excitation faults

Check the excitation system
BAE0_1F27AOPR
ALM, Gen. Prot.,

Undervoltage U <
Voltage below
allowed limit, An
under voltage
condition in a power
system may be a
result of, a fault in
the voltage
regulator, short
circuits, starting of a
synchronous or
induction motor,
transformer
energising etc

Check the voltage regulator, Check
causes for short circuits
08 - 34
34SG-200414-04
Code
BAE0_1F51VOPR
Operating Troubles

Message
Reason
ALM, Gen. Prot.,
Voltage restr.
Overcurrent I 7> (U)
BAE0_1F000ALI ALM, Gen. protection

relay fault
Action
Activation of back- Check the prot. relay event recorder.

up protection to
Check also for overcurrent indications
disconnect the
generator if a system
fault has not been
cleared by other
protective devices
after a sufficient time
delay has elapsed
Generator
protection relay
internal fault
Check the protection relay display or

use the protection relay program
(VAMPSet) to identify the problem
BAN0_1Q000ALI
ALM, Ground
disconnector (NP)
position error
Breaker open and

OR none of the
signals active

wiring
ZBB0_1P002AH
ALM, High diff.

pressure over gas filter
Gas regulating unit

gas filter clogged
Replace or clean the gas filter
ZBB0_1P003AH
ALM, High inlet gas

pressure
Too high gas supply

pressure to gas
regulating unit
ZBB0_1T001AH
ALM, High inlet gas

temperature
Too high gas supply

temperature to gas
regulating unit
SVH0_1M001MFI
HT cooling water
ALM, HT cooling
pump motor
water pump control
center fault
it tripped

relay
SVH0_1M001AFI
ALM, HT cooling
water pump
Start/Stop fault
HT cooling water
pump motor
activation is not
according to given
command

commands
ZBB0_1P003AL
ALM, Low inlet gas

pressure
Low high gas supply

pressure to gas
regulating unit
ZBB0_1T001AL
ALM, Low inlet gas

temperature
Low high gas supply

temperature to gas
regulating unit
VEA0_1L001AL
ALM, Low level in HT

expansion tank
Low water level in HT

expansion tank
Check the level in the HT expansion

level
VEA012L001AL
ALM, Low level in LT

expansion tank
Low water level in LT

expansion tank
Check the level in the LT expansion

level
SVL0_1M001MFI
LT cooling water
ALM, LT cooling
pump motor
water pump control
center fault
it tripped
SVL0_1M001AFI
ALM, LT cooling
water pump
Start/Stop fault
LT cooling water
pump motor
activation is not
according to given
command

relay

commands
08 - 35
Operating Troubles
Code
34SG-200414-04

Message
Reason
Action
SQA0_1P005AH
ALM, Lub.oil filter diff.

pressure
Lubrication oil filter

clogged
Check and clean the lubrication

filter
CFC0_1S021ALI
ALM, Power Monitor

Unit fault
Generator power
monitoring unit
internal fault
Check the power monitoring unit

display or use the power monitoring
unit program (VAMPSet) to identify
the problem
QEP0_1M001MFI
ALM, Prelube motor

Prelube motor
control center fault overcurrent/shortcircu
relay
it tripped
QEP0_1M001AFI
ALM, Prelube pump

Start/Stop fault
VCA0_1M001MFI
ALM, Radiator group

Radiator motor
1 motor control
relay
center fault
it tripped
VCA0_1M001AFI
ALM, Radiator group

1 Start/Stop fault
VCA0_1M002MFI

Radiator motor
ALM, Radiator group
relay
2 motor control
it tripped
center fault
VCA0_1M002AFI
ALM, Radiator group

2 Start/Stop fault
VCA0_1M003MFI
Radiator motor
ALM, Radiator group
3 motor control
relay
center fault
it tripped
VCA0_1M003AFI
ALM, Radiator group

3 Start/Stop fault
VCA0_1M004MFI
ALM, Radiator group

Radiator motor
4 motor control
relay
center fault
it tripped
VCA0_1M004AFI
ALM, Radiator group

4 Start/Stop fault
Radiator motor
activation is not
according to given
command

commands
SOA0_1G001MFI
ALM, Turning gear

fault from PLC
Turning gear module

fault

commands
VDA0_1M001MFI
ALM, Water
preheater 1 control
center fault
VDA0_1M001AFI
ALM, Water
preheater 1
Start/Stop fault
08 - 36
Prelube motor
activation is not
according to given
command
Radiator motor
activation is not
according to given
command
Radiator motor
activation is not
according to given
command
Radiator motor
activation is not
according to given
command

commands

commands

commands

commands
Water preheater
relay
it tripped
Water preheater
activation is not
according to given
command

commands
34SG-200414-04
Code
Operating Troubles

Message
Reason
Action
VDA0_1M002MFI
ALM, Water
preheater 2 control
center fault
Water preheater
it tripped

relay
VDA0_1M002AFI
ALM, Water
preheater 2
Start/Stop fault
Water preheater
activation is not
according to given
command

commands
CFC0_1A100ALI
ALM, WECS
communication
failure
The PLC is not able

to establish
communication to
WECS
Check WECS power supply, Check

the profibus communication
(cabling and terminating resistors)
08 - 37
Operating Troubles
Code
SOB0_1F157INF
34SG-200414-04
Derating (DER) messages by PLC

Message
Reason
DER, Derating active Some of the derating
causes are active
SOB0_1F152INF DER, Pex, Exhaust gas

back pressure
Action

derating cause
Derating high
Exhaust Gas back
pressure due to
clogged heat
recovery boiler or
back end cleaning
devices
Check the heat recovery boiler or

back end cleaning devices
SOB0_1F159INF
DER, Pgas, Gas feed

pressure
Derating, due to low

gas feed pressure
Check the gas supply line pressure
SOB0_1F156INF
DER, Tamb, Air inlet

temperature
Derating, high air

inlet temperature
due to high ambient
temperature
n/a
SOB0_1F154INF
DER, Tcw, Charge air

coolant temperature
Derating, high
charge air coolant
(LT) temp due to;
High ambient
temperature,
external cooling
system problems
Check cooling system
SOB0_1F155INF
DER, Tht, HT water

temperature
Derating, low HT
water temperature
Check the pre-heating of the engine
SOB0_1F153INF DER, Trec, Charge air

temp in receiver
08 - 38
Check cooling system, Check

Derating, high
difference between LT and CA
charge air temp in
receiver due to; High temperature, Check CA diff pressure
ambient
temperature, High LT
water temperature,
CA cooler blow-by,
Contaminated CA
coolers
34SG-200414-04
Code
Operating Troubles
Sensor Failure (SF) messages by PLC

Message
Reason
Action
SNB0_1P003SF
SF, Diff. pressure over

charge air filter A
Check the sensor mA level at the PLC

Sensor broken or
wiring fault (broken input card, if the mA level (4-20mA) is
or loose connections) ok to the card, replace the PLC input
card. If the mA level is not within the
levels check the cabling to the sensor
and the sensor itself
SNB0_1P004SF

charge air filter B
Sensor broken or
ZBB0_1P002SF

gasfilter

Sensor broken or
ZBB0_1Q001SF
SF, Gas flow
Sensor broken or
VCA0_1T002SF
SF, HT water
temperature after
radiator
ZBB0_1P003SF
SF, Inlet gas pressure
ZBB0_1T001SF
SF, Inlet gas

temperature
Sensor broken or
Check the resistance level at the

panel terminals and compare to the
actual temperature. If the resistance
is within the actual temperature/
resistance levels replace the PT100
card. If the resistance is not within the
levels, check the cabling and
connections. If the cabling and
connections are ok, replace the
sensor.
VCA0_1T001SF
SF, LT water
temperature after
radiator
Sensor broken or

sensor.
Sensor broken or

sensor.
Sensor broken or
08 - 39
Operating Troubles
Code
34SG-200414-04
Start Blocks (SB) messages by PLC

Message
Reason
Action
CFC0_1S012SBL
STB, Breaker trip

indication

activated

breaker trip cause
BAE0_1Q001SBL
STB, Breaker truck in

isolated position
Breaker truck is not in

service position
Check the breaker truck position
BAE0_1Q009SBL
STB, Earthing
disconnector closed
Breaker earthing
disconnector closed
Check the earthing disconnector

position
CFC0_1S007SBL
STB, Engine running
Engine is running
NHA0_1A001SBL
STB, Exhaust gas

Exhaust gas
ventilation start block ventilation sequence
is active
n/a
Wait until the gas ventilation
sequence is finished
QEP0_1M001SBL
STB, Prelubrication
not performed
n/a
n/a
CFC0_1S011SBL
STB, Shutdown
indication active
Some shutdown
cause active

shutdown causes
CFC0_1S008SBL
STB, Stop command

active
Stop command
active
Check the stop command circuit(s)
CFC0_1A100SBL
STB, WECS
communication
failure
The PLC is not able

to establish
communication to
WECS
Check WECS power supply, Check

the profibus communication (cabling
and terminating resistors)
08 - 40
34SG-200414-04
Code
Operating Troubles
Status/Events messages by PLC

Message
Reason
Action
CFC0_1S005ACK
AVR excitation on
Status
n/a
CFC0_1S010INF
Breaker control, open

command
Status
n/a
CFC0_1S010OPC
Breaker open command
Status
n/a
CFC0_1S012RST
Breaker trip reset
Status
n/a
CFC0_1S030DIS
Disable loadsharing
Status
n/a
CFC0_1S030ENB
Enable loadsharing
Status
n/a
CFC0_1S002SEL
Engine control, speed

(droop)
Status
n/a
CFC0_1S007INF
Engine control, start

command
Status
n/a
CFC0_1S008INF
Engine control, stop

command
Status
n/a
CFC0_1S002DRO
Engine droop control
Status
n/a
CFC0_1S002KWO
Engine kW control
Status
n/a
CFC0_1S007STO
Engine start command
Status
n/a
CFC0_1S008SPO
Engine stop command
Status
n/a
NHA0_1A001RNI
Exhaust gas vent. fan running
Status, Exhaust gas

ventilation fan running
n/a
NHA0_1Q001INF
Flow switch position
Status, Exhaust gas

ventilation fan flow
indicator
n/a
PCC0_1M001RNI
Fuel feeder running
Status
n/a
ZBB0_1P006INF
Gas leak test pressure status,

Status, Gas leak test
P06
pressure sensor pressurized
n/a
ZBB0_1V015INF
Gas shutoff valve status,

V015
Status, Gas shutoff valve

open
n/a
ZBB0_1V018INF
Gas shutoff valve status,

V018
Status, Gas shutoff valve

open
n/a
ZBB0_1V014INF
Gas ventilation valve status,

V014
Status, Gas ventilation

valve open
n/a
ZBB0_1V016INF

V016

valve open
n/a
ZBB0_1V019INF

V019

valve open
n/a
BAE0_1Q000CLO
Gen. breaker closed
Status
n/a
BAE0_1Q000OPN
Gen. breaker open
Status
n/a
BAE0_1Q001OKP
Gen. breaker truck in

isolated position
Status
n/a
08 - 41
Operating Troubles
Code

Message
Reason
34SG-200414-04
Action
BAE0_1Q001NOP
Gen. breaker truck in service

position
Status
n/a
BAE0_1Q009CLO
Gen. earthing disconnector

closed
Status
n/a
BAE0_1Q009OPN
Gen. earthing disconnector

open
Status
n/a
CFC0_1S014ACK
Gen. voltage supervision
Status
n/a
CFC0_1S001SEL
Generating set control, auto

mode from M1 panel
Status
n/a
CFC0_1S001INF
Generating set control,

manual mode from WOIS
n/a
n/a
CFC0_1S003SEL
Generator control, voltage

(droop)
Status
n/a
CFC0_1S003DRO
Generator droop control
Status
n/a
CFC0_1S003PFO
Generator P.F. Control
Status
n/a
BAN0_1Q000CLO
Ground disconnector (NP)

closed
Status
n/a
BAN0_1Q000OPN
Ground disconnector (NP)

open
Status
n/a
SVH0_1M001RNI
HT-water cooling pump running
Status
n/a
SOB0_1E204INF
Idle running
Status, Sequence
n/a
CFC0_1S030INF
Load sharing selected
Status
n/a
SOB0_1E207INF
Loading
Status, Sequence
n/a
SVL0_1M001RNI
LT-water cooling pump running
Status
n/a
SOB0_1E208INF
Normal operation
Status, Sequence
n/a
CFC0_1S034ACK
Parallel with grid
Status
n/a
VDA0_1A001RNI
Preheating on
Status
n/a
VDA0_1M001RNI
Preheating pump 1 running
Status
n/a
VDA0_1M002RNI
Preheating pump 2 running
Status
n/a
QEP0_1M001RNI
Prelubrication pump running
Status
n/a
VCA0_1M001RNI
Radiator group 1 running
Status
n/a
VCA0_1M002RNI
Status
n/a
VCA0_1M003RNI
Status
n/a
08 - 42
34SG-200414-04
Code
VCA0_1M004RNI
Operating Troubles

Message
Reason
Action
Status
n/a
SOB0_1E120SEL
Read tuning data
Status
n/a
SNA0_1T000SEL
Reset Temperature adjust
Status
n/a
CFC0_1S001AUO
Set automatic control
Status
n/a
CFC0_1S001MAO
Set manual control
Status
n/a
SOB0_1E213INF
Shutdown mode, waiting for

reset
Status, Sequence
n/a
CFC0_1S011RST
Shutdown reset
Status
n/a
SOB0_1E202INF
Start preparation
Status, Sequence
n/a
SOB0_1E203INF
Starting
Status, Sequence
n/a
SOB0_1E201INF
Stop mode
Status, Sequence
n/a
SOB0_1E206INF
Synchronising
Status, Sequence
n/a
CFC0_1S006CLC
Synchronising command
Status
n/a
CFC0_1S013ACK
Synchronising on
Status
n/a
CFC0_1S006SEL
Synchronising requested
Status
n/a
CFC0_1S013SEL
Synchronising select
Status
n/a
SOB0_1E209INF
Unloading
Status, Sequence
n/a
NHA0_1A001CLI
Valve in closed position
Status, Exhaust gas

ventilation fan valve
closed
n/a
NHA0_1A001OPI
Valve in open position
Status, Exhaust gas

ventilation fan valve open
n/a
Status
n/a
NHA0_1A001REQ Ventilation request from WOIS
08 - 43
Operating Troubles
34SG-200414-04
08.2.1 Cylinder combustion failure check lists
LR, High exhaust gas temperature

Cause
Check
Leaking main gas valve
A leaking Main gas valve can cause this. Swap the

malfunctioning gas valve to another cylinder in order to see
if the fault is moving.
Incorrect (too rich) Air/Fuel ratio
If the air/fuel ratio is too rich, normally all cylinders have

increased exhaust gas temperatures. The problem can be
due to incorrect wastegate adjustment or that the
wastegate is fully closed. Check wastegate calibration
and functionality. If the wastegate is fully closed, air flow to
and from the engine might be restricted
Too high pressure drop over:
- Intake air filters
- Charge Air-coolers
- Turbo charger nozzle rings Exhaust system after engine.
For instance exhaust boilers, catalytic converters a.s.o.
Exhaust gas valves
Exhaust gas valve. To check condition of valves perform a

"Cylinder tightness test" of the cylinder (see chapter 12 A )
Reasons for leakage might be:
- Valve jamming when open
- "Negative" valve clearance
- Valve/seat sealing surface blow by (burned)
08 - 44
34SG-200414-04
Operating Troubles
SHD, High exhaust gas temperature

Cause
Check
Big load step
If a too big load step is attempted the exhaust

gas temperatures will increase rapidly.
A leaking Main gas valve can cause this. Swap

the malfunctioning gas valve to another cylinder
in order to see if the fault is moving.
If the air/fuel ratio is too rich, normally all

cylinders have increased exhaust gas
temperatures. The problem can be due to
incorrect wastegate adjustment or that the
wastegate is fully closed. Check wastegate
calibration and functionality. If the wastegate is
fully closed, air flow to and from the engine
might be restricted
- Turbo charger nozzle rings
Exhaust system after engine. For instance
exhaust boilers, catalytic converters a.s.o.
Exhaust gas valves
Exhaust gas valve. To check condition of valves

perform a "Cylinder tightness test" of the cylinder
(see chapter 12 A)
08 - 45
Operating Troubles
34SG-200414-04
ALM, High exhaust gas temperature, cyl. n
08 - 46
Cause
Check
Big load step



might be restricted
Exhaust gas valves

(see chapter 12 A)
34SG-200414-04
Operating Troubles
SHD, High dev. exh. gas temp. cyl./average

Cylinder exhaust gas temperature is significantly higher than engine
average
Cause
Check
Big load step



might be restricted
Exhaust gas valves

(see chapter 12 A)
08 - 47
Operating Troubles
34SG-200414-04
ALM, High dev. exh. gas temp. cyl./average

Cylinder exhaust gas temperature is significantly higher than engine
average
08 - 48
Cause
Check
Big load step



might be restricted
Exhaust gas valves

(see chapter 12 A)
34SG-200414-04
Operating Troubles
ALM or SHD, Low dev. exh. gas temp. cyl./average

Cause
Check
Spark plug malfunction
Replace spark plug.
Non return valve, spare part code no

124 009 malfunction
Recondition or renew the non-return valve, see chapter 16.
PCC valve malfunction
Perform "Main/PCC gas valve and ignition test" according to

Fig 08-14.
Exhaust gas temperature sensor

malfunction
If the exhaust gas temp sensor(s) is mounted on the cylinder

head (part no 506-068) follow step 1. If the sensor is
mounted in the exhaust manifold after the cylinder head
(part no 506-985), follow step 2.
1. With engine stopped, disconnect one sensor in the
connection box (part no 506-058) at the time and check
reading of temperature (see WECS drawings). If there is a
significant difference between the readings, the one that
has the lower reading might be broken. Leave this sensor
disconnected and do a test run of the engine.
2. When engine stopped check the reading of exhaust
temp sensor. If the temperature is significantly lower than
the other cylinders the sensor might be broken. Replace
sensor.
CCU functionality, wiring.
Visually check the wiring in the CCU box, check for loose
connections and damaged wire insulation. Switch processor
board (top card) with another CCU and set the dial switches
according to WECS drawings.
Main gas valve malfunction.
If the installed Main gas valve is equipped with a connector,

check the connector pins for wear. Perform "Main/PCC gas
valve and ignition test" according to Fig 08-14. If the valve
solenoid is functional (sound can be heard when opening),
the valve is probably OK.
Ignition system, coil, trigger module

and spark plug extension
Clean the spark plug extension with a dry piece of cloth.

Perform "Main/PCC gas valve and ignition test" according to
Fig 08-14. (to check if sparks are created).
In uncertain cases, a suspect component can be checked by temporary

mounting it on a properly working cylinder. The faulty component can
hereby be identified as the failure moves to the new cylinder.
08 - 49
Operating Troubles
34SG-200414-04
ALM, Max. temp. compensation, cyl. n

Cause
Check
Cylinder gas duration has reached

maximum offset value. The cylinder need
much more or much less main gas valve
duration than average to maintain exhaust
gas temperature.
This alarm has many possible causes. To be able to find

the reason the exhaust gas temperature trends has to
be monitored. If the exhaust gas temperature tends to
fall below average please refer to ALM, Low dev. exh.
gas temp. cyl./average
If the trend is showing a rising exhaust gas temperature
please refer to ALM, High dev. exh. gas temp.
cyl./average
ALM, Cyl. disabled due to temp. dev., cyl. n (Optional)

Cause
Check
The cylinder combustion has failed and the

fuel injection to the cylinder is disabled.
This alarm has many possible causes. To be able to find

the reason the exhaust gas temperature trends has to
be monitored. If the exhaust gas temperature tends to
fall below average please refer to ALM, Low dev. exh.
gas temp. cyl./average
If the trend is showing a rising exhaust gas temperature
please refer to ALM, High dev. exh. gas temp.
cyl./average
08.3
Trouble shooting for air starter
Pos. Trouble
1. Starting motor does not run
a) No air supply.
b) Damaged turbine assembly.
c) Foreign material in starting motor
and/or piping.
d) Blocked exhaust system.
e) Defective control valve or relay
valve.
2.
a)
b)
c)
d)
Check for blockage or damage to air supply lines or

tank.
Inspect turbine assembly and power train and repair or
replace if necessary.
Remove motor assembly and/or piping and remove
blockage.
Remove housing exhaust cover and check for
blockage.
Replace control valve or relay valve.
Loss of power
Low air pressure to starter.
Restricted air supply line.
Relay valve malfunctioning.
Exhaust flow restricted.
e) Damaged turbine assembly.
08 - 50
Check air supply.

Check for blockage or damage to air lines.
Clean or replace lines or relay valve. Lube relay valve.
Check for blocked or damaged piping. Clean or
replace piping. Check for dirt or foreign material and
clean or remove. Check for ice build-up. Melt ice and
reduce moisture build-up to starter.
Replace turbine assembly.
34SG-200414-04
3.
Operating Troubles
Starter drive does not engage
a)
b)
c)
d)
No pressure to drive housing port.

Internal drive housing ports blocked.
Fluid in drive unit components.
Damaged or worn piston assembly,
O-ring or seals.
e) O-rings and seals dry.
4.
b) Damaged starter valve.
b) Damaged starter drive or

components
c) Low air pressure.
d) Wrong drive pinion.
Inspect air line and remove source of oil.

Install splash deflector retaining screw or pipe plug.
Replace static seals on outside of motor or send motor to
manufacturer to be rebuilt.
Oil leaking from gear case
a) Worn or damaged O-rings.

b) Loose joints.
c)
d)
e)
f)
Inspect drive pinion and flywheel and replace if

necessary.
Inspect drive components and replace worn or
damaged parts.
Check air supply.
Replace with proper drive pinion.
Oil blowing out of starter exhaust
a) Oil in air supply line.

b) Splash deflector retaining screw or
pipe plug missing.
c) Worn or damaged rotor seals or
static O-rings.
7.
Disassemble drive train and replace worn or damaged

parts.
Disassemble starter valve and replace worn or
damaged parts.
Excessive butt engagement
a) Damaged drive pinion or flywheel.
6.
Re-lube O-rings and seals.
Starting motor runs, pinion engages, but does not rotate flywheel
a) Damaged or broken drive train.
5.
Check air supply.

Remove blockage.
Remove fluid.
Replace damaged or worn parts.
Excessive high-speed operation.

High number of start cycles.
Loose or leaking pipe plugs.
Splash deflector retaining loose or
pipe plug missing.
Replace O-rings.
Make sure that joints fit properly and that starter
assembly cap screws are tightened to 60 ft.-Ib (81 Nm).
Make sure that all seals and O-rings fit and seal properly
at their perimeters. If they do not, replace with new
seals and O-rings.
Operate according to recommendations.
Replace worn components.
Tighten or replace pipe plugs.
Tighten splash deflector retaining screw or replace pipe
plug.
08 - 51
Operating Troubles
08 - 52
34SG-200414-04
2002-01
Specific Installation Data
09. Specific Installation Data

09.1
General
All test reports and certificates are collected in series 8 Quality records.
The specific installation data can be found from binder 7A 02 01.
09 - 1
Specific Installation Data
09 - 2
2002-01
34SG-9701
Engine Block with Bearings, Cylinder and Oil Sump
10. Engine Block with Bearings, Cylinder and

Oil Sump
10.1
Description
The cast iron engine block is cast in one piece. The jacket water
distributing pipes and the charge air receiver are integrated in the
engine block. The main bearing caps, which support the underslung
crankshaft, are clamped by hydraulically tensioned screws, two from
below and two horizontally. The bearing shells are axially guided by
lugs to provide correct assembly.
A combined flywheel/thrust bearing is located at the driving end. The
flywheel bearing shells are of the same type as the main bearings. The
four thrust washers guide the crankshaft axially.
The camshaft bearing bushes are fitted in housings directly machined
in the engine block.
The cylinder liners, made of special cast iron, have cooling bores in
the upper flange. At the upper part the liners are sealed against the
block metallically, and at the lower part by two O-rings.
To eliminate the risk of bore polishing, the liner is provided with an
anti-polishing ring at the upper part.
The crankcase covers, as well as other covers, tighten against the
engine block by rubber sealings and four screws each. On one side of
the engine the crankcase covers are equipped with safety valves which
relieve the overpressure in case of a crankcase explosion. One cover
incorporates the oil filling hole. The crankcase is furthermore provided
with a vent pipe including a non-return valve. This pipe should be
conducted away from the engine room.
The light, welded oil sump is attached to the engine block from below
and is sealed by an O-ring. Suction pipes to the lube oil pump and
separator as well as the main distributing pipe for lube oil are incorporated in the oil sump.
From the main distributing pipe the lube oil is led up to the main
bearing through a hydraulic jack, by means of which the bearing cap
can be lowered and lifted, e.g. when inspecting the bearings.
10.2
Main bearings
10.2.1 Dismantling of the main bearing
1 Remove two crankcase covers on each side of the bearing,
on both sides of the engine.
10 - 1
34SG-9701
2 Loosen the nuts of the side screws on the bearing in

tion and on both adjacent bearings, Fig 10-1 (A).
ques-
3 Lift the distance sleeve 3V86B46 into position on the side

screw. One or two nuts can be loosened simultaneously.
4 Screw on the hydraulic tool 3V86B78 and proceed with opening of the side screw nuts (A).
5 Loosen the nuts of the main bearing screws on the bearing
in question as shown in Fig 10-1 (B).
Use of hydraulic cylinders
DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve.
Tighten cylinders by hand.
Rear side
Hydraulic oil
3. Screw cylinders 180

counter -clockwise.
4. Close valve, rise pressure.
5. Open the nut about half a turn.
6. Open release valve, remove tool.
A1
A2
B1
B2
Hydraulic cylinder combination

Screw
Cylinder
Sleeve
Pin
Hydraulic tool
Action/Screw
Loosening
Tightening
Main bearing screws Main bearing screws

3V86B79
3V86B78
3V86B46
3V86B39
3V86B46
4V86B11
4V86B02
4V86B11
Comments
B1 B2
One by one in order according to free choice.

Two nuts per side can be loosened simultaneously.
Always loosened simultaneously.
B1 B2
Simultaneously handtight with pin 4V86B02 (B11) only.
A1 A2
Hydraulic pressure
615...635 bar
615...635 bar
A2
A2 bolt tensioned first with 200 bar hydraulic pressure

and the nut turned with pin to contact.
200 bar
B1 B2
Tightened simultaneously with full hydraulic pressure.
615 bar
A1A2
Tightened one by one in order according to free choice

with full hydraulic pressure.
615 bar
Fig 10-1
10 - 2
B1 B2
A1 A2
Main bearing and thrust
bearing screws
3V86B78
3210519045
34SG-9701
6 Lift the distance sleeves 3V86B39 into position and insert the
pins 4V86B02.
7 Lift the hydraulic tool 3V86B79 into position by using the tool
3V86B52 and proceed with opening of the main bearing nuts (B).
8 Remove the nuts of the main bearing screws.
9 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked DOWN,
see Fig 10-2.
10 Unscrew the side screws of the main bearing cap to be lowered. Use the stud tool 4V80D12.
11 Lower the main bearing cap by pumping oil pressure to the
hydraulic jack by the hydraulic pump.
12 Remove the lower bearing shell.
13 Insert the turning tool 4V85B16 into the main bearing journal
radial oil hole.
14 Turn the crankshaft carefully until the bearing shell has
turned 180 and can be removed.
15 Cover the two main bearing journal radial oil holes with tape.
At least every third main bearing should be in place at the same
time to support the crankshaft.
Hydraulic jack
Straight side of
main bearing cap
DOWN UP
Fig 10-2
3210528932
10 - 3
34SG-9701
10.2.2 Inspection of main bearings and journals

Clean the bearing shells and check for wear, scoring and other damages.
a) Trimetal bearings can be used until the overlay is partially worn off.
When the under-laying nickel-barrier or the lining material is exposed
in any area, the bearing must be replaced.
Never re-install a bearing with the nickel-barrier exposed in any
part of the bearing shell.
b) Bi-metal bearings. Wear is settled by measuring the thickness of

the lower bearing shells. For this purpose a ball anvil micrometer can
be used. The wear limit in section 06.2 must be applied. If the thickness
of lower bearing shells have not reached the wear limit and the
difference in thickness of all lower bearing shells is max. 0.03 mm, the
shells can be used again.
Mark the new bearings with the bearing numbers.
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, section 06.2, the crankshaft may be reground and used together
with thicker bearing shells, see Spare Parts Catalogue.
No scraping or other damage of bearing shells, caps and saddles is
allowed. Burrs should be locally removed, only.
10.2.3 Assembling of main bearing

1 Clean the main bearing shells, the cap and the journal very
carefully.
2 Take off the protecting tape from the journal oil holes and
lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and end faces of the
upper bearing shell with clean lubricating oil.
The bearing shell can be completely destroyed (deformed) during
the assembly, if it is not lubricated carefully.
10 - 4
34SG-9701
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,
and push it by hand as far as possible (recommended 2/3 of its
length).
5 Insert the turning tool 4V85B16 into the main bearing journal
radial oil hole and turn the crankshaft carefully until the bearing
shell has turned into position. Take care that the bearing shell lug
slides into the oil groove without being damaged.
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
6 Remove the turning tool.
7 Lubricate the bearing surface of the lower bearing shell with
clean lubricating oil and place it in the bearing cap.
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
9 Lift the main bearing cap by pumping oil pressure to the hydraulic jack with the hydraulic pump.
10 Lubricate the threads of the side screws (the threads towards
the bearing cap) and tighten the screws to the bottom or use the stud
tool 4V80D12.
11 Tighten the nuts by hand.
12 Lift the distance sleeves 3V86B46 into position on the side
screws on the B-bank on an V-engine. One or two nuts can be
tightened simultaneously, Fig 10-1 (A2).
13 Screw on the hydraulic tool 3V86B78.
14 Tighten the nut by the pin 4V86B11 when the hydraulic pressure is 200 bar.
REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand.
15 Lift the distance sleeves 3V86B39 into position on the bearing

cap screws and insert the pins 4V86B02, see Fig 10-1 (B).
16 Lift the hydraulic tool 3V86B79 into position by using the tool
3V86B52 and proceed with tightening of the main bearing screws
(B).
Hydraulic oil
3. Close the valve and pump

pressure to the stated value.
4. Screw the nuts until close
contact to face.
5. Open the valve and remove
tool set.
17 Lift the distance sleeves 3V86B46 into position on the side

screws on the B-bank on an V-engine, straight side of the bearing
cap! One or two nuts can be tightened simultaneously, Fig 10-1 (A2).
18 Screw on the hydraulic tool 3V86B78 and proceed with tightening of side screw nut (A2). Tighten to full, stated pressure.
19 Lift the distance sleeves 3V86B46 into position on the opposite manoeuvering side screws. One or two nuts can be tightened
simultaneously, Fig 10-1 (A1).
10 - 5
34SG-9701
20 Screw on the hydraulic tool 3V86B78 and proceed with tightening of side screw nuts (A1). Tighten to full stated pressure.
10.3
Flywheel/thrust bearing
10.3.1 Dismantling of flywheel/thrust bearing
1 Remove the two crankcase covers next to the flywheel end,
on both sides of the engine.
2 Loosen the nuts of the side screws on the flywheel/thrust bearing and the adjacent main bearing, Fig 10-1 (A).
3 Lift the distance sleeve 3V86B46 into position on
screw. Two nuts can be loosened simultaneously.
the
side
4 Screw on the hydraulic tool 3V86B78 and proceed with opening of the side screw nuts (A).
5 Loosen the nuts of the flywheel/thrust bearing screws as
shown in Fig 10-1 (B).
DISMANTLING
6 Lift the distance sleeves 3V86B46 into position and insert the
pins 4V86B11.
7 Screw on the hydraulic tools 3V86B78. If necessary, use the
lifting tool 3V86B52. Proceed with opening of bearing screws (B).
8 Remove the nuts of the flywheel/thrust bearing screws.
Hydraulic oil

counter -clockwise.

hydraulic jack, the supplying hose set to the side marked DOWN,
see Fig 10-2.
10 Unscrew the side screws of the flywheel/thrust bearing cap.
Use the stud tool 4V80D12.
11 Lower the bearing cap by pumping oil pressure to the hydraulic jack with the hydraulic pump.
12 Remove the lower bearing shell and the thrust washers. To
remove the thrust washer next to the driving end, an M6 screw can
be fitted to each end of the washer, see Fig 10-3.
13 Insert the turning tool 3V85B15 into the bearing journal radial oil hole.
14 Turn the crankshaft carefully until the bearing shell and the
washers have turned 180 and can be removed.
15 Cover the two bearing journal radial oil holes with tape.
16 Check the bearing in the same way as the main bearings,
section 10.2.2. The thrust washers on the same side have to be
changed in pairs.
10 - 6
34SG-9701
Thrust bearing
End recesses
End recesses
Fig 10-3
3210568935
10.3.2 Assembling of flywheel/thrust bearing

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 lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and both ends of the
upper bearing shell with clean lubricating oil and place the end of
the bearing shell in the slot between the journal and the bearing
bore. The axial location of the shell is to be secured by keeping the
bearing shell end recesses at level with the axial faces in the engine
block, see Fig 10-3.
4 Insert the shell by hand as far as possible (recommended 2/3 of
its length).
5 Insert the turning tool 3V85B15 into the bearing journal radial
oil hole and turn the crankshaft carefully until the bearing shell has
turned into position.
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
10 - 7
34SG-9701
6 Remove the turning tool.

7 Lubricate the bearing surfaces and back sides of the upper
thrust washers and push the washers into position by hand. To
facilitate the mounting of the washer, the crankshaft can be axially
displaced in each direction.
8 Lubricate the bearing surfaces of the lower thrust washers
and push them into position on the guiding pins in the bearing cap.
For mounting the thrust washer next to the driving end an M6 screw
can be fitted to each end of the washer, see Fig 10-3.
9 Lubricate the bearing surface of the lower bearing shell with
clean lubricating oil and place the shell in bearing cap. The axial
location of the shell is to be secured by keeping the bearing shell end
recesses at level with the axial faces in the cap, see Fig 10-3.
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
11 Lift the bearing cap by pumping oil pressure to the hydraulic
jack with the hydraulic pump.
12 Screw the side screws into the threads of the bearing cap by
hand.
REASSEMBLING
distance sleeve.
13 Tighten the side screws to the bottom or by using the stud tool
4V80D12.
14 Tighten the nuts of the side screws on the rear side of the engine as shown in Fig 10-1 (A).
15 Lift the distance sleeves 3V86B46 into position on the flywheel/thrust bearing screws and insert the pins 4V86B11, see Fig
10-1 (B).
Hydraulic oil

contact to face.
tool set.
10 - 8
16 Screw on the hydraulic tools 3V86B78. If necessary, use the

lifting tool 3V86B52. Proceed with tightening of the bearing screw
nuts (B).
17 Lift the distance sleeve 3V86B46 into position on the side screw.
Two nuts can be tightened simultaneously.
18 Screw on the hydraulic tool 3V86B78 and proceed with tightening of side screw nuts (A).
34SG-9701
10.4
Camshaft bearings
10.4.1 Inspection of the camshaft bearing bush
When the camshaft bearing journal has been removed, the inner
diameter of the bearing bush can be measured at site, by using a ball
anvil micrometer screw. The wear limit is stated in chapter 06, section
06.2 If the wear limit for one camshaft bearing bush is reached, all
camshaft bearing bushes should be replaced. For visual inspection of
the camshaft bearing bush, proceed as follows:
1 Remove both camshaft covers adjacent to the bearing concerned.
2 Remove the end cover (6), see chapter 14, Fig 14-2.
3 Loosen the rocker arm bracket fastening nuts, see Fig 14-1,
pos. 1, on the cylinders where the camshaft is to be replaced
according to step 5, below.
4 Open the flange connection camshaft piece/bearing journal
towards the driving end of the engine seen from the bearing
concerned.
5 Move the part of the camshaft located towards the free end of
the engine max. 25 mm in the direction of the free end by using a
suitable lever.
6 Check the uncovered part of the bearing bush 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.
10.4.2 Removing of camshaft bearing bush

1 Remove the camshaft cover, guide block and camshaft piece
from the two cylinders adjacent to the bearing concerned. If it is the
question of an end bearing, the respective camshaft end piece has
to be removed.
2 Remove the camshaft bearing journal.
3 Assemble the removing device 32.83E05 according to Fig
10-4. Notice the difference in tool assembly for the bearing next to
the free end of the engine. When it is a question of an end bearing,
insert the guide sleeve 2V83H149, the thicker part being directed
towards the middle of the engine.
4 Tighten the hydraulic tool 3V83E61 by tensioning the pull
screw 4V83G45.
5 Connect the hoses of the hydraulic pump to the hydraulic
tool.
10 - 9
34SG-9701
6 Pump pressure to the hydraulic tool to withdraw the bearing

bush. The pressure must not exceed the value stated in chapter 07,
Fig 07-14. If the bearing bush does not move when this pressure is
achieved, a light knock on the end flange 3V83H150 can be necessary.
Hydraulic oil
DISMANTLING
2. Tighten the tool assembly.
3. Close the valve and pump to
required pressure.
the tool.
7 Open the pump valve, disconnect the hoses of the hydraulic

tool and dismantle the removing device.
Removing of camshaft bearing bush
2V83H148
2V83H148
3V83H150
3V83G45 2V83H149
3V83E61
3V83G45
3V83E61
2V83H149
3V83H150
Fig 10-4
321053A9501
10.4.3 Mounting of camshaft bearing bush

1 Lightly lubricate the new bearing bush with clean engine oil
on the outer surface and put it on the guide sleeve 2V83H149. The
notch on the bearing bush side should be positioned downwards, i.e.
the oil groove upwards.
2 Assemble the mounting device 32.83E05 according to Fig
10-5. Notice the difference in tool assembly for the bearing next to
the free end of the engine. When it is a question of an end bearing,
insert the guide sleeve 2V83H149, the thinner part being directed
towards the middle of the engine.
3 Tighten the hydraulic tool 3V83E61 by tensioning the pull
screw 4V83G45 lightly.
4 Connect the hoses of the hydraulic pump
hydraulic tool.
2V86A36 to the
5 Pump pressure to the hydraulic tool to mount the bearing

bush. The pressure must not exceed the value stated in chapter 07,
Fig 07-14.
tool and dismantle the mounting device.
10 - 10
34SG-9701
7 Lubricate the bearing surface of the bearing bush and

sert the camshaft bearing journal.
in-
8 Mount the camshaft pieces, guide blocks, injection pumps and

camshaft covers.
Hydraulic oil
REASSEMBLING
1. Connect hoses, open the valve.
required pressure.
the tool.
Mounting of camshaft bearing bush

2V83H148
2V83H148
3V83H150
3V83G45 2V83H149
3V83E61
3V83G45
3V83E61
Fig 10-5
10.5
2V83H149
3V83H150
321053B9501
Cylinder liner
10.5.1 Maintenance of cylinder liner
a)
Honing of cylinder liner bore

Always hone the cylinder liner when new piston rings are mounted.
Normally a light honing is sufficient. If the honing is done when the
cylinder liner is on its place in the engine block, the crankshaft
under the cylinder liner concerned must be covered by plastic film.
Honing rests must be prevented from falling into the oil sump of the
engine. For the honing process the following instructions are prescribed:
The honing is to be carried out by means of Plateau honing.
Only ceramic hones with a coarseness of 80 and 400 should be
used. The hones with a coarseness of 80 should be used for about
20 strokes or until the polished areas in the cylinder liner are over
scraping. The hones with a coarseness of 400 should be used for
about 30 strokes to give the correct surface finish.
The pitch angle of the honing lines in the cross hatch pattern
should be about 30, which is achieved by combining for example
40 strokes/min with a rotational speed of 100 RPM.
10 - 11
b)
c)
34SG-9701
As coolant a honing oil is preferred, but a light fuel oil 2-15 cSt
could also be used.
After honing, the liner bore must be carefully cleaned by using a
suitable brush, water (preferably hot) and soap or cleaning fluid,
alternatively, light fuel oil. Then dry with a cloth and lubricate
with engine oil for corrosion protection.
The honing equipment is delivered with the engine.
Check the inner diameter of the cylinder liner, use
form
No.
3210V001.
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 ( 9.5 - 10 mm).
10.5.2 Removing cylinder liner

1 Drain the engine cooling water and remove the cylinder head
and piston with connecting rod.
2 Loosen the screw (2) and remove the holder (1), see Fig 10-6.
3 Assemble the lifting tool 3V83G94, extractor 3V83H171 and
the hydraulic tool 3V83E61 according to Fig 10-6.
4 Tighten the hydraulic tool by tensioning the nut of the pull
screw 2V83G46 lightly.
Hydraulic oil
DISMANTLING
required pressure.
the tool.
5 Connect the hoses of the hydraulic pump to the hydraulic

tool.
6 Pump pressure to the hydraulic tool to withdraw the cylinder
liner. The pressure must not exceed the value stated in chapter 07,
Fig 07-14.
tool and remove it.
8 Use the part of the removing device intended for this purpose to lift the cylinder liner, see Fig 10-6.
10.5.3 Mounting of cylinder liner

1 Check that all guide and 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 Lubricate the lower O-rings and the sealing faces with
and assemble the lifting device, see Fig 10-6.
10 - 12
grease
34SG-9701
4 Lower the liner carefully into the bore of the engine block.
When the lowest O-ring touches the engine block, align the liner so
that the mark (3, in Fig 10-6) on the liner is directed towards the
driving end of the engine on the A-bank and on the B-bank towards
the free end of the engine. Lower further and press liner into
position by hand.
5 Check the inner diameter of the cylinder liner, especially at
the level of the guiding surfaces.
Hydraulic oil
REASSEMBLING
required pressure.
the tool.
6 Mount the holder (1) and tighten the screw (2) to the stated
torque.
7 Mount the piston with the connecting rod, anti-polishing
ring and cylinder head, and refill the cooling water.
8 Check the O-ring seals from the crankcase side while circulating cooling water. If there is an engine driven cooling water
pump, apply 3 bar static pressure.
Removing and lifting of cylinder liner
3V83E61
1. Holder
2. Screw
3. Mark
3V83E61 Hydraulic tool
3V83G94 Lifting tool
3V83H171 Extractor
3V83H171
3V83G94
2
3
Fig 10-6
B
3210579543
10 - 13
10 - 14
34SG-9701
32-200138
Piston Overhaul
Appendix B
11B. Piston Overhaul

11B.1
General
All the engines mentioned in the table below are fitted with composite
type pistons.
Manufacturer/ type marked in Instruction Manual
Fastening screws for the

crown
W32
32LN
KS / (type 1)
Four (4) M16 screws
X(1)
Mahle / (type 2)
Two (2) M22 screws
Wecometal / (type 3)
Four (4) M14 screws
W32DF
W34SG
X
Note! (1) On W32 KS-piston crown, there is only an inner support surface.
For these pistons it is necessary to make more extensive inspections
at every piston overhaul.
Pistons
Piston of type 1
Fig 11B-1
Piston of type 2
Piston of type 3
321180200112
11B - 1
Appendix B
11B.2
Piston Overhaul
32-200138
Pistons
The piston assembly must be dismantled for inspection of mating
surfaces between piston skirt and piston crown and for inspection and
cleaning of cooling oil spaces.
11B.3
Piston crown
11B.3.1 Visual inspection
The combustion space must be checked for corrosion and/or burning
marks.
If marks deeper than 2 mm are found the piston crown should be
replaced.
Deposits in the cooling oil space thicker than 0.5 mm is an indication
of contaminated lubricating oil. Such extensive deposit layers can cause
overheating of the piston crown.
11B.3.2 Crack detection test

A crack detection test by use of liquid penetrant or, preferably, magnetic particle detection method should be performed, comprising all
surfaces.
No cracks are allowed.
11B.3.3 Measurements
Piston ring grooves to be measured regarding wear in accordance with
normal practice.
Measurements of the distance between the inner and outer support
surfaces must be made, see piston type specific instructions below.
Please note that a special measuring tool has been designed for this
measurement.
11B.3.4 Reconditioning
Please contact Wrtsil for reconditioning of piston crowns.
No repair welding is allowed.
11B - 2
32-200138
Piston Overhaul
11B.4
Appendix B
Piston skirt
11B.4.1 Visual inspection
The running surface of the skirt is coated with a graphite-phosphate
layer. Consequently cleaning with use of emery cloth or other abrasives
is not allowed.
Excessive wear marks and/or scoring/seizure marks on the running surface may require replacement of the skirt.
11B.4.2 Support surfaces

Assessment of wear of the support surfaces to be made by measurement
of the distance between the inner and outer support surfaces, see
measurement record 3211V025GB.
11B.4.3 Crack detection test

Crack detection test of the entire piston skirt with use of liquid
penetrant must be made. Special attention must in this regard be given
to the upper part of the piston skirt and to the gudgeon pin bore with
its supports to the upper part and to the circumferential part of the
skirt, see Fig 11B-2.
Piston skirt
Piston of type 1
Piston of type 2
Fig 11B-2
Piston of type 3
321180200112
As piston skirts are cast pieces a crack detection test may also give
indications for surface defects which are normal in castings.
Indications exceeding 5 mm in length should be examined more
in detail. If a crack is confirmed, the piston skirt must be replaced
with a new or reconditioned one.
11B - 3
Appendix B
Piston Overhaul
32-200138
11B.4.4 Measuring of piston crown and piston skirt

Measurements of the distance between the inner and outer support
surfaces must be measured according to the measurement record
3211V025GB.
11B.4.5 Assembling of pistons (All types)

If the inspections are resulting in a conclusion that a piston can be
reused the same pair of crown and skirt must be assembled
together again.
It is not allowed to mix partly worn but reusable crowns and skirts!
When assembling a piston crown to a piston skirt follow tightening
procedure mentioned in chapter 07.
11B - 4
200414-05
Crank Mechanism: Crankshaft, Connecting Rod, Piston
34SG/32DF
11. Crank Mechanism:

Crankshaft, Connecting Rod, Piston
11.1
Counterbalancing of crankshaft
11.1.1 General
The crankshaft is counterbalanced by means of weights on the crank
webs. The V-engines have counterweights on all webs.
11.1.2 Counterbalancing of 18-cylinder V-engines

The counterbalancing of the free moment of the 18-cylinder V- engines
is accomplished by means of a supplementary weight at the free end of
the engine and a specially balanced flywheel. After a possible removal,
it is important that the supplementary weight is correctly re-installed,
Fig 11-1.
Supplementary weight for 18V34
Crank web for cylinder A1 *
and B1 is straight upwards
10
Centerline of
counter weight
Seen from
free end
* For a clockwise rotating engine:

Crankshaft is turned to 25 after TDC for cylinder A1
For a counter-clockwise rotating engine:
Crankshaft is turned to 25 before TDC for cylinder A1
Fig 11-1
3211559045
11 - 1
34SG/32DF
11.2
200414-05
Crankshaft
11.2.1 Description of crankshaft
The crankshaft is forged in one piece and provided with counterweights fastened with hydraulically tensioned screws.
At the driving end of the engine, the crankshaft is equipped with a
V-ring for sealing off the crankcase, a combined flywheel/thrust bearing
and a split gear wheel for camshaft driving.
At the free end, there is a gear for driving of pumps and usually a
vibration damper.
The crankshaft can be rotated by a electrical turning device operating
the flywheel. Separate instructions for the vibration damper are submitted, if the engine is equipped with such.
11.2.2 Crankshaft alignment

The crankshaft alignment is always done on a thoroughly warm engine,
i.e. after running on high enough load during a sufficiently long time
to heat up both the engine and the foundation. Recommended values
are more than 60% load during more than 6 hours.
The crankshaft alignment should be carried out immediately after
the engine is stopped and rapidly but carefully. Only the crankcase
cover for the cylinder being measured should be opened and it should
be closed immediately after measuring. The crankshaft alignment can
be checked either by using a dial indicator or as an alternative an
electronic deflection indicator.
By using a dial indicator:
1 Rotate crank of the first cylinder near BDC (bottom dead centre) and attach crankshaft dial indicator to the centre marks in the
two crank webs. The distance between the indicator and the connecting rod should be as small as possible.
2 Set indicator at zero.
3 Read deflections when rotating crank to rear side, TDC (top
dead centre), operating side and BDC. Record readings in the
Measuring Record: Crankshaft alignment. See also work steps
for both methods.
Note! During the alignment procedure the crankshaft should be rotated
in the direction of rotation, only. The indicator should not be turned
during the measurement.
11 - 2
200414-05
34SG/32DF
By using a electronic deflection indicator:

4 Combine extensions with the transducer (3) to the required
length.
5 Connect cable (2) on the measuring unit (1).
6 Turn on the measuring unit by pressing Power-button. Push
"Light" if needed.
7 Reset the measuring unit by pressing Reset-button.
8 Rotate crank of the first cylinder near BDC (bottom dead centre) and fit the transducer to the centre marks between two crank
webs. The distance between the transducer and the connecting rod
should be as small as possible. Fix the cable on the crank web by
using suitable bandage or magnetic holder (4), see Fig 11-2.
Dial indicator position and reading
Operating side
Rear side
+
0
-
+
0
-
4
D
C
As seen from flyweel end
2
1
Fig 11-2
3211799901
9 Adjust the transducer to a reading somewhere between +0.500

and -0.500 and push "Zero".
10 Rotate the crank and read deflections in the marked positions according to Fig 11-2. Starting point for clockwise rotating
engine is measuring point "A" and counter-clockwise rotating engine measuring point "E". B is rear side, C is TDC (top dead centre),
D is operating side, A and E are BDC (bottom dead centre). Record
readings in the Measuring Record: "Crankshaft alignment".
Note, values in 1/100 mm!
Note! During the alignment procedure the crankshaft should be rotated
in the direction of rotation, only.
11 - 3
34SG/32DF
200414-05
For both methods:

11 Repeat this procedure with other cylinders.
12 Following limits of misalignment are stated for an engine having normal running temperature (within 10 min after running at
60% load, or higher, for 6 h, or more):
a) on the same crank, the difference between two diametrically
opposed readings must not exceed 0.04 mm after installing or re-aligning. Re-alignment is necessary if this limit is exceeded by more than
0.02 mm.
b) on two adjacent cranks, the difference between two corresponding
readings must not exceed 0.04 mm. Re-alignment is necessary if this
limit is exceeded.
c) when the crank pin for cyl.1 is at TDC, the reading should be
negative, max. -0.04 mm (-0.06 mm if flex. coupling).
Before re-aligning the engine and the driven machinery, a control
measurement of the main bearings should be made.
Note!
In an engine having a normal ambient temperature, the corresponding values must be based on experiences from the particular
installation.
11.2.3 Measurement of thrust bearing axial clearance

1 Lubricate the bearings by running the prelubricating pump
for a few minutes and Rotate the crankshaft simultaneously a few
revolutions with the turning device.
2 Apply a measure gauge, for instance, against the plane end
surface of the flywheel.
3 Move the crankshaft by a suitable lever in either direction
until contact is established with the thrust bearing.
4 Set the measure gauge at zero.
5 Move the crankshaft in the opposite direction, and read the
axial clearance from the measure gauge.
Note! Repeat the movement of crankshaft to ensure that correct clearance is measured.
11 - 4
200414-05
34SG/32DF
11.2.4 Cleaning of 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.
There is no need for refilling the oil lock with oil after cleaning.
Oil lock at crankshaft seal
1. Plug
Fig 11-3
11.3
3211659601
Connecting rod and piston

11.3.1 Description of connecting rod and piston
The connecting rod is of a three-piece design, so called Marine type
connecting rod. The combustion forces are distributed over a maximum bearing area. The relative movements between mating surfaces
are minimized.
The connecting rod is forged and machined of alloyed steel and splitted
horizontally in three parts to allow removal of piston and connecting rod
parts. All connecting rod bolts are hydraulically tightened.
The piston is of the composite type with an aluminum forged skirt and a
forged steel crown screwed together. The space, formed between the crown
and the skirt, is supplied with lubricating oil for cooling of the crown by
means of the cocktail shaker effect. The lubricating oil is led from the main
bearing, through the drillings in the crankshaft, to the big end bearing, and
further through the drillings in the connecting rod, gudgeon pin and piston
skirt, up to the cooling space, and from there back to the oil sump.
Note! Always handle the pistons with care.
The piston ring set consists of two chrome-plated compression rings
and one spring-loaded oil scraper ring.
11 - 5
34SG/32DF
200414-05
Connecting rod parts

1. Connecting rod, upper part
2. Shim
3. Big end, upper half
4. Big end, lower half
5. Big end
1
I
2
III
3
II
4
IV
Fig 11-4
3211649544
11.3.2 Removing of piston and upper part of connecting

rod for overhaul
1 Remove the cylinder head, see chapter 12.
2 Remove the anti-polishing ring. Use the tool 836017 if necessary. By cranking the engine, the piston pushes out the anti-polishing ring.
3 Remove both crankcase covers adjacent to the connecting
rod concerned on both side of engine.
4 Rotate the crankshaft to the BDC on the cylinder concerned.
5 Lift the distance sleeves into position.
Before mounting of the tension screws, check that plastic plugs are
mounted inside the tension screws.
Hydraulic oil
DISMANTLING
1. Lift the distance sleeve.
2. Lift the hydraulic cylinder and
screws in a one package in pos.
4. Tighten the tool assembly,
until the piston and cylinder is
on the same level, open the
nuts by 180.
5. Close the valve, pump to
required pressure.
Open the nuts about half a turn.
6. Open the valve slowly and
remove the tool.
11 - 6
6 Screw the tension screws on the connecting rod studs until

plastic plugs and studs are in contact.
7 Lift the hydraulic cylinders into position and mount the strap
nuts, see Fig 11-9.
8 Connect the hoses on the hydraulic pump 4V86A33, see adjacent figure.
200414-05
34SG/32DF
9 Open the release valve and tighten the tool assembly to expel
possible oil until the piston and cylinder are on the same level, see
Fig 11-9. This is very important as the effective stroke of the
pistons is limited and due to that there is a great risk for
insufficient tightening of the nuts, which may cause serious
engine damage. Open the nuts about half a revolution (180).
10 Strain the screws by raising the pressure to the value stated
in the chapter 07., and proceed with opening the nuts.
is exceeded.
11 Release the pressure slowly and disconnect the hoses, unscrew the tightening nuts and remove hydraulic tool as one package.
Caution! Cranking of the engine when studs (M24) are mounted is prohibited,
otherwise great risk of damaging the engine block and/or the lower
part of connecting rod.
12 Remove the nuts (M24) by using the tool 4V80D30. The locking screw of the tool has left-hand threads.
Note! When using the stud remover 4V80D30 only the inner hexagon 27
key grip should be used when the stud is removed or tightened to
torque. The outer left hand hexagon 24 screw is only for locking the
tool onto the stud and will break if used to loosen the bolt.
13 Rotate the crank pin of the cylinder concerned upwards until
the limiter can be mounted.
Table 1.
Tool code
Tools marked with following numbers

34SG
32DF
835000
2V83F192
1V83F221
835041
3V83F158
3V83F105
835088
3V83F204
3V83F178
835092
2V11T2004
836017
2V83G108
2V83G370
843000
1V84D0043
1V48D0011
11 - 7
34SG/32DF
200414-05
11.3.2.1 Use of limiter tool 835088

1 Mount the limiter 835088 (see table 1) in the lower part of
cylinder liner and tighten the screw, see Fig 11-8.
2 Separate the upper part (1) from the big end (5) by rotating
the crankshaft towards BDC. Support the upper part of the connecting rod to avoid damaging the cylinder liner. Note! To avoid
damaging the guiding pins the separation of the upper part
(1) and the big end (5) should be done aligned.
3 Remove the shim (2), see Fig 11-4. Do not mix the shims (2)
with other connecting rod shims.
4 Mount the support arm (11) on the big end by using two (M24)
studs and nuts, see Fig 11-5. Tighten by hand.
5 Mount the glides (9) into the position, lift the upper part (10)
into the position and tighten the nuts.
6 Rotate the crankshaft towards TDC until the shaft (12) can be
mounted. Secure by the pin (13).
Extension for connecting rod
2
835 000
2. Screw
1V83F190 Extension for conn. rod
9. Glide
10. Upper part
11. Support arm
12. Shaft
13. Pin
835 000 Lifting tool for piston
9
9
10
1V83F190
13
12
11
Fig 11-5
11 - 8
3211739701
200414-05
34SG/32DF
7 Rotate the crankshaft until the piston rings can be removed.

8 Mount the lifting tool 825000 (see table 1) for the piston in the
upper piston ring groove. Tighten the screw (2).
9 Remove the pin (13) and the shaft (12).
10 Lift the piston and the upper part of connecting rod.
11 Repeat the steps above in the other connecting rod on the
same crank pin.
11.3.2.2 Use of hydraulic limiter tool 835092
1 Mount the limiter 835092 (see table 1) in the lower part of
cylinder liner and tighten the screws.
4 Mount the glides (9), see Fig 11-7 into position and tightenthe nuts.
5 Connect the hydraulic hose between the hydraulic pump
4V86A33 and the limiter 835092.
6 Close the release valve and pump the piston upwards until
the piston rings can be removed.
7 Mount the lifting tool 835000 for the piston in the upper piston
ring groove. Tighten the screw (2).
8 Lift the piston and the upper part of connecting rod.
Hydraulic limiter tool 835092
15.Screw
16.Hydraulic adapter
16
15
Fig 11-6
3211820409
11 - 9
34SG/32DF
200414-05
Protecting glide
9
9. Glide
Fig 11-7
3211830409
11.3.3 Changing of big end bearings

1 Remove both crankcase covers adjacent to the connecting
rod concerned on both side of engine.
2 Rotate the crankshaft to the BDC on the cylinder in concern.

Hydraulic oil
DISMANTLING
2. Lift the hydraulic cylinder and
screws in a one package in pos.
4. Tighten the tool assembly,
until the piston and cylinder is
on the same level, open the
nuts by 180.
required pressure.
Open the nuts about half a turn.
remove the tool.
nuts, see Fig 11-9.
engine damage. Open the nuts about half a revolution (180).
in the chapter 07., and proceed with opening the nuts.
11 - 10
200414-05
34SG/32DF

is exceeded.
9 Release the pressure slowly and disconnect the hoses, unscrew the tightening nuts and remove hydraulic tool as one package.
Caution! Cranking of the engine when studs (M24) are mounted is prohibited,
otherwise great risk of damaging the engine block and/or the lower
part of connecting rod.
10 Remove the nuts and the studs (M24) by using the tool
4V80D30. The locking screw of the tool has left-hand threads.
11 Rotate the crank pin of the cylinder concerned upwards until
the limiter can be mounted.
12 Mount the limiter 835088 (se table 1) in the lower part of cylinder liner and tighten the screw, see Fig 11-8.
DISMANTLING
Hydraulic oil

counter -clockwise.
Always when assembling tool or/and the limiter is/are mounted in

the crankcase observe extremely cautiousness when using the
turning device.
11 - 11
34SG/32DF
200414-05
Removing and mounting of V-engine big end lower halves
6. Guiding pins
7. Screw
1V83F171 Assembling tool
3V83F163 Support arm
2V83F165 Sledge
3V83F177 Support arm
3V83F180 Mounting screw
4V86B269 Protecting cap
835 088 Limiter
A-Bank
B-Bank
3V83F163
835 088
3V83F177
6
3V83F180
Free end
1V83F171
Fig 11-8
4V86B269
2V83F165
3211749701
15 Lift the distance sleeves and screw on the hydraulic tools

3V86B186 into position on the connecting rod screws, places I and
IV, see Fig 11-4. Proceed with opening of the nuts.
Note! Loosen crosswise.
16 Lift the distance sleeves into position II and III, see Fig 11-4.
Proceed with opening of the nuts.
17 Unscrew two nuts diagonally and remove the studs by using
the tool 4V80D26. The locking screw of the tool has left-hand threads.
18 Mount the mounting screws 3V83F180 in the free thread
holes and tighten the nuts by hand.
11 - 12
200414-05
34SG/32DF
19 Unscrew the other nuts and remove the studs as described

above.
20 Mount the assembly rail 2V83F171 through the crank case
openings on the lower crank case cover studs and tighten the nuts,
see Fig 11-8.
21 Loosen the screw (7) and adjust the side position of the rail
correct and tighten the screw. Lift the sledges 2V83F165 on the rail.
22 Rotate the crankshaft by using the turning device manually
until the big end is leaning against the sledge.
23 Mount the support arm 3V83F163 on the upper threads (M24)
of the big end and support arm 3V83F177 on the upper crank case
stud, see Fig 11-8. Tighten the nut.
Piston and connecting rod assembly
C
3. Securing ring
835 041 Assembling tool for piston
843 000 Compression tool for piston rings
3V86B186 Hydraulic tightening tool for M30 screws
3V86B158 Hydraulic cylinder
2V86B187 Distance sleeve
2V86B201 Hydraulic tightening tool for M24 screws
2V86B204 Distance sleeve
843 000
View C
3
2V86B201
Cyl. nr.
Section D
D
Piston and cylinder on
the same level
835 041
Cyl. nr.
2V86B204
3V86B186
2V86B187
3V86B158
Fig 11-9
321162200045
24 Tighten the hand nut of the tool.

25 Unscrew the nuts on the mounting screws and pull apart the
halves.
11 - 13
34SG/32DF
200414-05
26 Pull lower part of the big end bearing cap out of the crankcase, by using the sledge. Take care not to damage the crank pin.
Support the lower half sideways and dont drop it.
27 Apply the protecting caps 4V86B269 on the screws and remove the support arm.
28 Pull the upper part out of the crankcase, by using the sledge.
Support the upper half sideways and dont drop it.
Note! Take care not to damage the crank pin.
29 Remove the other big end as described above.
30 Cover the crank pin and oil holes with tape and clean plastic.
11.3.4 Maintenance of piston, rings and connecting rod

bearings
1 Remove the securing ring (3) from the gudgeon pin hole in
the piston, on the side where the gudgeon pin drawing number is
located, by using the pliers J5.
Note! Never compress the securing ring more than necessary to remove
it from the groove.
2 Drive out the gudgeon pin from the opposite side. In low temperatures the gudgeon pin may stick but will be easily removed after
heating the piston to about 30C.
3 If the rings and grooves require cleaning, measuring etc.,
remove the piston rings by using the pliers 320D12/6-S7/8. Before
removing, note the positions of the rings to ensure mounting in the
same grooves. The design of the pliers prevents overstressing of the
rings. Using other means may overstress the rings.
4 Clean all the parts carefully. 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.
5 Measure the height of the piston ring grooves and fill in the
measuring record.
11 - 14
200414-05
34SG/32DF
When mounting a new cylinder liner, or honing the old liner, all rings
are to be replaced by new ones, acc. to chapter 04.
6 Check the gudgeon pin and big end bearing clearances

by measuring the pin diameters and assembled bearing bores separately. When measuring the big end bearing bore all the connecting
rod screws (upper and lower) must be tightened to the stated
pressure.
Regardless of the condition of the big end bearing it is recommended to replace bearing shells at every piston overhaul.
Mark new bearings with the bearing number.
Note! It is very important that the bearing shells are mounted straight.
11.3.5 Assembling and mounting of piston and

connecting rod
1 Lubricate the gudgeon pin, and mount it from the same side
from where it was removed, with the end marked with the drawing
number in the same direction. The cylinder number is stamped on
the piston crown and connecting rod, Fig 11-9. When changing the
piston, mark the new piston with the same cylinder number in the
same place as on the replaced one.
At low temperatures, the gudgeon pin may stick but will be easily
fitted after heating the piston to about 30C, e.g. in oil.
2 Mount the securing ring (3).
Note! Never compress the securing ring more than necessary to fit into
the groove. If the ring is loose in its groove after mounting, it must
be replaced by a new one.
3 Mount the assembling tool through the crank case openings
on the crankcase cover lower studs and tighten the nuts, see Fig
11-8. Mount the sledges 2V83F165 on the rail.
Caution! Always when assembling tool or/and the limiter is/are mounted in
the crankcase observe extremely cautiousness when using the
turning device.
11 - 15
34SG/32DF
200414-05
4 Rotate the crankshaft, until the big end halves can be placed
on the crank pin by using the turning device manually.
Note! The guiding pins between upper part of connecting rod and big end
should be towards free end.
5 Clean the big end upper half carefully. Spread a thin oil film
(engine oil) on the back side of the upper and lower halves. Mount
the shell, so that the lug guides in its groove.
6 Mount the support arm 3V83F163, the
mounting
3V83F180 and the protecting caps 4V86B269.
screws
7 Take off the protecting tape from the crank pin oil holes and
lubricate the crank pin with clean engine oil.
8 Lift the upper big end half on the sledge. Spread a thin oil film
(engine oil) on the running surface. Lubricate end faces with grease.
9 Push the upper big end half carefully against the crank pin,
take care not to damage the crank pin.
10 Mount the support arm 3V83F177 on the upper crank case
stud, see Fig 11-8. Tighten the nut.
11 Tighten the hand nut of the tool. Remove the protecting caps.
12 Clean the big end lower half carefully. Mount the shell, so
that the lug guides in its groove.
REASSEMBLING
distance sleeve.
13 Lift the big end lower half on the sledge. Spread a thin oil film
(engine oil) on the running surface. Lubricate end faces with grease.
14 Push the lower big end half carefully against the crank pin
and check that guiding pins are in right position, take care not to
damage the crank pin.
15 Mount the protecting cap 4V86B269 and tighten by hand.
Hydraulic oil

contact to face.
tool set.
11 - 16
16 Mount the the studs and tighten to the stated torque by using
the tool 4V80D26, see section 07.3. Mount the nuts and tighten by
hand.
17 Replace the mounting screws by the normal studs and
tighten as mentioned above. Mount the nuts and tighten by hand.
18 Remove the assembling tool.
200414-05
34SG/32DF
19 Lift the distance sleeves and screw on the hydraulic tools

3V86B186 into position on the big end studs, places I and IV, see
Fig 11-4 and proceed with tightening of the nuts in hydraulic
pressure according to section 07.3.
Note! Tighten crosswise in two steps.
20 Lift the distance sleeves into position II and III, see Fig 11-4
and proceed with tightening of the nuts in hydraulic pressure
according to section 07.3.
21 Release the pressure slowly by opening the valve. Close
the valve and rise the pressure to the fully stated pressure, according to section 07.3.
22 Release the pressure slowly by opening the valve.
23 Lift the distance sleeves and screw on the hydraulic tools into
position on the big end studs, places I and IV. Proceed with tightening of the nuts in fully stated pressure according to section 07.3.
24 Release the pressure slowly by opening the valve and remove
tool set.
Note! Check that the big end is movable axially after tightening.
25 Mount the lifting tool 835000 (see table 1) for the piston in the
upper piston ring groove. Tighten the screw (2), see Fig 11-5.
26 Lift the piston and upper part of connecting rod.
11.3.5.1 Mounting by using the limiter tool 835088
1 Mount the glides (9) into the position, lift the upper part (10)
into the position and tighten the nuts, see Fig 11-5.
2 Mount the support arm (11) on the big end by using two (M24)
studs and nuts, see Fig 11-5. To secure that the piston is free sliding
in the cylinder liner during assembly, the nuts should first be
tightened by hand and then loosened so that there is approx. 10 mm
clearance between the nuts and the support arm.
3 Mount the limiter 835088 in the lower part of cylinder liner
and tighten the screw, see Fig 11-8.
4 Place the mounting tool 835041 into the cylinder liner.
5 Lubricate the piston.
6 Lower the piston/connecting rod upper part carefully into
the cylinder liner, until the upper part (10) and support arm (11)
can be connected by the shaft (12) and secured by the pin (13). Rotate
the crankshaft if necessary.
7 Remove the lifting tool for the piston.
11 - 17
34SG/32DF
200414-05
8 Mount the piston rings by using the pliers 320D12/6-S7/8. If

rings are reused, take care not to turn them upside down. The rings
should be placed with gaps located 120 in relation to each other. Note
the mark TOP near the ring gap, that should be mounted upwards.
9 Lubricate the piston and place the clamp device for piston
rings, 843000 (see table 1), around the piston, checking that the
piston rings slide into their grooves.
the cylinder liner by using turning device. Few strokes with non-recoiling hammer onto the top of piston will help if the piston movement
downwards stop. Rotate the crankshaft until piston rests on the
limiter.
Note! Take care that the crankshaft is not rotated too far as this will
damage the limiter or/and cylinder liner.
Note! The piston should move freely in the liner when the instructions
above are followed. If the piston movement downwards stop, the
support arm (11) will touch the M24 nuts. In that case, stop rotating
the crankshaft immediately as there is a great risk of damaging the
piston rings.
11 Remove the mounting tool inside the cylinder liner.
12 Mount the anti-polishing ring.
13 Remove the pin (13) and the shaft (12). Unscrew nuts and
remove the upper part (10) and the glides (9).
14 Unscrew the nuts and remove the support arm (11). Unscrew
the studs.
15 Turn the lower part (5) of the connecting rod straight upwards. Mount the shim (2).
16 Rotate the crank pin of the cylinder concerned towards TDC.
Note! To avoid damaging the guiding pins the connecting of the upper
part (1) and the big end (5) should be done aligned.
17 Place the upper part of the connecting rod and the big end.
Remove the limiter.
18 Rotate the crankshaft counter-clockwise until the studs
(M24) can be mounted. Tighten studs to correct torque by using the
tool 4V80D30, see section 07.3.
11 - 18
200414-05
34SG/32DF
11.3.5.2 Mounting by using the hydraulic limiter tool 835092

1 Mount the glides (9) into the position and tighten the nuts.
2 Mount the limiter 835092 (see table 1) in the lower part of the
cylinder liner and tighten the screws.
3 Connect the hydraulic hose.
4 Raise the flange of the limiter to the highest position.
5 Place the mounting tool 835041 (see table 1) into the cylinder
liner.
6 Lubricate the piston.
the cylinder liner until the piston is supported by the flange of the
limiter.
8 Remove the lifting tool for the piston.
9 Mount the piston rings by using the pliers 320D12/6-S7/8. If
rings are reused, take care not to turn them upside down. The rings
should be placed with gaps located 120 in relation to each other. Note
the mark TOP near the ring gap, that should be mounted upwards.
10 Lubricate the piston and place the clamp device for piston
rings, 843000 (see table 1), around the piston, checking that the
piston rings slide into their grooves.
11 Rotate the crankshaft counter-clockwise until the studs
(M24) can be mounted. Tighten studs to correct torque by using the
tool 4V80D30, see section 07.3.
12 Turn the lower part (5) of the connecting rod straight upwards. Mount the shim (2).
13 Rotate the crank pin of the cylinder concerned towards TDC.
Note! To avoid damaging the guiding pins the connecting of the upper
part (1) and the big end (5) should be done aligned.
14 Lower the piston/connecting rod upper part by
carefully
opening the release valve of the hydraulic pump. A few strokes with
a non-recoiling hammer on the top of the piston will help if the piston
movement downwards will stop.
Note! Take care that the crankshaft is not rotated too far as this will
damage the limiter or/and cylinder liner.
Note! The piston should move freely in the liner when the instructions
above are followed. If the piston movement downwards stop, the
rotating of the crankshaft must immediately stop, as there is a great
risk of damaging the piston rings.
11 - 19
34SG/32DF
200414-05
15 Remove the mounting tool inside the cylinder liner.

16 Mount the anti-polishing ring.
17 Place the upper part of the connecting rod and the big end.
Note! Remove the limiter.
11.3.5.3 Hydraulic tightening of M24 screws
1 Mount the nuts and tighten by hand.

nuts, see Fig 11-9.
Hydraulic oil
REASSEMBLING
2. Mount the tension screws.
3. Attach hydraulic cylinders
and nuts.
5. Tighten the tool assembly, until
the piston and cylinder are on
the same level.
required pressure. Tighten the
nuts. Release the pressure slowly.
7. Repeat steps 5 and 6.
remove the tool.
engine damage.
in the chapter 07., section 07.3 and tighten the nuts by the pin.
Release the pressure slowly.
8 Repeat the steps 51 and 52. See adjacent figure.
9 Release the pressure slowly. Disconnect the hoses and remove the tools.
Note! Check that all tools are removed from crankcase.
11 - 20
32-200142
Testing of cylinder tightness
Appendix A
12.A. Testing of cylinder tightness

12.A.1
Testing
A tool can be used for control of cylinder and valve tightness.
Note! Should be done immediately after engine stop.
1 Turn the piston to TDC (all valves closed) for the cylinder concerned.
12.A.1.1 Connecting of the tool for Wrtsil 20/32 and Vasa 32

1 Connect the tool (848020, Wrtsil 20), (800064, Wrtsil 32),
(848020, Vasa 32) to the open indicator valve. Continue with section
12.A.1.4.
12.A.1.2 Connecting of the tool for Wrtsil 34SG

1 Remove the cover plate , ignition coil and the spark plug extension and other necessary components. See section 12.2.
2 Remove the spark plug, mount the distance sleeve 3V84H85
(848052) with seal ring and tighten to the stated torque.
3 Connect the pressure gauge and valve assembly
distance sleeve.
to the
4 Install the tool (848020) to the cylinder head. Continue with

section 12.A.1.4.
12.A.1.3 Connecting of the tool for Wrtsil 32DF

1 Remove injection valve with neccessary pipes. See section 12.2.
2 Assembly the distance sleeves 3V84H85
2V84H97 (848061) with necessary seals.
(848052)
3 Connect the pressure gauge and valve assembly

distance sleeves.
and
to the
4 Install the tool (848020) to the cylinder head. Continue with

section 12.A.1.4.
Wrtsil 20/32/34
A-1
Appendix A
32-200142
Testing tool of cylinder tightness

WRTSIL 20, 848020
WRTSIL 32, 800064
VASA 32,
848020
4
WRTSIL 34SG, 848020

4
4
7
10
10
3
8
WRTSIL 32DF, 848020
8
9
1
0
10
848 052
848 052
848 061
Fig A-1
321260200142
12.A.1.4 Measurement
1 Connect air to the tool with a pressure of 6-7 bar (= normal
working air pressure). Open the valve on the tool and record the pressure.
2 Close the valve. Measure the time in seconds it takes for the
pressure dropping to 0.5 bar.
If the pressure from the beginning was 6 bar and it takes more
than 10 sec. for the pressure to drop to 0.5 bar, the result is
acceptable.
If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve
when the engine is turned.
A burnt valve can normally be seen from the exhaust temperature. If the valve clearance is zero that would also cause an direct
pressure drop.
Carbon particles trapped between the valve and the seat when
the engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the
engine should be run for a few minutes and after that a new check
of the same cylinder.
If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
For example: From a six cyl. engine you get a serial: 12, 17, 15,
A-2
Wrtsil 20/32/34
32-200142
Appendix A
4, 19 and 18 seconds.
This shows that cyl.no.4 is the one to be suspected for a blow-by.
The test can be verified by listening for leaking sounds inside
crankcase during testing.
If the time is limited to overhaul only one piston, it is recommended to dismantle the worst measured blow-by piston for
inspection. The result of inspection gives a hint of general engine
condition.
When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.
Note! Keep pre-lubricating pump running during test.
Note! The turning gear should be engaged during test.
In general, the location of leakage can be found by listening when
the air valve is open.
Attention! A general condition of engine is indicated with the test device, but
more important is the operation data records.
The overhauls must be made according to recommended overhaul intervals and not only when the pressure test shows a big
blow-by.
Wrtsil 20/32/34
A-3
Appendix A
A-4
32-200142
Wrtsil 20/32/34
34SG-200142
Cylinder Head with Valves
12. Cylinder Head with Valves

12.1
Description
The cylinder heads are cast of special quality gray iron. Each head
includes two inlet valves, two exhaust valves, a centrally located
prechamber, main gas admission valve, prechamber control valve and
an ignition coil.
12.2
Removing and mounting of the cylinder head

12.2.1 Removing of the cylinder head
1 Drain the cooling water. Remove the cooling water discharge
pipe (6).
2 Remove the cover plate (16), ignition coil (10) and the spark
plug extension (9) and the springs (17) by opening the screws (13).
3 Remove the cylinder head cover, the side cover and the insulating panel over the exhaust gas connection to the cylinder head.
Cylinder head
16
10
6
5. Cylinder head
6. Discharge pipe
7. Yoke
8. Bearing bracket for
rocker arms
8
9. Extension
10. Ignition coil
11. Inlet valve seat ring
12. Exhaust valve seat ring
13. Screw
14. Main gas admission valve
15. Prechamber control valve
16. Cover plate
17. Spring
15
18. Fastening plate
19. Hose
13
17
18
19
7
9
14
5
12
Fig 12-1
11
3212589720
12 - 1
DISMANTLING
1. Screw on cylinders by hand.
34SG-200142
4 Disconnect the cables to the main gas admission valve (14),

prechamber control valve (15) and to the exhaust gas temperature
sensors.
5 Remove the fastening screws of the exhaust pipe clamp and
air pipe. Loosen the oil pipe.
Hydraulic oil

counter-clockwise.
5. Open the nut about
half a turn.
6. Open release valve,
remove tool.
6 Remove the gas feed pipes to the main and prechamber gas
admission valves. Protect the connections of the gas feed pipes, oil
pipe and exhaust pipes.
7 Remove the covers of the cylinder head screws. Put on the
distance sleeves and hydraulic cylinders and proceed with opening
of cylinder head nuts.
8 Remove the cylinder head nuts.
9 Apply the lifting tool.
10 Lift off the cylinder head.
11 Cover the cylinder opening with a piece of plywood or something similar and apply 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, charge air and
push rod protecting pipe.
2 Lubricate the O-ring sealing surfaces with grease or oil.
REASSEMBLING
1. Screw on nuts, attach distance
sleeve.
3. Tighten cylinders by hand.
3 Apply the lifting tool to the cylinder head.

4 Lift on the cylinder head. When lowering the head, take care
that the push rod protecting pipes slide into the seal rings without force.
5 Screw on the cylinder head nuts.
6 Put on the distance sleeves, screw on the hydraulic cylinders
and proceed with tightening of cylinder head nuts.
Hydraulic oil

contact to face.
6. Open the valve
7. Repeat steps 4, 5 and 6
8. Remove tool set.
7 Apply the protecting caps to the cylinder head screws.

8 Connect the exhaust pipe, charge air pipe, oil pipe and gas
feed pipes. Fit the discharge pipe. Put on the exhaust pipe insulating
piece.
9 Connect the cables to the gas valves and exhaust temperature box.
10 Adjust the valve clearance.
11 Put on the cylinder head cover and side cover.
12 Apply the spark plug extension, ignition coil, springs, cover
plate and tighten the screws. Note! The extension and ignition coil
should be put together before assembly.
13 Before starting, fill the engine circulating water system.
12 - 2
34SG-200142
12.2.3 General maintenance of the cylinder head

The prechambers are dealt with in chapter 16.
Oil can lead to stocked check valve.
12.2.4 Adjusting valve clearance and yoke

1 Turn the crankshaft to TDC at ignition for the cylinder concerned.
2 Loosen the counter nuts (2) of the adjusting screws on the
rocker arm as well as on the yoke (4), and turn the adjusting screws
in counter-clockwise direction to provide ample clearance.
3 Press the fixed end of the yoke against the valve stem by
pressing down the adjustable end. Screw down the adjusting screw (3)
until it touches the valve end and note the position of the spanner (pos.
a). Now press down the fixed end. Keep on 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. Note the position of
the spanner (b).
4 Turn the adjusting screw counter-clockwise to the middle position between a and b, i.e. c, and lock the counter nut of the
adjusting screw.
Adjusting valve clearance
1
1. Adjusting screw
2. Counternut
3. Adjusting screw
4. Counternut
Fig 12-2
3212539501
12 - 3
34SG-200142
5 Put a feeler gauge corresponding to the valve clearance between the surface of the yoke and the shoe at the rocker arm. Tighten
the adjusting screw (1) until the feeler gauge can be moved to and fro
only with slight force. Hold the adjusting screw and tighten the counter
nut. Check that the clearance has not changed while tightening.
12.3
Maintenance of exhaust and inlet valves

12.3.1 Dismantling valves
1 Fit the tool assembly according to Fig 12-3.
Caution! For safety reasons it should be made sure that the nut (A) is properly
installed prior to applying the hydraulic pressure!
2 Connect the hydraulic pump and compress the valve springs 15
- 20 mm.
Hydraulic oil
DISMANTLING
required pressure.
the tool.
3 Knock at the centre of the valve discs with a soft piece of wood,
plastic hammer or similar, whereby the valve cotters come loose and
can be removed.
4 Open the release valve of the pump slightly so that the valve
springs are unloaded slowly.
5 Spring holders and springs can now be removed.
Tool assembly for dismantling valves
Fig 12-3
12 - 4
3212548932
34SG-200142
6 Note the marks of the valves or mark them so they can be

re-installed into the same guide if they are in good condition.
12.3.2 Checking and reconditioning valves and seats

1 Clean the valves, seats, ducts and guides as well as the underside of the head.
2 Control the burning-off on the valve disc according to Fig 124. The measure Y should be more than 8 mm (nominal 9 mm) and
measure Z should be less than 2 mm. If the measures exceed these
limits the valve must be replaced.
Control of burning-off on valve
Burn-off area
Fig 12-4
3212568932
3 Reconditioning of inlet valve and valve seat ring is recommended to be done by grinding or by machining. If there is only
slight pitting, lapping is adequate. Valve and seat ring grinding, see
section 12.3.4.
4 Reconditioning of exhaust valve and valve seat ring has to
be done by grinding or by machining. If the sealing faces are bright or
if there is a coherent sealing face, grinding is not necessary. Valve and
seat ring grinding, see section 12.3.4.
Note! If blow-by has occurred, the O-ring for the corresponding valve seat
ring must be changed. Blow-by increases the temperature and the
O-ring is burned, which will result in water leakage into the cylinder.
12 - 5
34SG-200142
5 Before grinding, check the valve stem clearance. If the clearance is too large, measure the stem and guide, and change the worn
part; the valve guide can be pressed out. Check the bore in the
cylinder head. When refitting, cooling in with liquid air is recommended, but pressing in with oil lubrication can also be accepted.
After fitting in, check the guide bore and calibrate, if necessary.
12.3.3 Lapping of inlet valves

If there are slight pits on the sealing faces they can be lapped by hand:
1 Fit the turning tool 4V84B108 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 fro towards the seat with the nut
speeder. Lift the valve from the seat at intervals while lapping.
4 Remove the smallest possible amount of material because
the sealing faces have hardened during operation and are valuable.
It is not necessary to grind off all pits.
5 Clean the valve and seat carefully after lapping.
Note! Lapping is not allowed for exhaust valves.
12.3.4 Machine grindind of exhaust and inlet valves

Note! The valve should be cooled by water during the grinding.
1 Seat face of the inlet valve: The seat angle of the inlet valve is
20 with a tolerance of +0.25 - +0.50 to achieve contact to the seat ring
at the inner edge of the valve. Minimum allowable edge thickness is
8.5 mm; after that, the valve must be replaced by a new one.
2 Seat face of the exhaust valve: The seat angle of the exhaust
valve is 30 with a tolerance of 0 - -0.25 to achieve contact to the seat
ring at the periphery of the valve. Minimum allowable edge thickness
is 8 mm; after that, the valve must be replaced by a new one.
3 Seat ring for the inlet valve: The seat angle of the inlet valve
seat ring is 20 with a tolerance of 0 - +0.25. The seat can be ground
until the outer seat diameter is 109 mm; after that, the ring must
4 Seat ring for the exhaust valve: The seat angle of the exhaust
valve seat ring is 30 with a tolerance of 0 - +0.25. The seat can be
ground until the outer diameter is 108 mm; after that, the ring must
12 - 6
34SG-200142
Note! After grinding it is recommended to check contact between valve

and seat with marking colour.
12.4
Change of seat ring

12.4.1 Removal of the old ring
1 Fit a scrapped valve to the seat and weld it to the seat by
means of electric beam welding. Preferably the valve disc should be
machined to a diameter 95 mm to get a better welding.
2 Press or knock out the ring but be careful not to damage the
valve guide.
Note! The exhaust seat ring can most conveniently be removed hydraulically by using tool 846050, which can be ordered from the engine
manufacturer.
12.4.2 Fitting a new inlet valve seat ring

1 Check the bore diameter in the cylinder head, see section
06.2.
2 The ring can be assembled by freezing in with liquid nitrogen of -190C, the cylinder head temperature being min. 20C, 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 in a seat grinding machine.
12.4.3 Fitting a new exhaust valve seat ring

1 Clean the bore carefully with a grit 400 or finer emery cloth.
2 Check the bore diameter in the cylinder head, see
06.2 in the instruction manual.
section
3 Heat up the cylinder head to 100C by means of either steam

heating, e.g. put the cylinder head into a closed box, or a gas burner.
Note! It is important that the whole cylinder head is heated up, not only
the seat bore.
12 - 7
34SG-200142
4 Cool the seat ring to -10 - -15C prior to fitting. Note that a
temperature lower than -15C may damage the O-rings at mounting.
5 Apply a water-soap solution on the O-rings and in the cylinder head bores. The water-soap solution should be neutral (pH about
7) and a mixture ratio of 1:2.
6 Mount the sealing rings on the cooled valve seat.
7 Mount the exhaust valve seat by using one of following methods:
Put the seat rings into a guiding bush and press in the seat with
a guided arbor. A special tool (846050) is also available. This tool
can be ordered from the engine manufacturer.
Insert the seat ring by using an exhaust valve. Knock on the valve
until the seat ring is correctly seated.
Note! Mounting of a exhaust valve seat ring should be done carefully so
that the seat ring is correctly seated.
8 Check the eccentricity of the sealing face in relation to the
valve guide, and if it exceeds 0.1 mm, the seat surface should be
ground in a seat grinding machine.
9 Pressure test the cylinder head before mounting with a test
pressure 8 - 10 bar if possible.
12.4.4 Reassembling of the engine valves

1 Check the valve springs for cracks, corrosion or wear marks,
and if any, replace the springs by new ones.
2 Put new seal rings in the valve guides.
3 Lubricate the valve stems with engine oil.
Hydraulic oil
REASSEMBLING
required pressure.
the tool.
12 - 8
4 Put in the valves and check for free movement.

5 Put on the springs and spring discs or rotators. Compress the
springs with the tool set (834000). Put in the valve cotters and
unload the springs. Check that the valve cotters fit properly.
34SG-9701
Camshaft Driving Gear
13. Camshaft Driving Gear

13.1
Description
The camshaft is driven by the crankshaft through a gearing. The gear
wheel (1) is split and fixed to a flange on the crankshaft by the axial
screws (2). These screws as well as the fastening screws (25) are locked
with Loctite 262.
The bearing shafts (26) and the intermediate wheels (3), (10) and (11)
are journalled in the engine block. The camshaft driving wheel (12) is
fixed to the camshaft end (24) by a guiding pin (20) and fastened by
means of a flange connection between the end and the camshaft
extension (14) and the camshaft extension is equipped with an encoder (40). Lube oil nozzles provide for lubrication and cooling of the
gearing.
13.2
Intermediate gears
13.2.1 Removing of camshaft gearing
1 Remove the gearing covers and the adjacent camshaft covers. Remove half of the camshaft bolts (13), see Fig 13-1. Turn the
crankshaft to TDC at firing for cylinder No.1.
2 Remove concerned oil distributing pipes and oil sprays.
3 Unscrew the fastening screws on one end of the flexible coupling (41).
4 Unscrew the fastening screws (18) for the bracket of the encoder (40) and remove the bracket together with the encoder.
5 Unscrew the fastening screws (16), and
flange (15) and housing (19).
remove
the
end
6 Remove the end cover (6), Fig 14-2, from the free end of the
camshaft.
7 Unscrew the remaining flange connection screws (13) and
remove the camshaft extension (14).
8 Unscrew the fastening nuts (1), Fig 14-1, of all rocker arm
brackets, only on the A-bank for a V-engine. Move the camshaft in
the direction of the free end (max. 25 mm) by using a suitable lever
or the hydraulic jack, and lift the camshaft driving wheel out.
9 Unscrew the cover fastening screws (7). Remove the cover
(32). Unscrew the shaft plate fastening screws (8) and remove the
shaft plate (31).
13 - 1
34SG-9701
10 Remove the outer thrust bearing ring (30).

11 Unscrew the housing fastening screws (9) and remove the
housing (5).
12 Remove the inner thrust bearing ring (29).
13 Unscrew the extension shaft fastening screws (27) and remove the extension shaft (28). Secure the intermediate wheels (10)
and (11) in a nylon strap.
DISMANTLING
14 Apply distance sleeve 3V86B135 and hydraulic cylinder

3V86B150 to the fastening bolt (6) and remove the nut (33).
15 Remove the shaft (35). The shaft can be pulled out by using
suitable screws, i.e. M8 screws.
16 Unscrew the bolt (6) by using the tool 3V84G189.
17 Remove the intermediate gear wheel (11).
Hydraulic oil

counter -clockwise.
18 Remove the intermediate wheel (10). Using lifting tools will

make the gear wheel handling easier.
19 Remove the intermediate wheel (3) by proceeding as with
the intermediate wheels (10) and (11).
Note! Even though the design of both intermediate gear shafts is similar,
the parts must not be mixed with each other.
13.2.2 Mounting of the camshaft gearing

1 Turn the crankshaft as follows:
a) V-engine; camshaft gearing of both cylinder banks removed:
Turn crankshaft to TDC for cylinder No.A1.
b) V-engine; gearing of A-bank mounted, gearing of B-bank
removed: Turn crankshaft to TDC at ignition for cylinder No.A1. Then
turn 50 in direction of TDC for cylinder No.B1.
c) V-engine; gearing of B-bank mounted, gearing of A-bank
removed: Turn crankshaft to TDC at ignition for cylinder No.B1. Then
turn 50 in direction of TDC for cylinder No.A1.
Note! Make sure that the crankshaft is in TDC at ignition for cylinder No.1
at respective bank in a V-engine before proceeding with the job.
2 Lift the intermediate wheel (3) into position. The wheel must
be tilted, when inserted, to get free from the rib in the engine block.
13 - 2
34SG-9701

24
20
12
18
19 17
14
1.
Gear wheel
2.
Screw
3.
Intermediate wheel
4.
Distance sleeve
15
5.
Housing
40
6.
Cover
7.
Screw
8.
Screw
9.
Screw
16
41
13
10. Intermediate wheel

11. Intermediate wheel
12. Driving wheel
13. Camshaft screw
14. Camshaft extension
15. End flange
16. Screw
33
38 29
36
27
23
10
11
34
35
34
17. Cover
18. Screw
19. Housing
20. Guiding pin
30
7
31
32
6
8
28
39
9
37
23. Pin
24. Camshaft end
26
25. Screw
33. Nut
26. Bearing shaft
34. Bearing
27. Screw
35. Shaft
28. Extension shaft
36. O-ring
29. Bearing ring
39. Pin
31. Shaft plate

32. Cover
37. O-ring
38. Guiding pin
30. Bearing ring
25
40. Encoder
41. Flexible coupling
Fig 13-1
3213649720
Note! Insert the intermediate gear wheels and bearing bushes according
to the marking of the wheels, see Fig 13-2.
3 Insert the distance sleeve (4).
4 Screw in the bolt (6) and tighten to the torque stated in chapter 07.
5 Insert the shaft (26).
13 - 3
REASSEMBLING
distance sleeve.
34SG-9701
6 Tighten the nut (33) by hydraulic cylinder 3V86B150 to stated

pressure. Release the pressure and pump to stated pressure again.
Tighten the nut finally and release the pressure.
7 Mount the guiding pin (38) and insert the extension shaft (28).
Tighten the screws (27) to the stated torque.
Hydraulic oil

contact to face.
5. Open the valve and
remove tool set.
8 Insert the inner thrust bearing ring (29).

9 Mount the O-ring (36) in the housing (5) and insert the housing. Tighten the screws (9) to the stated torque.
10 Insert the outer thrust bearing ring (30). The gear wheels
should be in the outer most position to achieve the correct axial
bearing clearance.
11 Mount the pin (39) to the shaft plate (31), and insert it. Apply Loctite 242 to the screws (8) and tighten to the stated torque.
Insert the cover (32) and the O-ring (37) and tighten the screws (7)
to the stated torque.
12 Check the axial bearing clearance for the gear wheel (3)
and the backlash between the wheels (1) and (3).
13 To get the intermediate wheels (10) and (3) into the correct
position, mark the meshing teeth of both wheels (10) and (3) with
a pencil acc. to Fig 13-2. (The wheel (10) can be marked before
mounting by marking the third tooth downwards from a line drawn
from the centre point of gear wheel (10), through the dowel pin in
the wheel (10)).
V-engines: Do not install the intermediate wheel (10) before camshaft end (24) is installed. Place the intermediate wheel (10) as low
as possible in gear train.
14 Mount the gear wheel (10) to the engine block according to

meshing marks.
15 Mount the gear wheel (11) to the wheel (10). The dowel pin
of the wheel (10) should be in the middle of the groove in the wheel
(11) to get enough timing adjustment allowance
16 Screw in the bolt (6).
17 Insert the shaft (35).
18 Tighten the nut (33) by hand.
19 Check the backlash between the wheels (10) and (3).
20 Lift the camshaft driving wheel (12) into position. The
marks on the wheels should be aligned with the edge of the engine
block according to Fig 13-2.
13 - 4
34SG-9701
21 Fit the camshaft extension (14), push the camshaft into position, guided by the pin (20), and tighten the flange connection screws
(13).
22 Mount the housing and the end flange.
Marking of the intermediate gear wheels, V-engines
Clockwise rotating engines

A
30
30
A
B
20
A-bank
B-bank
Note the bearing bush

position! Groove
upwards, 20 clockwise
25
25

position! Groove towards
A-bank, 30 counter clockwise

position! Groove downwards,
30 counter clockwise
Seen from flywheel end
Counter clockwise rotating engines

A
30
30
A
B
20
A-bank
position! Groove
downwards, 20 clockwise
position! Groove towards
B-bank, 30 clockwise
Fig 13-2
B-bank
25
25

position! Groove upwards,
30 counter clockwise
3213629501
13 - 5
34SG-9701
23 Mount the bracket together with the encoder and tighten the
screws. On the V-engine B-bank there is only a bearing housing and
end flange.
24 Check the axial bearing clearance for the camshaft and the
backlash between the wheels (11) and (12).
25 Mount the oil sprays.
26 Check the valve timing of one cylinder. On the V-engine,
check the firing sequence of the cylinder banks.
27 Proceed with tightening of screws and nuts according to step
6 - 11 above.
28 Mount the oil distributing pipes, the covers for the gearing
and camshaft.
29 Check the axial bearing clearance and the tooth clearance
between the wheels (10) and (3).
30 Check the position of the encoder, see section 23.3.
13.2.3 Timing of the valves

1 Turn crankshaft to TDC for cylinder
stroke.
No.A1,
exhaust-/inlet
2 Place the dial gauge with feeler pin pointed perpendicular

to the center of ball pin in the inlet valve tappet, see Fig 13-3.
3 Rotate the flywheel in direction 55 before TDC, on graduation scale at reading 305. The downward movement of the feeler
pin will be stopped during the last 10, indicating that the tappet
roller is on the base circle of the cam profile. Set the dial gauge
reading to zero.
4 Rotate the flywheel back to TDC reading on the dial gauge
should be 30.12 mm. If the reading differs more, continue as
follows.
5 The axial bearings of the intermediate gear to be dismantled, see section 13.2.1. Loosen the nut (33) by using hydraulic tool
to allowed rotation of the intermediate gear (11), see Fig 13-1.
6 Rotate the camshaft to obtain the correct dial gauge reading
and same time holding the flywheel stationary in TDC.
7 Tighten the nut (33) by hydraulic cylinder to stated pressure
according to section 13.2.2.
8 Repeat the steps 3 and 4 above.
9 Reassemble the axial bearings according to section 13.2.2.
10 Repeat the same procedures on the B-bank, but turn crankshaft to TDC for cylinder No.B1. Note the different graduation
scale on flywheel for B-bank.
13 - 6
34SG-9701
Timing of the valves
Seen from flywheel end
A-bank
B-bank
Fig 13-3
13.3
3213679701
Split gear
If only the split gear wheel has to be changed, one half of the wheel can
be removed/mounted at a time. Hereby the valve timing will be unchanged and it will not be necessary to adjust it.
13.3.1 Removing of the split gear wheel

After the gearing is removed according to section 13.2.1, the split gear
wheel (1) can be removed from the crankshaft.
1 Lower the bearing cap for main bearing No.1, see chapter 10.,
section 10.2.1.
2 Loosen the fastening screws (25).
3 Unscrew the axial screws (2).
4 Unscrew the fastening screws (25) and
wheel halves.
remove
the
gear
13 - 7
34SG-9701
13.3.2 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
10, section 10.2.1.
chapter
3 Apply Loctite 262 on the threads of the screws (2) and (25).
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 (2) and (25) by hand.
5 Tighten the axial screws (2) 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 (25) to a torque of 40 Nm. The
screws closer to the crankshaft flange are to be tightened at first.
7 Tighten the fastening screws (25) to stated torque. The tightening order is the same as in the previous point.
8 Tighten the axial screws (2) to the stated torque.
9 Check the gear wheel roundness. Place a cylindrical pin (16
mm) in the tooth gap as shown in Fig 13-4. Turn the engine and use a
dial indicator to get an indication for the diameters. The maximum
permissible difference between the measured values is 0.05 mm.
10 Lift the bearing cap for main bearing No.1, see chapter 10
section 10.2.1.
Measuring split gear wheel
16
Fig 13-4
13 - 8
3213519045
34SG-9701
Valve Mechanism and Camshaft
14. Valve Mechanism and Camshaft

14.1
Valve mechanism
14.1.1 Description of valve mechanism
The valve mechanism consists of valve tappets (11) of the piston type
moving in separate guide blocks (7) of cast iron, 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.
Valve mechanism
1. Nut
2. Retainer ring
3. Rocker arm
4. Push rod
5. Protecting sleeve
6. Nut
7. Guide block
8. Cover
10. Guiding pin
11. Valve tappet
12. Bearing journal
13. Bearing bracket
14. Yoke
15. Cylindrical pin
16. Spring
2
3
1
4
B
8
15
13
14
6
7
11
VIEW B
10
12
16
A1
Fig 14-1
A2
321478501
14 - 1
34SG-9701
14.1.2 Dismantling of valve mechanism

1 Remove the covers of the valve mechanism and camshaft
from the cylinder concerned.
2 Turn the crankshaft to a position where the valve tappet rollers
of the valves are on the base circle of the cam.
3 Unscrew the nuts (1) and remove the rocker arm bearing
bracket (13) from the cylinder head.
4 Remove the retainer rings (2) and rocker arms (3). To remove
the retainer rings, use pliers A40 DIN 5254.
5 Remove necessary pipes.
6 Remove the push rods (4) and the protecting sleeves (5).
7 Unscrew the nuts (6) and remove the guide block (7).
8 Remove the cover (8) and the guiding pin (10). An M6 screw
can be used to remove the pin.
9 Remove the valve tappet (11) and dismantle by removing
the bearing journal (12). Before dismantling, mark the parts for
mounting into the original positions.
14.1.3 Inspection of valve mechanism parts

1 Clean the rocker arm bearing bush and the journal and
measure for wear. When cleaning, pay special attention to the oil
holes.
2 Clean and inspect all parts of the valve tappet and guide
block. When cleaning, pay special attention to the angled oil holes.
3 Measure the valve tappet bearing bush and the journal as
well as the cam roller for wear.
4 Change the O-rings of the cover (8) if they are damaged or hard.
14.1.4 Assembling of valve mechanism

1 Lubricate the parts of the valve tappet with clean engine oil
and assemble. Observe the marks for correct positions.
2 Insert the valve tappet (11) into the guide block (7) and apply
the guiding pin (10).
3 Mount the cover (8).
4 Mount the guide block to the engine block and tighten the
nuts (6).
14 - 2
34SG-9701
5 Check the parallelism of the roller axis to the camshaft by

measuring the distance to the cylindrical pins on both sides of the
guide blocks with a feeler gauge, i.e. measures A1 = A2 according to
Fig 14-1. Tighten the nuts (6) to the right torque, acc. to section 07.1.
6 Grease the O-rings, insert the push rods (4) and protecting
sleeves (5) into the guide block.
7 Mount the yoke. For adjusting the yokes, see section 12.2.4.
8 Lubricate the rocker arm bearing bushes and
rocker arms (3) on the bracket.
mount
the
9 Apply the retainer rings (2) by using pliers A40 DIN 5254 and
check the axial bearing clearance and free rotation of rocker arms.
10 Mount the rocker arm bracket on the cylinder head and
tighten the nuts (1) to the torque, see section 07.1.
11 Check the valve clearance acc. to section 06.1 and mount
the covers.
14.2
Camshaft
14.2.1 Description of camshaft
The camshaft is built up of one-cylinder camshaft pieces (1) and
separate bearing journals (2). The drop forged camshaft pieces have
integrated cams, the sliding surfaces of which are case hardened. The
bearing surfaces of the journals are induction hardened. The camshaft
is driven by the crankshaft through a gearing at the driving end of the
engine. At this end the camshaft is equipped with an encoder (5) and
an axial bearings (17).
On a V-engine, B-bank the camshaft has an axial bearing situated at
the driving end, similar to A-bank.
Camshaft
6
17
1. Camshaft piece
2. Bearing journal
3. Screw
4. Fixing pin
5. Encoder
6. End cover
17. Axial bearing
Fig 14-2
3214809720
14 - 3
34SG-9701
14.2.2 Removing of camshaft piece

1 Remove the camshaft cover and guide blocks from the cylinder concerned.
2 Unscrew the flange connection screws (3) from both ends of
the camshaft piece by using the tool 4V80G17. The flange connection
screws are treated with a locking compound and can be used only
once.
3 Remove the end cover (6) and unscrew the rocker arm
bracket fastening nuts of the cylinders in which the camshaft is to
be axially displaced. Move the part of the camshaft locating towards
the free end of the engine 15 - 20 mm in direction of the free end by
using a suitable lever.
4 Disengage the camshaft piece from the centerings and fixing pins (4) and remove it sideways.
Note! The rocker arm bearing brackets towards the free end side has to
be removed if the crankshaft is turned, otherwise there will be
contact between the valve and piston.
14.2.3 Mounting of camshaft piece

1 Clean and degrease the flange connection surfaces and
threaded holes.
2 Insert the fixing pins (4) with retainer rings, the longer part of
the pin in the bearing journal.
3 Mount the camshaft piece (1) on the fixing pin and centering
at either end, then press the camshaft together. Use two or three
mounting screws, not the fastening screws, because they are applied
with locking glue.
4 Insert the flange connection screws, dry and tighten by using the tool 4V80G17. The flange connection screws are treated with
a locking compound and can be used only once.
Note! Tighten the screws immediately to correct torque since the screws
are treated with a locking compound.
5 Check the valve tappets and rollers carefully. Even slightly
damaged tappet rollers have to be changed.
6 Mount the end cover (6), guide blocks etc.
7 Check the valve clearances on all cylinders towards the free
end.
14 - 4
32-200310-08
Turbocharging and Air Cooling
15. Turbocharging and Air Cooling

15.1
Description
The turbochargers are of the axial turbine type. The insert type charge
air cooler is mounted in a welded housing, which, at the same time,
serves as a bracket for the turbocharger. The housing is fastened to the
engine block by screws, normally at the free end of the engine. V-engines have two identical cooler inserts in a common housing.
The turbocharger is connected to the engine lubricating oil system.
The air outlet is connected to the air duct (2) with metal bellows (1).
The exhaust pipes from the engine are also connected to the charger
through metal bellows. The exhaust pipe after the turbocharger should
be arranged according to the installation instructions.
The turbocharger is equipped with cleaning device for cleaning the
compressor by water injection. On Wrtsil32DF engines the turbine
side is also equipped with cleaning device.
Turbocharger and air cooler
1. Bellows
2. Air duct
3. Air vent screw
4. Header
5. Header
6. Drain pipe
7. Thread hole for lifting tool
8. Screw
9. Sleeve
2
A-A
3
A
6
A
Fig 15-1
HISPANO SUIZA
321502200105
15 - 1
15.2
32-200310-08
Turbocharger maintenance
The bearings of the chargers are lubricated by the engine lubricating
oil system. The oil drain is connected to a pipe from where the oil is
lead to the crankcase.
Normal overhauls can be carried out without removing the whole unit
from the engine. When dismantling, remove the protecting covers.
Loosen the exhaust inlet and outlet pipes.
When reassembling, take care that all seals are intact.

Maintenance of the turbocharger is carried out according to section
15.3 and to the instructions of the turbocharger manufacturer. It is
recommended to use the service organisation of the engine manufacturer or the turbocharger manufacturer.
15.3
Water cleaning of turbocharger

during operation
15.3.1 Water cleaning of turbine
Water cleaning instuctions for the turbine doesnt concern Wrtsil34SG
engines.
As practical experiences show, the dirt deposits on the turbine side
can be reduced by periodic cleaning (washing) during operation. The
overhaul periods can be extended. Dirty turbines cause higher temperatures of the exhaust gas and higher stresses of the bearings due to
imbalances. Usually, though, washing of the turbine side is necessary
only when running on heavy fuel.
During long periods of operation, periodic water 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 regularly.
If the normal water cleaning of the turbine does not effect much on
the exhaust gas temperature level, hard deposits have probably built
up on the nozzle ring and the turbine blades in the turbocharger, and
they have to be cleaned mechanically. For that purpose, the rotor and
the nozzle ring have to be removed from the turbocharger.
The water must be injected into the exhaust system with the engine
running at reduced output (see 15.3.2, step 2). The disadvantages of
reducing the output occasionally is not significant compared with the
advantages of cleaning.
The necessary water flow is basically dependent upon the volume of
gas and its temperature. The flow should be adjusted so that the major
part of the water is evaporated and escapes through the exhaust.
15 - 2
HISPANO SUIZA
32-200310-08
Additives or solvents must not be used in the cleaning water. The use
of salt water is prohibited.
Turbocharger gas inlets are provided with an inlet valve (1), one for
each bank. The valves are connected to a quick-coupling (2).
The water washing of the turbine should be done as described in
section 15.3.2. The water flow is adjusted by a flow meter (4) to the
recommended value, see table below.
Water cleaning of turbine
Pressure difference Dp (1)
0.5...1.0 bar
Turbocharger size
Water flow (l/min)
HS5800
16 - 19 (2)
(1)
Pressure difference between water injection pressure and gas pressure before turbine.
(2)
Depends on the water injection pressure and gas pressure before
turbine (engine load).
Cleaning should take place regularly according to chapter 04. Maintenance Schedule. Depending on the results obtained, the interval between two washings can be increased or reduced.
Water cleaning of turbine
1. Inlet valve
2. Quick-coupling
4. Flow meter
5. Valve
Fig 15-2
HISPANO SUIZA
3215070305
15 - 3
32-200310-08
15.3.2 Cleaning procedure

1 Record charge air pressure, cylinder exhaust gas temperatures, turbocharger speed, at nominal load for later use to assess
efficiency of the cleaning.
2 In diesel mode, reduce the engine load to adapt a maximum allowed exhaust gas temperature after cylinder of
380C! Run the engine in diesel mode for 5 - 10 minutes on this
load before the washing is started.
Note! If the washing is started earlier than after five minutes on stable load
as above, this might have negative consequences for the turbocharger.
3 Open valve (1), and check that they are not clogged.
4 Connect water hose.
5 Open valve (5) slowly within 10 s and increase the water flow
until the correct flow is reached according to the table shown above.
6 Close the valve (1) after 60 seconds. Interval between injections is 60 sec.
Note! It is not allowed to inject water more than 60 seconds without breaks
because the gas outlet casing do not have drain.
7 Repeat the injection procedure five times at the same gas
inlet according the step 6. above.
8 After termination of water injection the engine must run for
three minutes at an unchanged load until all parts are dry.
9 Shut all valves and disconnect the hose to ensure that no water
can possibly enter exhaust pipes except during the cleaning periods.
10 Resume normal engine operation at higher output and, as
soon as possible, repeat the readings taken in step 1 above at same
load for comparative purposes.
11 Run the engine for 10 to 20 min. more after the turbocharger
has been cleaned by water. Doing so it is ensured that all the parts
in the exhaust system are completely dry.
15.3.3 Water cleaning of compressor

Compressors of type HS5800 and HS4800 can be cleaned during
operation by injecting water. The method is suitable, provided contamination is not too far advanced. If the deposit is very heavy and hard,
the compressor must be cleaned mechanically.
15 - 4
HISPANO SUIZA
32-200310-08
The injected water does not act as a solvent, the cleaning effect is
achieved by the physical impact of the drops on the deposit. It is
therefore advisable to use clean water containing no additivities either
in the form of solvents or softening agents, which could be precipitated
in the compressor and form deposits.
Regular cleaning of the compressor prevents or delays the formation
of deposit, but it does not eliminate the need of normal overhauls, for
which the turbocharger has to be dismantled.
The water must be injected while the engine is running and at the
highest possible load, i.e. at a high compressor speed.
Note! Clean the compressor (air side) of the turbocharger at as high load
as possible (full rated load).
For an efficient washing, it is important to inject all the water
required within 5 - 10 seconds.
Cleaning should take place according to chapter 04. Depending on
the results obtained, the interval between two washings may be
increased or reduced.
Water cleaning of compressor
1. Valve
2. Water container
3. Slide valve
1
2
Fig 15-3
3
321503200105
15.3.4 Compressor cleaning procedure

1 Record charge air pressure, cylinder exhaust gas temperatures, charger speed or on gas engines the wastegate position. These
for later use to assess efficiency of the cleaning.
HISPANO SUIZA
15 - 5
32-200310-08
2 Fill the water container (2) with clean water and close the
cover of the water container.
3 Check and turn the valve (1) to the choosen compressor.
4 Open the slid valve (3).
5 Close the valve (3) after 5 - 10 seconds.
6 Repeat the readings taken in step 1 above for comparative
purposes. The success of injection can be recognized by the change
in charge air pressure and in the exhaust gas temperature.
7 Run the engine for 5 minutes more after the compressor has
been cleaned with water. Doing so it is ensured that all the parts in
the compressor side are completely dry.
8 Repeat step 1 above for the other compressor
Note! If injection is not successful, it must not be repeated before ten
minutes.
15.4
Maintenance of charge air cooler

15.4.1 General maintenance
1 Condensate from the air is drained through a small hole/
pipe (6), Fig 15-1, at the bottom of the cooler housing, after the
insert, and at the opposite end plate of the air manifold. Examine
regularly that the pipe is open by checking the air flow when
running.
If water keeps on dripping or flowing from the draining pipe for a
longer period (unless running all the time in conditions with very high
humidity), the cooler insert may be leaky and must be dismantled
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 that the water level in the system goes down
when the engine is stopped, drain the cooler completely. Open the
air vent screw (3), Fig 15-1, to avoid vacuum when draining.
3 Clean and pressure test the cooler at intervals according to
chapter 04. or if the receiver temperature cannot be held within
stipulated values at full load.
4 Always when cleaning, check for corrosion.
15 - 6
HISPANO SUIZA
32-200310-08
15.4.2 Cleaning of air cooler

Cleaning of the water and air side heat exchange surfaces is imperative
for a long and trouble free operation of the engine and must be done at
regular intervals.
1 Remove the cooling water pipes. Unscrew the fixing screws
(8) at the bottom of the charge air cooler housing, see Fig 15-1.
Loosen the cooler flange screws. On the V-engine, withdraw the
cooler about 300 mm and fit the tool 32.84G02 (846025). Screw on
the tool by using four of the air cooler fastening screws. Then,
withdraw the cooler completely towards the tool stop. If necessary,
use screws in the two threaded extractor holes in the flange to loosen
the cooler.
2 Apply the lifting tool and lift off the cooler.
3 Clean the air side of the cooler by immersing it in a chemical
cleaning bath for at least 24 hours. Recommend cleaning detergents,
see section 02.4. We recommend that cleaning tank should be
equipped with perforated pipes on the bottom for the best cleaning
effect, see Fig 15-4. During cleaning steam or pressurised air should
be connected to the pipes to get a good circulation.
When cleaning is completed, the cooler should be flushed thoroughly by water.
Note!
The use of a high pressure water jet for flushing, should be avoided
because:
- it will pack the dirt into the middle of the cooler.
- the risk of damaging the cooler fins is great.
Both of above will result in an increased pressure drop over the
cooler.
4 Clean the water side by detaching the headers (4) and (5) from
the cooler bundle and immersing the tube bundle into a chemical
cleaning bath for at least 24 hours. Upon completion, follow the
direction given for the air side.
5 Change the gaskets before reassembling the headers.
6 It is also recommended to pressure test the
mounting it on the engine.
cooler
before
7 Mount the cooler on the engine.

8 Vent the cooler and check the tightness when starting up.
HISPANO SUIZA
15 - 7
32-200310-08
Air cooler cleaning tank

Steam or air
Perforated pipes
Cooler insert
Fig 15-4
15 - 8
3215869701
HISPANO SUIZA
32-200247
Appendix C
15.C. Exhaust Gas Wastegate

15.C.0.1 Description
A reliable and safe performance of the engine requires a correct air-fuel
ratio during all kind of site conditions. If the air-gas mixture becomes
too lean, misfire will occur and if the air-gas mixture becomes too rich,
knocking will occur.
To maintain a correct air-fuel ratio, the engine is equipped with an
exhaust gas wastegate valve that keeps the air pressure in the receiver
at an optimal level all over the power output range. The exhaust gas
wastegate valve is by-passing the exhaust gases past the turbocharger.
The wastegate valve is working as a regulator and adjusts the air-fuel
ratio to the correct value regardless of varying site conditions (ambient
temperature, humidity, etc).
The exhaust gas wastegate system is built on the engine and consists
of an actuator (1) connected to the butterfly valve (2) which controls the
exhaust by-pass flow via pipes (4) and (5) to the distance piece (3) as
much as required to get the correct air-fuel ratio according to the
preprogrammed values.
Exhaust Gas Wastegate System
1
1. Actuator
2. Butterfly valve
3. Distance piece
4. Exhaust pipe
5. Exhaust pipe
5
3
Fig 15C-1
32/34
3215909715
C-1
Appendix C
32-200247
15.C.0.2 Function
The wastegate control system gets compressed air from the instrument
air system. The pressure is approx. 6 - 7 bar. The instrument air needs to
be clean, dry and oil free to secure the function of the components. See also
chapter 21.
The wastegate system works as follows:
When the engine is running, the valve (6) is open and supplies air to
the I/P converter (8) and to the positioner (9) in the actuator unit (1).
The I/P converter maintains a 0.2 - 1.0 bar control air pressure to the
positioner according to the incoming 4 - 20mA control signal.
The positioner pilot valve (11), see Fig 15C-4, maintains the actuator
(1) with air pressure according to the control air pressure from the I/P
converter.
The engine control system (WECS) is monitoring the average exhaust
gas temperature after the cylinders. If the average exhaust gas temperature is higher than the set-point, the engine control system will
close the wastegate gradually, until tye correct value is reached.
The main purpose of the solenoid valve (6) is to prevent air leakage
through the I/P converter to the actuator when the engine is stopped.
The control logic is carried out in the engine control system and no
external regulators are required
15.C.0.3 Maintenance
15.C.0.3.1 Check of wear of the wastegate system
The systems requires a regular check of the wear and the function.
1 Check for wear of the key connection between the actuator
and the positioner.
2 Check for possible wear inside actuator
shaft.
by
moving
the
15.C.0.3.2 Change of positioner pilot valve

The pilot valve (11) in the positioner should be replaced with a new one
according to chapter 04 or in case of malfunction.
1 Remove the cover of the positioner and the pilot valve screws
(12), see Fig 15C-2.
2 Pay attention to the pilot valve stem and the lever (13), remove the pilot valve carefully.
3 Replace the pilot valve (11) with a new one and re-assemble
the positioner in the opposite order.
4 Adjust the wastegate positioner, see section 15.C.0.4.
5 Calibrate the wastegate I/P converter, see section 15.C.0.5.
6 Check the function of the valve by following the positioners
movement when the engine is re-started and runs on load.
C-2
32/34
32-200247
Appendix C
Wastegate control system

1. Actuator
2. Butterfly valve
6. Solenoid valve
8. I/P converter
9. Positioner
9
2
Fig 15C-2
3215102200147
Actuator position
OPEN
SHUT
Fig 15C-3
32/34
3215106200244
C-3
Appendix C
32-200247
Wastegate positioner
Control air from I/P converter
11. Positioner pilot valve

12. Screw
13. Lever
14. Cam
15. Screw
16. Screw
17. Adjusting screw
18. Adjusting screw
19. Ball bearing
Control air
6 - 8 bar
13
11
16
Connections
to and from
the actuator
15
18
14
12
17
19
Fig 15C-4
3215100200147
15.C.0.4 Adjustment of wastegate positioner

Remove the cover and the yellow indicator. Make sure the cam (14), is
in zero position when the actuator is closed (S-position), see Fig 15C-3.
1 To adjust the zero position of the cam disc, loosen the screws
(15) and (16) about 1 turn. The cam disc will now go to zero position.
2 Tighten the screws (15) and (16).
3 Calibrate the wastegate I/P converter, see section 15.C.0.5.
4 Mount the yellow indicator and the cover. Indicator reading
on the cover should same as on the cam scale (14).
C-4
32/34
32-200247
Appendix C
15.C.0.5 Calibrating the wastegate I/P converter

Before starting calibration of the wastegate I/P converter, the
wastegate positioner must first be adjusted. See section 15.C.0.4.
The calibration can be done in the following ways:
Using the software service tool WECSplorer (only for WECS
8000). Contact nearest network office for more information and
instructions.
Using a mA calibrator.
15.C.0.5.1 Manually with mA calibrator (WECS 3000 and WECS 8000)
For the calibration a 4-20 mA current calibrator is needed. Wrstsil
spare part no. 800 119 and 800 120.
1 The engine must be stopped.
2 Enable control air by connecting 24 VDC to CV311 or by pressing the button on the solenoid (6) (during the whole calibration
procedure).
3 Connect the mA calibrator to the I/P converter.
15C-5.
See Fig
4 Set the mA to equal 30 degrees on the cam (14). See table 1

below.
5 Adjust the zero adjustment screw (20) on the I/P converter
(marked with Z on the coverter) so that the pointer on the wastegate
points at 30 degrees.
6 Set the mA to equal 60 degrees on the cam (14). See table 1
below.
7 Adjust the span adjustment screw (21) (marked with S on the
converter) until the pointer points at 60 degrees.
8 Repeat steps 4-7 above until it shows correct values.
9 Check the whole range according to the table 1. If 4mA
does not equal 0 degrees, adjust with the zero adjustment screw.
Table 1.
Current [mA]
Degrees []
32/34
WECS 3000
WECS 8000
4,0
4,0
15
6,7
6,4
30
9,3
8,8
45
12,0
11,2
60
14,7
13,6
75
17,3
16,0
90
20,0
18,4
C-5
Appendix C
32-200247
Wastegate I/P converter
mA -
20. Zero adjustment screw
mA +
3
2
21. Span adjustment screw

Z
21
20
OUT
Fig 15C-5
C-6
IN
3215105200243
32/34
34SG-200143
Injection and Ignition Systems
16. Injection and Ignition Systems

16.1
General
The Wrtsil 34SG is a spark ignited, gas-otto engine working according to the lean burn concept.
In a lean burn gas engine the mixture of air and fuel in the cylinder
is lean, i.e. there is more air present in the cylinder than is needed for
combustion. In order to stabilize the ignition and combustion of the
lean mixture, a prechamber with a richer air/fuel mixture is used. The
ignition is initiated with a spark plug located in the prechamber, giving
a high-energy ignition source for the main fuel charge in the cylinder.
The prechamber is located in the center of the cylinder head.
Working principle
Air and fuel

intake
Fig 16-1
16.2
Compression of
air and fuel
Ignition
3216939548
Prechamber
16.2.1 Description
The prechamber (13) is casted in a high alloy steel with very good high
temperature characteristics, see Fig 16-3. The cooling is optimized to
give an even distribution of material temperatures, and to provide the
best possible operating condition for the spark plug. A sealing sleeve
(6) above the prechamber prevents oil from entering onto the prechamber, and the pipe also houses the high-voltage extension for the spark
plug.
16 - 1
34SG-200143
16.2.2 Removing the prechamber

1 Disconnect the cable from the ignition coil.
2 Remove the cover plate (2), ignition coil (3) and the spark plug
extension (7) and the springs by opening the screws (1).
3 Remove the cylinder head cover and the sealing sleeve (6).
Note! Drain the cooling system.
4 Unscrew the fastening nuts (8) of the prechamber.
5 Remove the sleeves (9) and the yoke (11) for the prechamber.
6 Remove the prechamber (13) by using tool 3V83H0176.
7 Protect the bore in the cylinder head.
Cylinder head with prechamber
5
1. Screw
2. Cover plate
3. Ignition coil
4. Fastening plate
5. O-ring
6. Sealing sleeve
7. Spark plug extension
8. Nut
9. Sleeve
10. O-ring
11. Yoke
12. O-ring
13. Prechamber
14. Sealing ring
15. O-ring
16. O-ring
16
6
7
8
9
10
11
12
15
13
14
Fig 16-2
16 - 2
3216969720
34SG-200143
16.2.3 Overhaul of the prechamber

Clean the prechamber especially the bore for the spark plug. Check the
prechamber for cracks and wear, especially around the nozzle holes.
Check the sealing faces on the bottom of the prechamber is clean and
intact.
Prechamber

14. Sealing ring
15. O-ring
16. Locking screw
17. O-ring
18. O-ring
19. O-ring
20. Prechamber check-valve
21. Spark plug
22. O-ring
15
16
17
7
18
19
20
22
21
14
Fig 16-3
3216979720
16.2.4 Mounting the prechamber

1 Remove the protecting cover and clean carefully the bore in
the cylinder head.
2 Renew O-rings (15), (17), (18) and (19) on the prechamber and
O-ring (12) on the yoke.
3 Lubricate O-rings with oil or vaseline.
4 Renew seal ring (14) on the prechamber.
5 Mount the prechamber, yoke (11) and sleeves (9) and tighten
the fastening nuts (8) crosswise in small steps to stated torque, see
chapter 07.
6 Pressure test the cylinder head before mounting with a test
pressure of 8 - 10 bar if possible.
16 - 3
34SG-200143
7 Mount the cylinder head acc. to chapter 12., section 12.2.2.

8 Renew O-rings (5) and (10) on the sealing sleeve.
9 Mount the sealing sleeve (6) and cylinder head cover.
10 Renew O-ring (22) on the extension and O-ring (16) if the extension and ignition coil has been taken apart.
11 Apply the spark plug extension, ignition coil, springs, cover
plate and tighten the screws. Note! Clean the extension carefully before
assembling.
12 Connect the cable to the ignition coil.
16.3
Prechamber non-return valve

16.3.1 General description
In order to prevent that the pressure from compression/combustion is
entering the prechamber gas supply system, a non-return valve is
located close to the prechamber.
Prechamber non-return valve
22
22. Upper body

23. O-ring
25. O-ring
26. Lover body
27. Piston
28. Plug
29. Spring
30. Guiding pin
23
30
25
29
26
27
28
Fig 16-4
16.3.2 Removing the non-return valve

1 Disconnect the cable from the ignition coil.
16 - 4
3216989549
34SG-200143
2 Remove the cover plate (2), ignition coil (3) and the spark plug
extension (7) and the springs by opening the screws (1).
3 Remove the cylinder head cover and the sealing sleeve (6).
4 Unscrew the locking screw (16), see Fig 16-3.
5 Remove the non-return valve (20) by using the special tool
3V83H0175.
6 Protect the bore in the prechamber.
16.3.3 Overhaul of the non-return valve

1 Unscrew the upper body (22) from the lower body (26).
2 Remove the guiding pin (30).
3 Unscrew the plug (28) in the bottom of the non-return valve.
4 Remove the piston (27) and the spring (29) inside the non-return valve.
5 Carefully clean the piston and the non-return valve and inspect
the sealing surfaces. Inspect the contact surfaces of the spring and
change if necessary.
6 Reassemble the non-return valve in opposite order. Tighten
the lower and upper body to the correct torque, see chapter 07.
Overhaul of non-return valve according to maintenance schedule in
chapter 04.
16.3.4 Mounting the non-return valve

1 Remove the protecting cover and check that the bore in the
prechamber is clean.
2 Renew O-rings (23) and (25) on the non-return valve.
3
Lubricate O-rings with oil or vaseline.
4 Mount the non-return valve and tighten the locking screw (16)
to stated torque, see chapter 07.
5 Mount the cylinder head cover.
6 Apply the spark plug extension and ignition coil in a one package. Apply springs, cover plate and tighten the screws.
7 Connect the cable to the ignition coil.
16 - 5
16.4
34SG-200143
Ignition system
16.4.1 General
The ignition system is tailor made for this engine type, and is integrated
with the engine control system. The control system (WECS) determines
the timing of the spark and the timing can be set individually for the
cylinders. The ignition coil is located on the top of the cylinder head
cover, as close to the spark plug as possible.
The high voltage link between the ignition coil and the spark plug is
a stiff, super isolated extension (7), with no joints, see Fig 16-2. This is
effectively minimizing the possible disturbances on the ignition system.
The spark plug (21) is of a large and durable design, see Fig 16-3.
16.4.2 Ignition coil

16.4.2.1 Removing and mounting of the ignition coil
See sections 16.2.2 and 16.2.4.
16.4.2.2 Overhaul of the ignition coil
The ignition coil requires no maintenance. The ignition coil should be
replaced by a new coil in the event of malfunction.
16.4.3 Spark plug

16.4.3.1 Removing the spark plug
1 Remove the ignition coil and the spark plug extension (7), see
section 16.2.2.
2 Loosen the spark plug (21) with the special tool. If it is difficult
to loosen, apply penetrating oil.
3 Unscrew the plug by hand. If the spark plug seems tight when
unscrewing it may be due to deposits in the threaded area. The threads
must be cleaned before installing a new spark plug.
4 Before removing the plug, blow away the dirt from the spark
plug recess to prevent it from falling into the combustion chamber.
5 Mark the spark plug with the cylinder number and when all
spark plugs have been removed make a visual check to identify any
anomalies. If some spark plugs differs from the rest the components of
those specific cylinders should be checked.
16.4.3.2 Overhaul of the spark plug
The spark plug requires no maintenance. The spark plug should be
replaced by a new plug in the event of malfunction, or according to the
maintenance schedule in chapter 04.
16 - 6
34SG-200143
16.4.3.3 Mounting the spark plug

1 Before installing the spark plugs, make sure that the spark
plugs are clean. Any dirt, oil or grease can cause misfire and/or shorten
the spark plug lifetime.
2 Check that the spark plug threads are clean. If the threads
have to be cleaned, prevent the deposits falling into the prechamber.
Note! If the spark plug is removed but not changed, the gasket always
has to be renewed.
3 Re-install the new spark plug by hand until it contacts the
gasket seat. Install all spark plugs by hand before tightened to the
stated torque. By this procedure the spark plug temperature have time
to stabilize with the cylinder head temperature.
4 Tighten the spark plug by using the special tools to stated
torque, see chapter 07.
5 Renew the O-rings in the extension and clean the extension
carefully.
6 Apply the spark plug extension and ignition coil in a one package, springs, cover plate and tighten the screws.
Note! Do not lubricate the spark plug threads. Lubricants will reduce the
cooling of the spark plug.
16.4.4 Spark plug extension

16.4.4.1 Removing and mounting of the spark plug extension
See sections 16.2.2 and 16.2.4.
16.4.4.2 Overhaul of the spark plug extension
Carefully clean the spark plug extension and replace by a new one if
the extension has indications of cross-over or cracks.
16 - 7
16 - 8
34SG-200143
34SG-200241-01
Fuel System
17. Fuel System

17.1
General description
Before the gas is supplied to the engine it passes a gas regulating unit.
The unit includes filter, pressure regulators, shut-off valves and ventilating valves. The unit have separate outlets for main gas and
prechamber gas. The outlet gas pressure is controlled by the control
system (WECS) according to engine load and site ambient conditions.
As the gas regulating unit can vary from one installation to another,
this unit is not described in detail in this manual. See separate
instructions.
Gas fuel system
Ventilation
Gas regulating unit
Gas engine
Gas supply
Fig 17-1
3217689801
On the engine the gas is supplied via a common pipe running along the
engine, continuing with individual feed pipes to each cylinder. Separate
pipes are used to feed the gas to the prechambers.
The gas admission is controlled with Main Gas Admission Valves
for the main charge and with Prechamber Control Valves for the
prechamber gas. Both valves are direct actuated solenoid valves and
controlled by the control system (WECS). In addition a check valve is
located in the prechambers to prevent a back-flow into the gas supply
line.
Main and prechamber gas pressures at the engine can be checked
from the local display unit. Alarms are set for low pressure difference
between charge air pressure and the gas pressures.
The prechamber is described in chapter 16.
17 - 1
Fuel System
34SG-200241-01
Gas admission system
7
2
3. Check valve
4. Prechamber
5. Gas hose for main gas valve
6. Gas pipe for prechamber valve
7. Distributing pipe for main gas valves
16. Connection piece
5
WECS
5
1
16
3
4
6
2
3
Input:
- rpm
- kW
- air/ fuel
- etc.
Fig 17-2
17.2
3417700242
Maintenance
When working with the fuel system, always observe utmost cleanliness. Pipes, gas valves, check valves, components in the gas regulating
unit, etc. should be carefully cleaned before taken into use.
Note! Before doing any maintenance work, check that gas supply valves
are closed, vent valves are in open position and gas pressure is
drained out from the gas lines.
17 - 2
34SG-200241-01
17.3
Fuel System
Gas pipes
Both A- and B-bank has own distributing pipes which feeding the gas
along the engine for the main gas admission valves. Lower part of the
side cover includes the separate supply pipes for the prechamber
control valves. The gas pipe connections are sealed by O-rings. Always
renew the O-rings if a pipe has been removed.
17.3.1 Gas system leak test

1 Connect compressed air/nitrogen with a pressure of 3 bar
to the inlet flange of the gas system on the engine.
2 Check all connections with soap water or leakage spray, beginning from the inlet flange and continuing through the gas line.
The last connection on the main gas line is connections between
flexible hoses and the main gas admission valves. The last connection on the prechamber gas line are the connections between prechamber admission valves and gas feed pipes.
3 Growing bubbles on the connection indicates leakage.
Note! Release the air pressure in the system before disassembling.
4 Disassemble the leaking connection, examine the O-rings
and sealing faces. Replace worn parts.
5 Repeat the leak test for the repaired connection(s).
When the engine is running a portable gas leak detector can be

used.
17.3.2 Pressure test of the main gas valve

1 Mount a suitable test prezzurising adapter flange on the inlet port of the main gas valve.
2 Connect compressed air of 2 bar to the adapter flange.
3 Listen to the outlet of the valve. If the leakage is inaudible or
barely, the valve is OK. If the leakage is appreciable, the valve
should be renewed.
17 - 3
Fuel System
17.4
34SG-200241-01
Main gas admission valve

17.4.1 Description
The main gas admission valve is controlling the amount of gas fed to
each cylinder of the engine. The valve is located on the cylinder head
and the gas is fed into the inlet channel of the cylinder head. The main
gas valve is a direct actuated solenoid valve.
With the control system (WECS) it is possible to adjust the amount
of gas fed to individual cylinders, even when the engine is running. For
further information about engine control, see chapter 23.
Main gas admission valves

8
8. Hose
9. Screw
10. Screw
11. Cable
12. O-ring
13. O-ring
10
11
9
12
1
13
Fig 17-3
3217740241
17.4.2 Removing the gas admission valve

1 Check that the gas supply valves are closed, the gas ventilation valve is in open position and gas pressure is drained out from
the gas lines.
2 Unscrew the fastening screws (9) of the flexible hose connection piece.
17 - 4
34SG-200241-01
Fuel System
3 Disconnect the cable (11).

4 Unscrew the fastening screws (10) of the gas admission valve
and remove the gas admission valve.
5 Protect the bore in the cylinder head and the gas pipe end.
17.4.3 Changing of main gas valve filter insert

On every main gas valve, at the connection to the flexible pipe, an
interchangeable gas filter (15) is located, see Fig 17-3.
Replace these filters with new ones according to the maintenance
schedule, see chapter 04.
1 Check that the gas supply valves are closed, the gas ventilation valve is in open position and gas pressure is drained out from
the gas lines.
2 Unscrew the flexible pipe fastening screws and remove the
pipe (8).
3 Remove the pipe (8), replace the gas filter (15) and the Orings (12) with new ones, see Fig 17-3.
4 Reassemble the parts and tighten the screws to torque, see
chapter 07.
Main gas admission valve filter
8
8. Distributing pipe
9. Screw
12. O-ring
13. O-ring
14. Seal ring
15. Filter
16. Filter flange
12
14
16
15
13
Fig 17-4
3217639548
17 - 5
Fuel System
34SG-200241-01
17.4.4 Overhaul of the gas admission valve

The main gas admission valve requires no maintenance and should
preferably be overhauled by authorized personnel.
1 Unscrew the screws (31) and remove the coil (24).
2 Remove the retaining ring (23), see Fig 17-5.
3 Carefully remove the valve assembly with a suitable tool.
Note! Do not mix the valve parts with other valves parts.
Caution! To ensure a trouble free function the valve parts must be kept totally
clean and well protected from oil and dust!
4 Loosen the screw (22) keeping the plate (32) in a shielded

vice. Be careful not to drop the springs (27).
Main gas admission valve
31
21. Upper plate
22. Screw
23. Retaining ring
24. Coil
25. O-ring
26. Valve housing
27. Spring
28. Moving plate
29. O-ring
30. Lower plate
31. Screw
32. Plate
32
21
22
23
24
25
26
27
28
29
30
Fig 17-5
3217639548
5 Check the valve parts for wear and pay special attention to
the sealing surfaces on the moving plate (28) and the lower plate
(30). Renew the complete valve if the sealing surfaces are
worn or damaged.
6 Renew the screw (22). Apply one drop of Loctite 271. Mount
and and tighten to 20 Nm.
17 - 6
34SG-200241-01
Fuel System
7 Reassemble the gas valve in the opposite order, with

O-rings (25) and (29).
new
17.4.5 Test of main gas valve coil integrity

1 Measure coil integrity from one connector pin to the other. At
room temperature the coil integrity should be within the following
ranges, see table below.
Coil resistance (Low Voltage)
Type
Resistance
SOGAV105/MS Connector
0.78 - 0.90 W
Because of the low resistance, make sure to compensate for the meter
lead resistance. If outside this tolerance, the coil assembly should be
replaced.
Additional indication of a coil problem can be observed by comparing
the coil resistance of a suspect coil to one that is known to be good. This
is particularly helpful if the meters accuracy at low resistance is
questionable.
2 Check for a ground fault. Measure the resistance from either
pin to the solenoid assembly housing. If a low resistance is measured, a ground fault exists and the solenoid valve should be replaced. If a high resistance is measured at first and the reading
gradually increases until the meter reading is infinite, the meter
has been charging the coils natural capacitance.
17.4.6 Mounting the gas admission valve

1 Remove the protecting covers and check that the surface of
the cylinder head is clean.
2 Renew O-rings (12) and (13) on the gas admission valve, se Fig
17-3.
3 Mount the gas valve and tighten the fastening screws (10) to
correct torque acc. to chapter 07.
4 Mount the gas distributing hose and tighten all fastenings
screws for pipe connections (9).
5 Connect the cable (11).
17 - 7
Fuel System
17.5
34SG-200241-01
Prechamber control valve

17.5.1 Removing the prechamber control valve
1 Check that the gas supply valves are closed, gas
vent
valve is in open position and gas pressure is drained out from the
gas lines.
2 Remove the side cover.
3 Remove the gas feed pipe (6).
4 Disconnect the electrical connector (15).
5 Unscrew the fastening screws (14) of the prechamber control
valve and remove the valve with the flange.
6 Protect the bore in the cylinder head and the hole in the covering structure.
Prechamber control valve assembly

6. Gas pipe for prechamber valve
14. Screw
15. Cable connector
14
15
Fig 17-6
17 - 8
3417690242
34SG-200241-01
Fuel System
17.5.2 Overhaul of the prechamber control valve

The main gas admission valve requires no maintenance and should
preferably be overhauled by authorized personnel.
1 Unscrew the fastening screws (39) from the flange (37) and
dissmantle the valve by removing the screws (35).
2 Check the valve parts for wear and pay special attention to
the sealing surfaces. Renew the complete valve if the sealing
surfaces are worn or damaged.
3 Change the O-rings (34) and (36). Change also the loading
springs (33).
Note! Do not lubricate the O-rings (34) or O-ring grooves.
4 Reassemle the gas valve and tighten the fastening screws
(35) to a torque of 11 Nm.
Prechamber control valve
36
38
33. Spring
34. O-ring
35. Screw
36. O-ring
37. Flange
38. O-ring
39. Screw
39
33
34
34
35
37
Fig 17-7
3417680242
17.5.3 Mounting the prechamber control valve

1 Remove the protecting covers and check that the sealing
surfaces are clean.
2 Renew O-ring (38) on the prechamber control valve.
3 Mount the valve and tighten the fastening screws (14) to correct torque acc. to chapter 07.
4 Mount the gas pipe (6) and tighten the connectors.
5
Connect the electrical connector (15).

17 - 9
Fuel System
17 - 10
34SG-200241-01
34SG-9701
Lubricating Oil System
18. Lubricating Oil System

18.1
General design
Normally, a wet sump system is used, but also dry sump systems can
be used.
The engine is provided with a lubricating oil pump (10) directly driven
by the pump gear at the free end of the crankshaft. In some installations
there is a separately driven stand-by pump in parallel. The pump sucks
oil from the engine oil sump and forces it through the lubricating oil
cooler (1) equipped with a thermostat valve (3) regulating the oil
temperature, through the lubricating oil main filters (4) to the main
distributing pipe (5) in the oil sump, through the hydraulic jacks (in
this respect acting as ordinary pipes) to the main bearings and through
bores in the connecting rods to the gudgeon pins (6) and piston cooling
spaces. Oil is led through separate pipes to other lubricating points like
camshaft bearings (7), valve tappets and valves, rocker arm bearings
(8) and valve mechanism gear wheel bearings and to oil nozzles for
lubricating and cooling. Part of the oil flows through a centrifugal filter
back to the oil sump. The oil sump is provided with a level switch
connected to the automatic alarm system.
The V-engine is not equipped with a built-on oil cooler nor a filter.
The dry sump system differs from the wet sump system only in that
the oil flows freely from the oil sump to a separate tank, and the pump
sucks the oil from this tank. (There is also the possibility to mount a
second oil pump directly driven by the engine for draining the oil sump
to a separate oil tank.)
The electrically driven prelubricating pump is a screw type pump
equipped with an overflow valve. The pump is used for:
filling of the engine lubricating oil system before starting, e.g.
when the engine has been out of operation for a long time,
continuous prelubrication of stopped engine(s) in a multi-engine
installation always when one of the engines is running,
In V-engines which have no built-on lubricating oil pump, the prelubrication should be arranged by means of an external pump.
The pressure in the distributing pipe (5) is regulated by a pressure
control valve (11) on the pump. The pressure can be adjusted by means
of a set screw (Fig 18-2, pos. 17) on the control valve. It is very important
to keep the correct pressure in order to provide efficient lubrication of
bearings and cooling of pistons. Normally, the pressure stays constant
after having been adjusted to the correct value.
A pressure transducer measuring the oil pressure before the engine
(in the engine distributing pipe). Transducer is used for measurement
of priming pressure, alarm and shut-down for low lube oil pressure (see
chapter 23.).
The pressure can rise above the nominal value when starting with
cold oil but will return to the normal value when the oil is heated
18 - 1
34SG-9701
(chapter 01., section 01.2). The oil pressure and the oil temperature
before and after engine can be checked from the local display unit. An
alarm is set for for high lubricating oil temperature (see chapter 23.).
The oil filling opening (12) is located at the free end, and an oil dipstick
(13) is located at the middle of the engine.
Connections for a separator are provided on the oil sump at the free
end of the engine.
For taking oil sample a valve (15) is available after oil filter.
18.2
General maintenance
Use only high quality oils approved by the engine manufacturer
according to chapter 02., section 02.2.
Always keep a sufficient quantity of oil in the system. The oil dipstick
indicates the maximum and minimum limits between which the oil
level may vary. Keep the oil level near the max. mark and never allow
the level to go below the min. mark. The limits apply to the oil level in
a running engine. Add max. 10 % new oil at a time (see chapter 02.,
section 02.2). One side of the dipstick is graduated in centimeters. This
scale can be used when checking the lubricating oil consumption.
Change oil regularly at intervals determined by experience from the
installation concerned, see chapter 04. and 02., section 02.2.3.While the
oil is still warm, drain the oil system, also the oil cooler and filter. Clean
the crankcase and the oil sump with proper rags (not cotton waste).
Clean the main filter and the centrifugal filter. Change cartridges in
the main filter unless they have been changed recently.
Centrifuging of the oil is recommended, see chapter 02., section
02.2.3.
Utmost cleanliness should be observed when treating the lubricating oil system. Dirt, metal particles and similar may cause serious
bearing damage. When dismantling pipes or details 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 - 2
34SG-9701
Lube oil system

8
1. Cooler
4. Lube oil filters
5. Distributing pipe
6. Gudgeon pin
7. Camshaft bearing
8. Rocker arm bearing
10. Lubricating oil pump
11. Pressure control valve
12. Filling opening
13. Oil dipstick
7
6
15. Oil sample valve
11
10
12
13
5
15
Fig 18-1
18.3
3218689601
Lubricating oil pump

18.3.1 Description
The pump is of the gear type, equipped with a built-on, combined
pressure regulating/safety valve. The pump has three pump gears
each, and the two-fold pressure and suction spaces are connected by
ducts in the pump cover, where the pressure control/safety valve is also
located. Identical bronze bearings are used. No outside lubrication is
required. The cover is sealed by an O-ring.
18 - 3
34SG-9701
Lube oil pump

1. Screw
2. Gear wheel
3. Pressure plate
4. Screw
5. Grooves
6. Pin
7. Cylinder
9. Piston
10. Pipe
11. Sealing ring
12. Ball
13. Drain bore
14. Regulating piston
15. Spring retainer
16. Spring
17. Screw
20. Conical ring elements
A
2
C
20
3
4
C
1
5
14
15
17
10
11 12 13
Fig 18-2
16
3218699601
18.3.2 Dismantling
1 Remove and inspect the regulating valve according to section 18.4.
2 Loosen the screws (4) and remove the pressure plate (3), according to Fig 18-2.
3 Pull off the gear wheel (2) without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The conical ring elements come loose together
with the gear wheel.)
Using an extractor will only damage the shaft (axial scratches).
18 - 4
34SG-9701
4 Withdraw the pump cover by using two of the fastening

screws (1) in the two threaded holes located in the cover.
18.3.3 Inspection
1 Check all parts for wear (chapter 06., section 06.2) and replace worn parts.
2 Remove worn bearings from the housing by driving them out
with a suitable mandrel, from the cover by machining.
3 Mount new bearings (freezing is recommended) so that the
bearings are three (3) mm below the cover and housing level (measure X = 3 mm), Fig 18-2 A. Be careful so that bearing lubrication
grooves (5) slide into the right position according to Fig 18-2 C.
4 Check the bearing diameter after mounting. Check the gear
wheel axial clearance (see chapter 06., section 06.2).
18.3.4 Assembling
1 Clean all details carefully before assembling. Check that the
O-ring in the cover is intact and in position.
2 Before re-installing the gear wheel, all contact surfaces should
be cleaned and oiled.
3 Re-install the conical ring elements (20).
Re-install the conical ring elements exactly as situated in Fig 18-3.
The conical ring elements should fall easily in place and must not jam.
4 Re-install the pressure plate.

5 Tighten the screws a little and check that the gear wheel is in
the right position.
6 Tighten the screws to torque according to chapter 07.
7 If the gear wheel (2) has been changed, check the backlash
after mounting the pump on the engine.
18 - 5
34SG-9701
Mounting of gear wheel to oil pump

20
3. Pressure plate
4. Screw
V34
Fig 18-3
18.4
3218709601
Lubricating oil pressure regulating valve

and safety valve
18.4.1 Description
The pressure regulating valve is mounted on the lubricating oil pump and
regulates the oil pressure before the engine by returning the surplus oil
direct from the pressure side of the pump to the suction side.
The pipe (10), Fig 18-2, is connected to the engine distributing pipe,
where the pressure is kept constant in engines running at constant speed.
This pressure actuates the servo piston (9) and the force is transferred to
the regulating piston (14) through the pin (6). The spring (16) is tensioned
to balance this force at the required pressure. Thus the pressure is kept
constant in the distributing pipe, irrespective of the pressure in the
pressure side of the pump and of the pressure drop in the system. By
tensioning the spring (16) a higher oil pressure is obtained.
In engines which are running at varying speeds, the valve is arranged
to give a pressure depending on the speed, according to operating
pressures recommended at various speeds (chapter 01).
If, for some reason, the pressure should increase strongly in the
pressure pipe, e.g. due to clogged system, the ball (12) will open and
allow oil to pass to the servo piston (9), which will open the regulating
piston (14) by means of the pin (6).
The valve serves as a safety valve.
18 - 6
34SG-9701
18.4.2 Maintenance
1 Dismantle all moving parts. Check them for wear and replace
worn or damaged parts by new ones.
2 Clean the valve carefully. Check that the draining bore (13)
is open.
3 Check that no details are jamming.
Do not forget copper sealing ring (11) when reassembling. If the
sealings are changed, check that the thickness is correct, (11) =
1.5 mm, as the thickness of these sealings influences the valve
function.
4 After reassembling, check that the piston (14) closes (especially

if some details have been replaced by new ones).
18.5
Cooler for lubricating oil

As the oil cooler can vary from one installation to another, this unit is
not described in detail in this manual. See separate instructions.
18.6
Thermostat valve
18.6.1 Description
The figure shows the valve in a closed position (left). When the
temperature exceeds the nominal value, the contents of the elements
(9) expand and force the valve unit (10) towards the seat (11), thus
passing part of the oil through the cooler. This movement continues
until the right temperature of the mixed oil is obtained. As the cooler
becomes dirtier, the temperature will rise a few degrees, which is quite
normal, because the valve needs a certain temperature rise for a certain
opening to increase the oil flow through the cooler.
18 - 7
34SG-9701
Thermostatic valve for oil system

9. Element
10. Valve unit
11. Seat
11
10
Fig 18-4
3218648932
18.6.2 Maintenance
Normally, no service is required. Too low an oil temperature depends
on a defective thermostat. Too high a temperature may depend on
defective thermostat, although, in most cases, it depends on dirty
cooler.
Remove the elements by unscrewing the pipe after the valve and
opening the cover.
Check the element by heating it slowly in water. Check at which
temperatures the element starts opening and is fully open. The correct
values can be found in chapter 01.; the lower value for lube oil temperature is the opening temperature, the higher for the fully open valve.
Change the defective element. Check O-rings and change, if necessary.
18.7
Lubricating oil main filter

18.7.1 Description
The V-engines can be provided with filters according to Fig 18-5. In
that case, 12V34SG has a filter consisting of three filter units connected
together. 16V34SG and 18V34SG have four filter units connected
together.
The filters are full-flow filters, i.e. the whole oil flow passes through
18 - 8
34SG-9701
the filter(s). Normally, all filter units should be in operation to provide

maximal filtration. When changing a cartridge during operation, one
filter half can occasionally be closed.
For the V-engine, the pin (12) on the cock (9) shows the direction of
the filter unit which is closed according to the table in Fig 18-5.
Lube oil filter for V-engine
1. Air screw
2. Paper cartridge
3. Cartridge
4. Guide
6. Cartridge end
7. By-pass valve
8. Drain plug
9. Cock
12. Pin
13. Nut
13
12
3
7
4
6
2
6
8
12-cylinder engines
F
4
A
B
Position Open
Closed
2, 3, 4
1, 2, 3, 4
1, 3, 4
1, 2, 4
1, 2, 3, 4
1, 2, 3
Fig 18-5
16- and 18-cylinder engines

3218559045
The position of the valve (position), which filter units are in operation (open) and which one is closed (closed) are stated in the table.
18 - 9
34SG-9701
The black field states the position of the pin (12). Position B indicates
normal operation with all filter units in service. Note that for 12V34SG
the filter unit 4 is missing.
The arrows in the figures show the flow through the filters. At first,
the oil flows through a cartridge (2), made of special paper, with a
nominal fineness of 15 m, then through a cartridge (3) consisting of a
plated wire gauze around a perforated case. The wire gauze insert, with
a mesh of 63 m, serves as a safety filter in case of failure or by-passing
of the paper insert.
The filters are provided with by-pass valves (7) over the paper
cartridges. The valves open when the pressure drop exceeds 2 - 3 bar.
The filter is provided with a combined visual indicator/electrical
switch connected to the automatic alarm system, which indicates high
pressure drop over the filter.
The paper cartridges should be changed as soon as possible if a
high pressure drop over the filter is indicated.
18.7.2 Changing of filter cartridges and cleaning of filter

Careful maintenance of the filter reduces engine wear. Change cartridges regularly (see chapter 04.) and, if the pressure drop indicator
gives alarm, as soon as possible.
As the useful life of the cartridge is, to a great extent, dependent on
load, lubricating oil quality, centrifuging and care of centrifugal filter,
experience from the installation concerned will give the most suitable
intervals between changes of cartridges.
Change of cartridges and cleaning should, if possible, be done during
stoppages. By closing one of the filter halves, the cartridge can, however, be changed during operation. As the load on the other cartridges
will increase, the change of cartridges should be carried out as fast as
possible.
Note! Release the pressure by opening the air vent screw (1) before the
drain plug (8) is opened.
1 Drain the filter. Open the air vent screw (1) and afterwards the
drain plug (8), and discharge oil through the plug (8). Do not refill
the system with drained oil because it is very dirty.
2 Open the complete cover.
3 Remove the paper cartridges (2) and wire gauze inserts (3).
On V-engine filters, open the nut (13).
4 Wash the wire gauze inserts in gas oil and check that they are
intact.
18 - 10
34SG-9701
5 Clean and rinse the filter housing carefully with gas oil.
6 Change the paper cartridges. Paper cartridges cannot be
cleaned. Always keep a sufficient quantity of cartridges in stock.
7 Check that all gaskets are intact and in position, especially
gaskets against the cartridge ends (6).
Note! If the filter housing have been divided they must carefully be glued
together. New gaskets have to be used and glued to the filter
housings (both sides).
8 Check that the guide (4) slides into position when remounting
the wire gauze inserts and paper cartridges.
Note! Do not refill the system with drained oil because it is very dirty.
18.7.3 Cleaning of the filter by-pass valve

Normally, no regular maintenance is required for the by-pass valve (7),
but if malfunction is suspected, the by-pass valve should be cleaned.
1 Unscrew the plug, which is holding the by-pass valve slide. On
V-engines, remove the insert cover, unscrew the nuts and lift off the
flange to have access to the by-pass valve slide.
2 Withdraw the slide and wash it with clean diesel oil or similar.
If necessary, the slide can be brushed with a brass wire brush.
3 Clean the slide bore with a tube brush.
4 Grease the slide and check that it moves easily in the bore.
5 Assemble the safety valve.
Note! Handle the slide carefully. The fingers in the end of the slide are
easily damaged.
18.8
Centrifugal filter
18.8.1 Description
A by-pass filter of the centrifugal type is provided as a complement to
the main filter. For V-engines two identical filters are used.
18 - 11
34SG-9701
The filter comprises a housing (7) containing a hardened steel spindle

(2) on which a dynamically balanced rotor unit (3) is free to rotate. Oil
flows through the housing, up the central spindle into the rotor.
The rotor comprises two compartments, a cleaning chamber and a
driving chamber. Oil flows from the central tube (4) into the upper part
of the rotor, where it is subject to a high centrifugal force. 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 (13) and the lower part of the
rotor, which carries two driving nozzles (6). 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 engine oil sump.
18.8.2 Cleaning
It is very important to clean the filter regularly (chapter 04.) as it
collects considerable quantities of dirt. A clean centrifugal filter unloads the main filter, which gives longer lifetime for the paper cartridges.
If it is found that the filter has collected the maximum quantity of
dirt (corresponds to an 18 mm thick layer) at the recommended cleaning intervals, it should be cleaned more frequently.
Clean the filter as follows, the engine running, by closing the valve
on the oil delivery pipe to the filter:
1 Slacken off the nut on the filter cover clamp (14), unscrew the
cover nut (1) and lift off the filter body cover (8).
2 Withdraw the rotor assembly from the spindle (2) and drain
oil from the nozzles before removing the rotor from the filter body.
Hold the rotor body and unscrew the rotor cover jacking nut (9), then
separate the rotor cover from the rotor body.
3 Remove the washer (10) and stand tube (13).
4 Remove sludge from the inside of the rotor cover and body by
means of a wooden spatula or a suitably shaped piece of wood.
5 Clean the stand tube.
6 Wash all details, for example in gas oil.
7 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 (15) for damage. Renew, if necessary.
8 Reassemble the rotor complete, align the location pins and
tighten the rotor cover jacking nut (9), tightening torque = 100 Nm.
18 - 12
34SG-9701
Centrifugal filter
1. Cover nut
2. Spindle
3. Rotor unit
4. Central tube
6. Driving nozzle
7. Housing
8. Body cover
9. Jacking nut
10. Washer
13. Stand-tube
14. Cover clamp
15. O-ring
16. O-ring
16
10
15
13
14
Fig 18-6
3218608932
Over tightening of the rotor cover jacking nut can lead to rotor
imbalance, which will effect filter performance.
9 Examine the spindle journals to ensure that they are free from
damage or excessive wear. Examine the O-ring (16) for damage.
Renew, if necessary.
10 Reassemble the filter complete, checking that the rotor assembly is free to rotate, then replace the filter body cover. Tighten
the cover nut and secure the filter cover clamp.
18 - 13
18.9
34SG-9701
Prelubricating pump
18.9.1 Description
The pump is of the screw type, driven by an electric motor. The pump
is provided with an adjustable pressure control valve (15), Fig 18-7.
The pressure should be limited to the min. value, about 2 bar, by
unscrewing the adjusting screw (14) to the end position in order to
prevent the electric motor from being overloaded when running with
very cold oil.
The mechanical type shaft seal consists of two plane sealing surfaces
facing each other one of them (8) rotating with the shaft and the
other one (6) being stationary.
18.9.2 General maintenance

See the manual of the manufacturer. Normally, no regular maintenance is required. After three to six years the shaft seal may have to
be replaced due to ageing. Oil leaking out of the opening (5) indicates
that the shaft seal is defective and has to be changed.
Take care not to damage the sealing ring faces. A slight scratch may
disturb the sealing function. The rotating coal ring (8) is very fragile.
Avoid touching sealing faces with fingers.
18.9.3 Dismantling
1 Loosen the pipes and fastening screws (9) and withdraw the
pump.
2 Draw the coupling half (1) off the shaft.
3 Remove the front plate (10) together with the drive screw (2)
and the shaft seal. Place the front plate on two rods, the shaft journal
turned upwards.
4 Remove the drive screw locking ring (3). Give the shaft journal a few blows with a plastic hammer until the screw is disengaged
from the ball bearing. Take care not to damage the screw by
dropping it on the work bench.
5 Remove the sealing ring (8).
6 Force the sealing unit (13) off the drive screw (2). Pressing
force may be relatively strong due to the rubber bellows.
7 Tap the stationary sealing ring (6) with the O-ring out of the
front plate by using a mandrel.
8 To remove the ball bearing (4) from the front plate, remove
first the locking ring.
18 - 14
34SG-9701
Note! Always clean the ball bearing in fresh gas oil. Protect the bearing
when the pump parts are being cleaned as the used washing liquid
contains dirt particles that may damage the bearing.
Prelubricating pump
1. Coupling half
2. Drive screw
3. Locking ring
4. Ball bearing
5. Opening
6. Sealing ring
7. O-ring
8. Sealing ring
9. Screw
10. Front plate
11. Pin
12. O-ring
13. Sealing unit
14. Adjusting screw
15. Control valve
16. Gasket
10
13
9
16
12
11
2
14
15
Fig 18-7
3218578932
18 - 15
34SG-9701
18.9.4 Reassembly
The reassembly is performed in the reversed order.
1 Remount the ball bearing in the front plate, the protective
washer turned outwards. Lock with the locking ring.
2 Oil the O-ring (7). Insert the stationary sealing ring (6) in the
front plate. Take care not to damage the sealing faces and that the
ring enters the pin (11).
3 Clean the drive screw carefully and enter the sealing unit
(13) without the coal ring on to the shaft. Take care that the rubber
bellows are pressed against the seal spring, supporting washer.
Keep the seal in this position for a moment to enable the bellows to
fix. A drop of lubricating oil on the drive screw shaft will facilitate
reassembly.
4 Put the coal ring into position, the smaller sealing face upwards and the grooves matching the marks.
5 Place the front plate (10) over the drive screw shaft journal.
6 Force the ball bearing inner ring against its shoulder on the
drive screw. Use a suitable sleeve matching the bearing inner ring.
7 Lock with the ring (3).
8 Install the end plate unit and screw the set in the pump housing. Do not forget the O-ring (12) which seals between the pump
housing and the front plate. Fill the ball bearing with grease.
9 Install the coupling half (1) on the pump shaft and fasten the
pump to the bracket. Check that the clearance between the coupling
halves is 2 mm.
10 If the electric motor has been disconnected or changed,
check that it rotates in the right direction by switching on a few
times.
18 - 16
34SG-9501
Cooling Water System, V-engines
19. Cooling Water System, V-engines

19.1
Description
19.1.1 General
The engine is cooled by a closed circuit cooling water system, divided
into a high temperature circuit (HT) and a low temperature circuit (LT).
The cooling water is cooled in a separate central cooler.
Cooling water system

1. Expansion tank
2. Venting box
3. Alarm switch
4. Alarm switch
5. Manometer
6. Manometer
7. Charge air cooler
8. LT-water pump
9. HT-water pump
10. LT-temperature control valve
11. HT-temperature control valve
12. Heater
13. Pump
14. Central cooler
15. Lube oil cooler
7
5
9
11
8
B
A
C
A
B
13
C 10
15 12
14
Fig 19-1
3219519045
19 - 1
34SG-9501
19.1.2 HT circuit
The HT circuit cools the cylinders, cylinder heads and the turbochargers.
A centrifugal pump (9) pumps the water through the HT circuit. From
the pump the water flows to the distributing duct, cast in the engine
block (in V-engines the water is distributed to the distributing ducts of
each cylinder bank through ducts cast into the pump cover at the free
end of the engine). From the distributing ducts the water flows to the
cylinder water jackets, further through connection pieces to the cylinder heads where it is forced by the intermediate deck to flow along the
flame plate, around the valves to the exhaust valve seats, efficiently
cooling all these components. From the cylinder head the water flows
through a connection piece to the collecting pipe, further to the temperature control valve maintaining the temperature at the right level.
Parallel to the flow to the cylinders, part of the water flows to the
turbochargers.
19.1.3 LT circuit
The LT circuit consists of a charge air cooler (7) and a lube oil cooler
(15), not mounted on the engine, through which a pump (8), identical
to the HT pump, pumps the water. The circuit temperature is controlled
by a temperature control valve (10), not mounted on the engine. The
necessary cooling is gained from the central cooler (14). The system
outside the engine can vary from one installation to another.
19.1.4 Venting and pressure control

The collecting pipes from the cylinder and turbocharger cooling system
are connected to a box (2) for venting of the system. From this box the
vent pipe leads to the expansion tank (1) from which the expansion
pipe is connected to the inlet pipe of the pumps (8 and 9). A static
pressure of 0.7...1.5 bar is required before the pumps. If the expansion
tank cannot be located high enough to provide this pressure, the system
is to be pressurized.
19.1.5 Preheating
For preheating of the circuit, a heater circuit with the pump (13) and
heater (12) are connected in the HT circuit before the engine. The
non-return valves in the circuit force the water to flow in the right
direction.
Before start, the HT circuit is heated up to 70...80C by a separate
heater.
19 - 2
34SG-9501
19.1.6 Monitoring
The temperatures mentioned in chapter 01., section 01.2, should not
be exceeded.
Ht and LT pressures after the pumps can be checked from the local
display unit. The pressures depend on the speed and the installation.
Alarms are set for low HT and LT pressure and for high HT water outlet
after the engine. Guidance values, see chapter 01., section 01.2.
The HT water outlet after the engine is provided with an alarm switch
(3) and a stop switch. Main engines are provided with alarm switches
for low HT and LT pressure.
For further information, see chapter 23.
19.2
Maintenance
19.2.1 General
The installation including expansion, venting, preheating, pressurizing should be carried out strictly according to the instructions of
the engine manufacturer to obtain correct and troublefree service.
The cooling water should be treated according to the recommendations in chapter 02., section 02.3, to prevent corrosion and deposits.
If risk of frost occurs, drain all cooling water spaces. Avoid changing
the cooling water. Save the discharged water and use it again.
19.2.2 Cleaning
In completely closed systems the fouling will be minimal if the cooling
water is treated according to our instructions in chapter 02., section
02.3. Depending on the cooling water quality and the efficiency of the
treatment, the cooling water spaces will foul more or less in the course
of time. Deposits on 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 need of cleaning should be examined, especially during the first
year of operation. This may be done through one of the plugs in the
engine block or by overhauling a cylinder liner and checking for fouling
and deposits on liner and block. The cylinder head cooling water spaces
may be checked by opening the lower large plugs on the sides of the
cylinder heads. The turbochargers can be checked through the covers
of the water space and the coolers by removing the water boxes of the
inlet water.
The deposits can be of the most various structures and consistencies.
In principle, they can be removed mechanically and/or chemically as
19 - 3
a)
b)
19.3
34SG-9501
described below. More detailed instructions for cleaning of coolers are

stated in chapter 18., section 18.5.
Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid particles
which can be brushed and rinsed off with water.
On places where the accessibility is good, e.g. cylinder liners, mechanical cleaning of considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with a
subsequent mechanical cleaning as the deposits may have dissolved
during the chemical treatment without having come loose.
Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned
chemically. At times, degreasing of the water spaces may be necessary
if the deposits seem to be greasy (see chapter 18., section 18.5).
Deposits consisting of primarily limestone can be easily removed
when treated with an acid solution. Contrarily, deposits consisting of
calcium sulphate and silicates may be hard to remove chemically. The
treatment may, however, have a certain dissolving effect which enables
the deposits to be brushed off if there is only access.
On the market there are a lot of suitable agents on acid base (supplied
e.g. by the companies mentioned in chapter 02., section 02.3).
The cleaning agents should contain additives (inhibitors) to prevent
corrosion of the metal surfaces. Always follow the manufacturers
instructions to obtain the best result.
After treatment, rinse carefully to remove cleaning agent residuals.
Brush surfaces, if possible. Rinse again with water and further with a
sodium solution of 5 % to neutralize possible acid residuals.
Water pump
19.3.1 Description
The water pump is a centrifugal pump and is driven by the gear
mechanism at the free end of the engine. The shaft is made of stainless
steel, the impeller and the sealing ring of bronze and the remaining
details of cast iron.
The shaft is mounted in two ball bearings (13) and (15), which are
lubricated by oil entering through the pipe fitting (27). The radial seal
(12) prevents the oil from leaking out and, at the same time, dirt and
leak water from entering. Also the slinger (11) assists in this.
The gear wheel (17) is fastened to the shaft by conical ring elements
(25). When the screws (18) are tightened, the rings exert a pressure
between the gear wheel and the shaft. Due to the friction, the power
from the gear wheel is transmitted to the pump shaft.
The water side of the pump is provided with a mechanical shaft seal.
The ring (3) rotates along with the shaft and seals against it with a
protection seal (4) fixed to the ring. The spring (5) presses the rotating
19 - 4
34SG-9501
ring against a fixed ring (2) which seals against the housing by means
of its rubber coat. Possible leak-off water from the sealing can flow out
through the opening (9).
Cooling water pump
1. Rear plate
2. Fixed ring
3. Ring
4. Protection seal
5. Spring
6. Screw
7. Impeller
8. O-ring
9. Opening
10. Nut
11. Slinger
12. Radial seal
13. Ball bearing
14. Opening
15. Ball bearing
16. Bearing retainer
17. Gear wheel
18. Screw
19. Pressure plate
26. Locking screw
27. Pipe fitting
11 10
27
1
2
26
13 14
15
16
17
18
4
5
6
19
25
12
Fig 19-2
3219538935
19.3.2 Maintenance
a)
Check the pump at intervals according to the recommendations in

chapter 04. or, if water and oil leakage occurs, immediately.
Disassembling and assembling of impeller
1 Remove the volute casing by loosening the nuts (10).
2 Loosen the fastening screws (6).
3 Pull off the impeller by using the tool 32.83H01.
4 When re-assembling the impeller, coat the threads with Loctite 242 and tighten the nut to torque, see chapter 07.
19 - 5
34SG-9501
5 Check that the O-ring (8) is intact and in position when re-installing the volute casing. Check that the volute casing is in position.
The opening (14) should be turned upwards when the pump is
installed.
If the bearing housing is turned wrongly, the bearings will be left
without lubrication. Before mounting the pump on the engine, fill up
the bearing housing with oil until oil flows out through the draining
holes.
b)
Disassembling and assembling of mechanical seal

1 Remove the impeller according to pos. a) above.
2 Carefully dismantle all seal details. Sealing rings are very
fragile.
3 Take particular care not to damage sealing surfaces as a slight
scratch may disturb the sealing function.
4 Replace the complete seal if it is leaky, if sealing faces are
corroded, uneven or worn. Avoid touching the sealing faces with
fingers.
c)
5 Reassemble the details in proper order and install the impeller according to pos. a) above
Replacing of bearings
1 Remove the pump from the engine.
2 Disassemble the impeller and mechanical seal according to
pos. a) and b) above.
3 Remove the rear plate (1) by undoing the screws (10).
4 Loosen the screws (18) and remove the pressure plate (19).
5 Pull off the gear wheel without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The conical ring elements come loose together
with the gear wheel.)
Using an extractor will only damage the shaft (axial scratches).
6 Loosen the bearing retainer (16) and the slinger.

7 Remove the locking screws (26) and mount three hexagon
screws into the holes. Tighten the screws until the bearings come
loose from the housing. Remove the shaft and bearings.
19 - 6
34SG-9501
8 Check the seal (12) and the bearings for wear and damage, see
pos. d) below.
9 Remove the bearings from the shaft.
10 Press the new bearing (13) by its inner ring with a suitable
pipe.
11 Before fitting the bearing, oil the collar.
12 Turn the shaft according to Fig 19-3.
13 Fit the distance ring and oil the collar.
14 Press the bearing (15) by its inner ring with a suitable pipe.
See Fig 19-3.
15 Turn the bearing housing according to Fig 19-3 and oil the
outer surfaces of the bearings. Press the shaft into the housing by
both the inner and outer ring of the bearing (15) with a suitable pipe.
Mounting of bearings
F
F
Pipe 1
Pipe 2
Pipe 2
Pipe 1
Pipe 3
Fig 19-3
3219568935
16 Fit the bearing retainer (16).

17 The axial clearance of the shaft should be 0.05...0.10 mm. If
necessary, use shims between the bearing (15) and the retainer (16).
18 Before re-installing the gear wheel, all
should be cleaned and oiled.
contact
surfaces
19 Re-install the gear wheel.
19 - 7
34SG-9501
20 Re-install the conical ring elements (25).

Re-install the ring elements exactly as situated in Fig 19-4.
Mounting of gear wheel to water pump

16. Bearing retainer
17. Gear wheel
18. Screw
19. Pressure plate
16
17
25
19
18
Fig 19-4
3219608935
The conical ring elements should fall easily in place and must not
jam.
21 Re-install the pressure plate and the screws.

22 Tighten the screws a little and check that the gear wheel is in
the right position.
23 Tighten the screws to torque according to chapter 07.
24 Re-install the seal (12), see pos. d) below.
25 Mount the slinger (11) and the rear plate (1).
26 Re-install the mechanical seal, impeller and volute casing
according to pos. a) and b) above.
19 - 8
34SG-9501
d)
Replacing of radial seal

This will be most easily done at the same time as replacing the bearings.
If, for some reason, the seal is leaky and there is no need to change the
bearing, proceed as follows:
1 Remove the volute casing and mechanical seal according to
pos. a) and b) above as well as the rear plate (1).
2 Remove the slinger (11). Take care not to deform the ring.
3 Remove the seal (12) by prying (damaging) without scratching the shaft. In connection with bearing changes the seal can easily
be driven out axially.
4 Inspect the shaft. In case the seal has worn the shaft by more
than 0.5 mm radially, the shaft should be replaced according to pos.
c) above.
5 Oil the new seal and press it in until it levels with the bearing
housing.
6 Mount the slinger (11) and the rear plate (1).
7 Install the mechanical seal, impeller and the volute casing
according to pos. a) and b) above.
19.4
Temperature control system

The LT and HT circuits are equipped with temperature control valves.
Temperature ranges according to chapter 01., section 01.2. The valves
are normally mounted outside of the engine.
19.4.2 LT and HT thermostatic valve

The thermostatic valve is equipped with positive three-way valve
action in which the water is positively made to flow in the direction
required. When the engine is started up and is cold, the thermostatic
valve causes all of the water to be positively by-passed back into the
engine, thus providing the quickest warm-up period possible. After
warm up, the correct amount of water is by-passed and automatically
mixed with the cold water returning from the heat exchanger or other
cooling device to produce the desired water outlet temperature. If ever
required, the thermostatic valve will shut off positively on the by-pass
line for maximum cooling. The three-way action of the valve allows a
constant water flow through the pump and engine at all times with no
pump restriction when the engine is cold.
No adjustments are ever required on the thermostatic valve. The
temperature is permanently set at the factory. The temperature can
19 - 9
34SG-9501
be changed only by changing temperature element assemblies which

is easily accomplished by unscrewing the housing. The valve is entirely
self-contained, and there are no external bulbs or lines to become
damaged or broken. There are no packing glands to tighten and no
parts to oil.
Water flow in thermostatic valve
WARM ENGINE
COLD ENGINE
B
By-pass
C
To cooler
A
From engine
Fig 19-5
A
From engine
3219669250
The power creating medium utilizes the expansion of the element

contents (9), which remains in a semi-solid form and is highly sensitive
to temperature changes. Most of the expansion takes place during the
melting period of approximately two minutes over a temperature
change of approximately 8.5C.
The thermostatic valve is provided with two or more elements (10),
depending of the engine size. If failure of one element occurs, the
remaining elements will take over with only a slight change in operating temperature. Since flow is diverted either to by-pass or heat
exchanger, failure of an element would cause no change in pressure
drop.
The contents of the elements (9) has an almost infinite force when
heated and is positively sealed. When the elements are heated, this
force is transmitted to the piston thus moving the sliding valve towards
the seat (11) to the by-pass closed position. This force is opposed by a
high spring force, which moves the sliding valve to the heat exchanger
closed position when the elements are cooled. The high force available
on heating is the basis of the fail safe feature in which failure of the
element would cause the engine to run cold.
The HT thermostatic valve in main engine installations are provided
with a possibility for manual override.
19 - 10
34SG-9501
Cooling water thermostatic valve

11
9. Content of the element

10. Element
11. Seat
10
C
To cooler
B
By-pass
9
A
From engine
Fig 19-6
3219679250
19.4.3 Maintenance
Normally, no service is required. Too low a water temperature depends
on a defective thermostat, too high a temperature may depend on a
defective thermostat, although, in most cases, it depends on a dirty
cooler.
1 Remove the elements by unscrewing the pipe before the valve
and opening the cover.
2 Check the element by heating it slowly in water. Check at
which temperatures the element starts opening and is fully open.
The correct values can be found in chapter 01.; the lower value for
the water temperature is the opening temperature, the higher for
the fully open valve.
3 Change the defective element. Check sealings and replace,
if necessary.
19 - 11
19 - 12
34SG-9501
34SG-9701/II
Exhaust System
20. Exhaust System

20.1
Description
The exhaust pipes are cast of special alloy nodular cast iron, with
separate sections for each cylinder, fixed by clamp rings (1). Metal
bellows of multiply type absorb the heat expansion.
The complete exhaust system is enclosed by an insulation box built
up of sandwich steel sheet. Sensors for measuring of the temperatures
after each cylinder as well as before and after the turbocharger are
mounted.
Exhaust system V-engine
1. Clamp ring
2. Sheet
Fig 20-1
20.2
3220599548
Change of expansion bellows

1 Remove necessary sheets on the insulation box. On V-engine
the sheets (2) on the top, see Fig 20-1.
2 Remove the screws (3) of the flange connection and
move the expansion bellows, see Fig 20-2.
re-
3 Check that the exhaust pipe flanges are parallel and positioned on the same centre line to avoid lateral forces on the bellows.
20 - 1
Exhaust System
34SG-9701/II
Exhaust system
3. Screw
Fig 20-2
20 - 2
3220619720
34SG-200407-05
Starting Air System
21. Starting Air System

21.1
Description
The starting air supply pressure to the starting system is 2030 bar.
The starting air pressure at the inlet to the starting motor is 810 bar.
The starting air supply pressure can be checked from the local display
unit.
The solenoid valve (4) can be operated by the push button for cranking
the engine.
As a precaution the engine cannot be started when the turning gear
is engaged. Control air to the air starter is led through a blocking valve
(2), mechanically blocked when the turning gear is engaged, thus
preventing start.
Starting air and pneumatic system
1. Turbine starter
2. Blocking valve
3. Pressure regulator
4. Solenoid valve
6. Wastegate valve
7. Safety valve
8. Starter valve
10. Solenoid valve
11. I/P converter
301 Starting air inlet
303 Control air inlet
STARTER SYSTEM
6
7
PT
311
8
PA
PA
11
I/P
2
4
PA
PT
301
ENGINE
301
Fig 21-1
303
10
3221680407
21 - 1
Starting Air System
21.2
34SG-200407-05
Starting device
21.2.1 Description
The engine is provided with two air starters of turbine type. They are
air operated, turbine driven, pre-engage starter drives and they are
designed for operation with compressed air only. Small amounts of
foreign matter or liquid in the air stream will normally not adversely
affect the starter and no lubrication is required in the supply air. The
air starter can be grouped into five basic segments:
Housing exhaust cover,
Motor housing,
Intermediate gear case,
Gear case,
Drive housing.
When the engine has reached a speed of 120 RPM the current is
disconnected by the WECS system, and the air starter will be disengaged automatically.
Warning! Do not operate the starter with compressed air unless it is properly
attached to the engine and will engage the flywheel.
A valve prevents starting with engaged turning device.
21.2.2 Disassembly
Mark each section of the starter for reference during assembly. Note
the location of the long male elbow in the nozzle/valve seat and that
the control line access hole in the containment ring and the port in the
nozzle/valve seat must line up when reassembled. Mark the turbine
rotor and note its direction of rotation.
Have a complete set of O-rings, seals, screws and other hardware
available for assembly.
Note Do not wash bearing or the starter drive in cleaning solvents.
1 Do not disassemble the starter any further than necessary to
replace worn or damaged parts.
2 When grasping a part in a vise, always use leather-covered or
copper-covered vise jaws to protect the surface of the part and help
prevent distortion. This is particularly true of threaded members.
21 - 2
34SG-200407-05
Starting Air System
Air starter
11. Housing exhaust cover
12. Motor housing
13. Intermediate gear cover
14. Gear case
15. Drive housing
11
12
13
14
15
Fig 21-2
3221639601
3 Do not remove any part which is a press fit in or on a sub

assembly unless the removal of that part is necessary for replacement or repairs.
4 Always have a complete set of seals and O-rings on hand
before starting any overhaul of the starter. Always renew old seals
and gaskets.
5 Always mark adjacent parts on the housing exhaust cover
(11), motor housing (12), intermediate gear case (13), gear case (14)
and drive housing (15) so these members can be located in the same
relative position when the starter is reassembled.
6 Do not press any needle bearing from a part unless you have
a new needle bearing on hand for installation. Needle bearings are
always damaged during the removal process.
21.2.3 Cleaning and inspection

1 Degrease all metal parts except bearings and the starter
drive using commercially approved solvents.
2 Dry parts thoroughly.
Caution! Never wash the starter drive or shielded bearings in cleaning solvents.
21 - 3
Starting Air System
34SG-200407-05
3 Clean aluminum parts using a cleaning solution, soak for five

minutes. Remove parts, rinse in hot water, and dry thoroughly.
4 Clean corroded steel parts with
stripper.
commercially
approved
5 Clean corroded aluminum parts by cleaning as stated above

and then immersing the parts in a chromic-nitric-phosphoric acid
pickle solution. Rinse in hot water and dry thoroughly.
6 Check for acceptable condition of parts.
7 Check all threaded parts for galled, crossed, stripped, or broken threads.
8 Check all parts for cracks, corrosion, distortion, scoring, or
general damage.
9 Check the splash deflector and retaining spring for wear.
10 Check all bearing bores for wear and scoring. Bearing bores
shall be free of scoring lines.
11 Check gear teeth for wear. If wear is apparent, check gear
teeth dimensions.
21.2.4 Assembly
1 Always press on the inner ring of a ball-type bearing when installing the bearing on a shaft.
2 Always press on the outer ring of a ball-type bearing when
pressing the bearing into a bearing recess.
3 Whenever grasping a starter or part in a vise, always use
leather-covered or copper-covered vise jaws. Take extra care with
threaded parts or housings.
4 Except for bearings, always clean every part and wipe every
part with a thin film of oil before installation.
5 Check every bearing for roughness. If an open bearing must
be cleaned, wash it thoroughly in a suitable cleaning solution and
dry with a clean cloth. sealed or shielded bearings should never be
cleaned. Work grease thoroughly into every open bearing before
installation.
6 Apply a film of O-ring lubricant to all O-rings before final assembly.
7 Unless otherwise noted, always press on the stamped end of
a needle bearing when inswag the needle bearing in a recess. Use a
bearing inserting tool.
All screw threads are treated at the factory with a fastener retention
compound. Every screw, 1 inch diameter or larger, must have a drop
of Loctite 290 applied to the threads before being re-used, screws
21 - 4
34SG-200407-05
Starting Air System
smaller than 1 inch diameter must have a drop of Loctite 222 applied
to the threads.
Note! See also chapter 08.2 Trouble shooting for air starter.
21.3
Starting air vessel and piping

An oil and water separator should be located in the feed pipe (see
installation specific instruction), between the compressor and the
starting air vessel. At the lowest position of the piping there should be
a drain valve.
Drain the starting air vessel from condensate through the drain valve
before starting.
The piping between the air vessels and the engines should be carefully cleaned when installing. Also later on they should be kept free
from dirt, oil and condensate.
The starting air vessels should be inspected and cleaned regularly. If
possible, they should then be coated with a suitable anti-corrosive
agent. Let them dry long enough.
At the same time, inspect the valves of the starting air vessels. Too
strong tightening may result in damages on the seats, which in turn
cause leakage. Leaky and worn valves, including safety valves, should
be reground. Test the safety valves with pressure.
21.4
Pneumatic system
The engine is equipped with a pneumatic system for control of the
wastegate valve. The control is described in chapter 23. The system
includes a shut-off valve and an I/P-converter, see Fig 21-3.
21.5
Maintenance
The system is built up of high class components. Usually it requires no
other maintenance than check of function.
21.5.1 Maintenance
The components requires no maintenance. Should there be malfunction, change the complete component.
21 - 5
Starting Air System
34SG-200407-05
Pneumatic components
Solenoid valve
Fig 21-3
21 - 6
I/P converter
3221699934
34-9701
Control Mechanism
22. Control Mechanism

22.1
General
The SG engine does not have any injection pumps and due to that the
engine is not equipped with any speed governor, control shafts or
mechanical overspeed trip device.
Control Mechanism
34SG-200408-01
WECS 3000
23. WECS 3000

23.1
General
This chapter describes the functionality of the WECS 3000 (Wrtsil
Engine Control System) engine control and monitoring system.
23.2
System configuration
This section describes the different main components in the WECS
3000 engine control & monitoring system and how they communicate
with each other and external systems.
23.2.1 General
The WECS 3000 is a physically distributed system. The system consists
of four types of units located at different positions on the engine. All
units can communicate with each other over the CAN-bus (in case of
SMUs, polling over a RS-485 serial link is provided). See 23.4.1.
Main components in the WECS 3000
Sensors
connected to
SMU or DCU
CCU
- Cylinder Control
Unit
MCU Cabinet
- MCU - Main Control Unit
- LDU - Local Display Unit
- Overspeed Trip Module
DCU
- Distributed Control
Unit
SMU
- Sensor Multiplexer
Unit
Fig 23-1
Profibus
to external
systems
KDU
- Knock Detection
Unit
3223889601
23 - 1
WECS 3000
34SG-200408-01
There are four different types of units communicating with each other.
These are:
MCU Main Control Unit
CCU Cylinder Control Unit
KDU Knock Detection Unit
DCU Distributed Control Unit
SMU Sensor Multiplexer Unit
There is one MCU on each engine, and this unit is mounted in a
resiliently mounted cabinet situated at the flywheel end of the engine.
The CCUs, DCUs and SMUs are mounted at various locations on the
engine close to the sensors/actuators they are monitoring/controlling.
The MCU is the master in the system, controlling references for
ignition, gas pressure, gas injection timing and duration. It also handles tasks as the speed/load control, charge air control, start sequences,
safety, monitoring etc. The MCU handles bus communication with
external systems as well as digital and analogous input and output
signals.
The CCU units handle all cylinder related control and monitoring
such as ignition and gas injection to the precombustion chamber and
main chamber and measures also the exhaust gas and cylinder liner
temperatures. The CCU activates the ignition module and gas admission solenoid valves according to the timing and duration references
received from the MCU. The engine angular position and speed is
calculated in the CCU. For this calculation it uses the pulses received
from a rotary encoder attached to the camshaft. One CCU unit is
designed for controlling and monitoring two cylinders.
The KDU is used to measure the knock signals from accelerometers
mounted on each cylinder head. The KDU filtrates, amplifies and
converts these signals to digital information and sends it over the
CAN-bus to the MCU for further processing. One KDU is designed to
handle up to nine cylinders.
The DCU/SMU units are used for measuring purposes. They convert
different types of sensor signals to digital information which is sent
over a network to the MCU for further processing.
23.3
Speed measuring
This section describes how the engine and turbocharger speeds are
measured.
23.3.1 Engine speed measuring

The engine speed measuring units on WECS 3000 receive signals from
two different types of sensors. A rotary encoder connected to the
camshaft is the master unit. The rotary encoder is used to calculate
engine angular position as well as engine speed. The other speed sensor
is an inductive proximity switch installed at the camshaft gear. This
speed sensor is used as a redundant overspeed protection device. The
23 - 2
34SG-200408-01
WECS 3000
speed measured from the rotary encoder is compared with the speed
signal from the inductive proximity switch in the MCU. A shutdown is
activated if a deviation in speed signals is over 50 rpm. Refer to section
23.7.3 for shutdowns.
Engine speed measuring
SMU3-2
Turbo A
Speed pick-up
CAN
MCU
Turbo B
Speed pick-up
CCU1-10
Profibus - Speed reference

- Engine speed (pick-up)
- Engine speed (encoder)
- Turbo A speed
- Turbo B speed
OTM
Camshaft
rotary encoder
Engine
speed pick-up
Fig 23-2
3223899601
23.3.1.1 Rotary encoder on camshaft

The rotary encoder on the camshaft is an optical incremental encoder
with marker pulse. The encoder has two signal outputs. One which
provide 900 pulses/camshaft revolution and the other one providing
one synchronization pulse per camshaft revolution. One revolution on
camshaft is the same as two on the crankshaft. This gives an resolution
of 450 pulses/rev on crankshaft, i.e. 0.8 crankangle /encoder pulse.
The encoder is supplied from a 24 VDC supply source. The output
circuit is protected against short circuiting and reverse polarity.
The encoders output signals (speed pulse train and sync. pulse) are
connected to each CCU on the engine (hard wired). The encoder output
signals are galvanically separated from the CCU electronic circuits via
an optocoupler circuit in the input stage on each CCU I/O board. Each
CCU calculates the engine speed derived from the encoders speed pulse
train and transmit it via the CAN bus to the MCU. If any of the CCUs
is transmitting a deviating speed value over CAN, a shutdown will
occur.
23 - 3
WECS 3000
34SG-200408-01
Rotary encoder. Layout and signal definition
TDC cyl. 1
Supply voltage: +24 VDC

Ground: 0 VDC
Sync pulse: 1 pulse/rev
Pulse train: 900 pulses/rev
Fig 23-3
1 cycle
3223909601
The rotary encoder is mechanically adjusted to give the synchronization pulse when piston number A1 is in Top Dead Centre (TDC) position
at power stroke. This pulse is then used to synchronize the ignition and
the gas admission valve timing for all cylinders.
The MCU supervises that the encoder gives 900 pulses/rev. Alarm or
emergency stop is activated if the amount of pulses during one revolution deviates more than a predefined number of pulses from 900 pulses.
Alarm and emergency stop limits are defined under section 23.7.4.
23.3.1.2 Engine speed pick-up
The engine speed measured with this pick-up is used for redundant
engine overspeed protection purposes, and also to verify the engine
speed signal from the rotary encoder on the camshaft. The sensor is an
inductive proximity switch with built-in signal amplifier which provides a square-wave output signal. The sensor is directly connected to
the Overspeed Trip Module in the MCU cabinet, from which it is
supplied with 24 VDC. The sensor gives one pulse for each cog on the
camshaft gear passing the head of the sensor.
The output of the sensor is providing a speed proportional pulse train
which is opto-coupled and transduced into an analogue 4-20 mA signal
in the Overspeed Trip Module. This signal is connected to the MCU,
which monitors the signal and compares it with the calculated speed
value from the CCUs. If there is a deviation between these values, the
MCU will initiate an alarm.
23 - 4
34SG-200408-01
WECS 3000
Switch
point
adjust
Rel.
9 10 11 12
13 14 15 16
Output
4-20 mA
Reset
0 VDC
NO
NC
Pulse
+24 VDC
C
C
Pulse out
+12 VDC
NO
NC
Supply voltage
(12-32 VDC)
Trip Module (A4)
+12VDC
1
SIGNAL
GND
A-A
2.5mm
5 6 7 8
+ 16
- 15
14
13
12
11
10
9
8
7
1k
6
5
4
3
- 2
+ 1
PNP sensor
1 2 3 4
Engine speed pick-up
Engine speed pick-up
Fig 23-4
3223919601
23.3.2 Turbocharger speed measuring

The turbocharger speed is measured by means of a magnetic speed
pick-up. One sensor is mounted on each turbocharger, and produces a
signal with two pulses for each turbocharger revolution. The sensor is
connected to a DCU/SMU, in which the speed calculation is carried out.
Turbo speed pick-up
Fig 23-5
3223929601
23 - 5
WECS 3000
23.4
34SG-200408-01
Engine mode control

This section describes how the engine status is declared as five different
engine modes in the MCU software. It also describes what takes place
in each of these modes and what makes the engine mode change.
23.4.1 Engine Modes

There are five engine modes defined in the software. These are in
descending priority;
Emergency mode
Shutdown mode
Run mode
Start mode
Stop mode
These modes are described in the following sections. When the MCU
is powered up it goes automatically to stop mode if there is not a request
for emergency or shutdown mode. Since these modes have higher
priority these requests will change the engine mode according to the
request. The engine mode controller checks cyclically if there are any
requests to change engine mode. If a request to change engine mode is
active and if the mode change is valid, the engine mode controller will
activate the new mode control task in order to change mode.
Engine Mode Control
Check for
emergency
request
Emergency
control
task
Check for
start
request
Start
control
task
Check for
run
request
Engine
mode
control
Run
control
task
Check for
shutdown
request
Shutdown
control
task
Check for
stop
request
Stop
control
task
Fig 23-6
23 - 6
Engine
mode check
routines
3223939601
34SG-200408-01
WECS 3000
A valid change of engine mode is when the requested engine mode has
a higher priority than the active engine mode. For instance, there will
not be an engine mode change if a shutdown mode request is true when
the engine is in emergency mode. The engine mode change must also
be according to Fig 23-7.
Valid engine mode changes
Power up
Stop
control task
Shutdown
control task
Emergency
control task
Start
control task
Run
control task
Fig 23-7
3223949914
23.4.2 Start mode

In order to get a start request, the PLC has to activate the MCU digital
input engine start. If the engine is in stop mode and no start blockings
(see section 23.7.1) are active the engine mode controller will activate
the start control task. The start control task will perform a sequence
of actions in order to start the engine. The sequence include the
following actions:
1 Activate inlet gas pressure control.
2 Activate air driven start motor. This starts the ventilation of
the charge air receiver, cylinders and exhaust system. The gas
injection and ignition will not be activated for a number of engine
revolutions, determined by the PLC via Profibus, in order to ventilate the engine.
3 When the engine is ventilated and the engine speed is above
50 rpm the speed control, gas injection and ignition system will be
activated.
23 - 7
WECS 3000
34SG-200408-01
4 When the engine ignites and the engine speed rises higher
than 120 rpm the air driven start motor will be disengaged and the
charge air pressure control will be activated.
5 When the engine speed reaches 250 rpm the run mode request is activated and the start control task is ended.
There are three reasons why the start control task could be interrupted:
The measured inlet gas pressure did not correspond with the
reference set by the MCU within 5 seconds after the inlet gas
pressure control was activated.
The engine does not reach 250 rpm within 20 seconds.
Cylinder temperature under 120C in any cylinder.
All of these faults activate the shutdown control task and an alarm is
given to the PLC via Profibus. The failed start attempt must be reset
by the operator before next start attempt can be made.
23.4.3 Run mode

The run control task is activated when the start mode is active and
engine speed reaches 250 rpm. The run control task will, as the start
control task, perform a sequence of actions. The sequence comprise the
following actions:
1 When the actual engine speed is 20 rpm below reference
speed the start fuel limit will be disabled. The engine is now running
at the preset reference speed (rated). The engine is now ready to be
synchronized to a utility or to be connected an isolated net for
loading.
2 The exhaust gas temperature control starts 20 rpm below
rated speed.
3 Monitoring of pressures (which is suppressed during standstill) will now be activated after a time delay.
The engine will remain in run mode until a stop, shutdown or emergency request is activated.
23.4.4 Shutdown mode

A shutdown request can be activated from a number of different
sources. A normal stop from the operator results in the PLC deactivating the MCU digital input engine stop. There is also a number of
sensors which activate a shutdown request. These are listed in section
23.7.3. If not in emergency mode, a shutdown request will make the
engine mode controller change to shutdown mode. The sequence in
shutdown mode comprise the following actions:
1 Deactivate relay K2 in the MCU cabinet. This causes the generator circuit breaker to open and also makes the PLC shut down
the gas supply to the engine.
23 - 8
34SG-200408-01
WECS 3000
2 Deactivation of the main and PCC gas pressure control.

3 When the engine speed becomes less than 600 rpm the gas
injection is deactivated.
4 When the engine speed becomes less than 50 rpm the ignition is disabled.
Since the gas injection and ignition are activated during deceleration
the gas in the pipes will be consumed. This minimizes the risk that the
gas is gathered in the cylinders and exhaust system which could be
hazardous at the next engine start.
If the shutdown mode was due to a sensor shutdown request the
engine will remain in shutdown mode until the engine speed is 0 rpm
and the reason for the shutdown has been clarified and the shutdown
indication reset by the operator.
23.4.5 Emergency mode

An emergency request can be activated from one of the emergency stop
push buttons or from a number of sensor or communication failures
(see section 23.7.4). An emergency request will make the engine mode
controller change into emergency mode. The sequence in emergency
mode include the following actions:
1 Deactivate relay K2 in the MCU cabinet. This causes the
generator circuit breaker to open and also makes the PLC shut down
the gas supply to the engine.
2 Deactivate ignition system, gas injection and main & PCC gas
pressure control.
3 Deactivate relay K1 in the MCU cabinet. This relay cuts the
power supply to the CCUs making ignition and gas injection totally
disabled.
When the engine speed becomes 0 rpm relay K1 in the MCU cabinet is
activated again. Still, the reason for the emergency request must be
clarified in order to activate relay K2. When this action is performed
and the emergency indication have been reset by the operator the
engine is ready to start again.
23 - 9
WECS 3000
34SG-200408-01
23.4.6 Stop mode

A manual stop of the engine will request the stop mode. After such an
operation, no reset is required at re-start. In case of a shutdown or
emergency stop, a stop request is activated when the engine speed has
reached 0 rpm. A stop request will make the engine mode controller
change to stop mode when the active mode no longer is not shutdown
or emergency (when cleared and reset). The sequence when moving
from shutdown/emergency mode to stop mode comprise the following
action:
1 Activate relay K2 in the MCU cabinet. If no start blockings
are active, the engine will be ready to start.
23.5
Data acquisition
In the WECS the data acquisition is distributed. This means that
sensors are connected to Distribution Units (SMUs or DCUs) that are
located close to groups of sensors. Only start and stop related switches
are connected to the MCU. See Fig 23-8.
Sensor connection principle in the WECS 3000
LDU
SMU
External
Control
System
VAISALA
RS-232C
link
Profibus
link
MCU
OTM
DCU
CAN
link
VIUC30
backup
speed
CMX-DIO4
CMX-DAD
23 - 10
POWER
CAN
STATUS
FLASH
KDU
CCU
vibration
sensors
liners/
exh. gas
RESET
CAN
fast meas./
controls
Fig 23-8
VAISALA
sensors/
switches
RS-485
link
sensors/
switches
3223959601
34SG-200408-01
WECS 3000
The distributed data acquisition has many advantages compared to a

centralized system:
less cabling,
noise immunity because of digital communication,
flexibility,
easy to customize for various engine types.
In the WECS measured values are transferred in analog mode only from
the sensor to the CCU/DCU/SMU. After that the values are in digital
mode. Various types of communication standards and protocols are used.
23.5.1 DCU/SMU
In the WECS sensors are normally connected to DCU/SMUs. The DCU
includes the same sensor connections as the SMU, but an additional PCB
for CAN communication and data processing. Only two types of Distribution Units are needed because their measuring channels are multiusage type. Various types of sensors can be connected to these channels:
4-20 mA current loop,
current transducer,
voltage transducer,
Pt-100,
thermocouples of type J, K, S and T,
resistant,
potentiometer,
switch (max. 2 way).
Every measuring channel has an option to supply voltage for the sensor
connected to it. Eight (8) channels supply either 12 V DC or 15 V DC
and two channels supply 5 V DC.
There are also eight (8) digital inputs in the DCU/SMUs. Selectors
are recommended to be connected to these inputs. For the speed
measuring there are two (2) frequency inputs in the DCU/SMU.
The measuring frequency of digital inputs and measuring channels
may vary, but in most cases it is 1 Hz.
23.6
Instrumentation
The instrumentation connected to the WECS depends on engine type
and installation. In this section all the instrumentation options are
described in their own sections.
23.6.1 Local Display Unit

The Local Display Unit (LDU) replaces the traditional pressure gauge
panel, the thermometers and other instruments.
It is connected to a DCU, which sends the necessary data to the LDU.
The software of the LDU is possible to use as it is on a normal PC, i.e.
23 - 11
WECS 3000
34SG-200408-01
it is possible to get exactly the same information to a PC connected to

the serial port reserved for the LDU. The updating frequency of all data
(on the active page) follows the updating frequency of the DCU database.
The operator is able to give all necessary commands with the four
buttons existing on the LDU frame. If a PC is used instead of the LDU
the same keys on the PC keyboard are used. The following buttons
exist:
Asterisk (*) key ,
Up arrow () key,
Down arrow () key,
ENTER () key.
The Fig 23-9 shows the buttons on the LDU frame. The Up and Down
arrow keys are used for changing pages. If no operator actions have
been made for the last 15 minutes the LDU always returns to the meter
page automatically.
Control buttons of the LDU
Fig 23-9
3223099601
On the upper right corner of the LDU there is a rotating indicator

showing that the LDU is receiving data. No data is received, when the
indicator is stopped.
The values shown on the LDU are inverted, if they are not normal,
i.e.. the value is at old, default, shutdown or alarm condition or the LDU
is not receiving data.
The display consists of two different kinds of pages: the meter page
and the status pages. These page types are described in the following
sections.
23.6.1.1 Meter page
The upper part of the display area contains three important parameters of the engine:
the engine speed,
the load balance of the cylinders,
the engine load.
23 - 12
34SG-200408-01
WECS 3000
The load balance of the cylinders is shown as the temperature deviation

for each cylinder from the average temperature of all cylinders.
In the middle of the meter page there are ten analog meters showing
the values of the most critical pressures and temperatures of the
engine.
LDU meter page
ENGINE SPEED
ENGINE LOAD
MAIN GAS
LUBE OIL INLET
HT-WATER INLET
LT-WATER INLET
CHARGE AIR
PCC GAS
LUBE OIL INLET
HT-WATER OUTLET
LT-WATER INLET
CHARGE AIR
Fig 23-10
3223989601
23.6.1.2 Status pages

One status page shows all connections (including the internal enclosure
temperature) to one unit or values of a logical sensor group like main
bearing temperatures. The connections to the MCU are also shown on
one page. The number of the pages will be according to the WECS
build-up.
The status column is blank if the value is normal. The following status
letters can be shown, if the value is not normal:
O = Old
D = Default
S = Shutdown
A = Alarm
The value text is inverted when the value is not normal. An error code
with explaining text is shown, when the sensor is not measured
correctly. One status page with fictional sensors and values is shown
in Fig 23-11.
23 - 13
WECS 3000
34SG-200408-01
Status page of the LDU

SMU3-3
--
Terminals Sensor
Sensor
Status
Value
code
type
1..4
PT201
4-20mA
4,5 bar
5..8
PT311
4-20mA
9,1 bar
9..12
PT401
4-20mA
3,5 bar
13..16
PT451
4-20mA
2,8 bar
17..20
LS204
Switch
35..38
TE402
Pt100
95 C
39..42
TE451
Pt100
43..46
TE452
Pt100
47..50
TE201
Pt100
75 C
51..54
TE622
Pt100
69 C
65 C
_O____A
-905 Sensor Short Error
Fig 23-11
3223969601
Terminals, Sensor code and Sensor type columns can be replaced

with Sensor names column by pressing the asterisk key. A status
page with sensor names is shown in Fig 23-12.
Status page with sensor names
SMU3-3
Sensor names
-Status
Lube oil pressure, inlet
4,5 bar
Control air pressure
9,1 bar
HT water pressure, inlet
3,5 bar
LT water pressure, inlet
2,8 bar
Lube oil level (0=OK)
HT water temp., outlet
95 C
LT water temp., inlet

LT water temp., outlet
65 C
_O____A
-905 Sensor Short Error
Lube oil temp., inlet
75 C
Charge air temp., CAC outlet
69 C
Fig 23-12
23 - 14
Value
3223979601
34SG-200408-01
WECS 3000
23.6.2 Controls
The only local control button on WECS 3000 is the emergency stop
button. Pressing the emergency stop button shuts down the engine
immediately. It can also be used to prevent the start of the engine.
23.7
Alarm and safety system

23.7.1 Start blockings
Before the PLC activates a start request the engine must be ready for
start. Below is a list of all the conditions that must be fulfilled to get
the engine ready for start. Status for all start blockings (alarms) and
engine ready to start is sent to the PLC via Profibus.
CCU configuration valid.
If the MCU has been restarted it must be reset via the operator
terminal. MCU restarted is activated when power is switched on.
Engine must be in stop mode.
The emergency stop button on the MCU cabinet must be in normal
position.
Limit switch indicating turning gear engaged must not be activated.
Start air pressure must be over the start block limit.
The prelubrication pressure must be over a preset level.
The MCU digital input engine stop must not be deactivated.
PLC configuration received.
HT-water temperature over start blocking limit.
Engine speed from encoder is 0.
Engine speed from redundant pick-up < 20.
CCU power supply ok.
23.7.2 Alarms
There are a number of alarms generated in the MCU and sent via
Profibus to the PLC. Below is a list of all these alarms. Start blockings
are not mentioned here since they are described in section 23.7.1.
Sensor failure. All sensors connected to WECS 3000 are monitored. If the signal level/value is abnormal (out of range) an alarm
will be initiated. Sensors with digital signals are wired so that
they normally give a high (NC) signal to measuring unit. If a wire
breaks there will be an alarm initiated. Some sensors of vital
importance to the engine performance or safety will activate a
request for shutdown mode or emergency mode while others only
activate an alarm. Failure of sensors used for only measuring (no
23 - 15
WECS 3000
34SG-200408-01
alarm limit) will also initiate an alarm. See sections 23.7.3 and
23.7.4 for further information.
Main & PCC gas pressure deviation. The actual gas pressure is
compared with the charge air pressure. If the gas pressure is less
than a preset level over the charge air pressure, an alarm is activated.
Crankcase pressure high
Degassing failure
Derating from knocking
Emergency stop activated
Engine overload
Generator water leakage (optional)
Generator hot cooling air high (optional)
Generator cold cooling air high (optional)
High lube oil temperature, engine inlet
High HT water temperature, engine outlet
High exhaust gas temperature after cylinder (each)
High cylinder liner temperature
High main bearing temperature
High internal temperature in CCU
High internal temperature in DCU
High internal temperature in SMU
HT-water temperature engine inlet low
KDU failure
KDU-can failure
Light knocking
Load reduction
Load deviation between reference and actual
Low lube oil pressure
Low control air pressure
Low starting air pressure
Low HT water pressure
Low LT water pressure
Low knocking margin
Low lube oil sump level
Turning gear engaged
Too lean air/fuel mixture
Too rich air/fuel mixture
Alarms can only be reset by the operator. They will not be reset
automatically if engine conditions return to normal.
23 - 16
34SG-200408-01
WECS 3000
23.7.3 Shutdowns
There are a number of reasons for a shutdown of the engine. The
shutdown is generated in the MCU because of a shutdown request. The
status of the shutdowns are all sent via Profibus to the PLC. Below is
a list of all the shutdown requests:
A normal stop order from the PLC. MCU digital input engine
stop is deactivated
Can-bus failure CCU
Can-bus failure DCU
Charge air temperature high
Crankcase pressure high
Engine overload
Engine speed deviation, between reference and actual speed
Generator kW-sensor failure
Generator water leakage (optional)
Generator hot cooling air high (optional)
Generator cold cooling air high (optional)
Heavy knocking
High HT water temperature
HT water temperature sensor failure
High exhaust gas temperature after cylinder (each)
High cylinder liner temperature
High main bearing temperature
HT-water pressure engine inlet low (optional)
High generator bearing temperature. Shutdown limit set via
Profibus by PLC.
High generator winding temperature. Shutdown limit set via
Profibus by PLC.
Load deviation between reference and actual
Low lube oil pressure
Lube oil pressure sensor failure
Maximum idle time exceeded
MFI duration maximum time
Minimum exhaust gas temperature not reached
Power supply failure KDU
Speed deviation between encoder and redundant pick-up
Start failure in start mode
23 - 17
WECS 3000
34SG-200408-01
23.7.4 Emergency stop

There are a number of reasons for an emergency stop of the engine.
The emergency stop is generated in the MCU because of an emergency
stop request. The status of these are all sent via Profibus to the PLC.
Below is a list of all the emergency stop requests:
Emergency stop push button on engine or externally pressed
Rotary Encoder sensor failure
Overspeed from rotary encoder
Overspeed from speed pick-up
Overload
Speed deviation between rotary encoder and engine speed pick-up
Degasing failure in autostop mode. Activated if the gas pressure
is still present after the shutdown control task has disabled the
inlet gas pressure control.
CCU power supply failure
23.8
Gas injection
23.8.1 Gas supply
The supply gas first passes through a gas regulating unit, before it
enters the engine. The gas regulating unit consists of a filter, pressure
regulating valves, safety (shutoff) valves and vent valves, see Fig 23-13.
The system is built for common gas supply to the main combustion
chambers and to the precombustion chambers (PCC). See specific
installation instructions.
The solenoid valves (safety and vent valves) on the gas regulating
unit are controlled by the PLC. The pressure regulating valves are
controlled by the MCU via built-on I/P-converters (current to pressure).
The gas supply pressure reference from the MCU is depending on the
engine load. The actual pressure is measured and compared with the
reference pressure, see Fig 23-14. If the deviation is too high an alarm
will be initiated and sent to the PLC via Profibus. If the deviation
increases more, the safety valves on the gas regulating unit will cut the
gas supply to the engine immediately. Both references and actual
pressures are sent to the PLC via Profibus for both main chamber and
PCC.
23 - 18
34SG-200408-01
WECS 3000
Gas regulating unit
Air
Degasing
valve 1
NC
PT
TE
NO
NC
PT
Degasing
valve 2
Degasing
valve 3
NO
NC
Engine
Main gas
Gas supply
Regulating
valve
Shut off
valve 1
PS
Shut off
valve 2
Fig 23-13
3223990408
Gas supply pressure control
kW sensor
P
I
MCU
Profibus
- Main gas pressure

- Main gas press. ref.
Main gas
pressure
I
P
Main gas
I/P conv.
Fig 23-14
3223010408
23 - 19
WECS 3000
34SG-200408-01
23.8.2 PCC gas injection

The amount of gas admitted to the precombustion chamber is controlled by the PCC solenoid valve which is connected to the CCU, see Fig
23-15. The amount of gas is admitted depending on the gas supply
pressure and the time the PCC solenoid valve is open (duration). The
gas can be admitted further away or closer to TDC by changing the
PCC solenoid valve opening moment (timing) in order to obtain optimal
mixture.
Valve duration and timing are sent to the CCU from the MCU via
the CAN-bus. Valve duration and timing can be controlled individually
between the cylinders. The timing and duration are depending on
engine load. The gas admitted into the precombustion chamber should
create a stochiometric mixture which is easy to ignite.
The CCU uses the pulses from the rotary encoder to calculate engine
angular position and engine speed in order to open the valve according
to the duration and timing references. Both duration and timing
references are sent via Profibus to the PLC.
23.8.3 Main chamber gas injection

The amount of gas admitted to the main chamber is controlled by the
main chamber solenoid valve which is connected to the CCU, see Fig
23-15. The amount of gas admitted is depending on the gas supply
pressure and the time the main chamber solenoid valve is open (duration). The gas can be admitted further away or closer to TDC by
changing the main chamber solenoid valve opening moment (timing)
in order to obtain optimal mixture.
Valve duration and timing are sent to the CCU from the MCU via
the CAN-bus. Valve duration and timing can be controlled individually
between the cylinders. The timing is depending on engine speed and
load. The duration is controlled by the load/speed PID-controller so that
speed or load always matches their references.
The CCU uses the pulses from the rotary encoder to calculate engine
angular position and engine speed in order to open the valve according
to the duration and timing references. Both duration and timing
references are sent via Profibus to the PLC.
23 - 20
34SG-200408-01
WECS 3000
PCC and main chamber gas injection
CCU2
kW sensor
CAN
CCU1
Camshaft
rotary encoder
Main gas
control valve
Fig 23-15
< Duration ref.

< Timing ref.
MCU
Profibus
- Main gas pressure

- Main gas press. ref.
- PCC gas pressure
- PCC gas press. ref.
PCC gas
control valve
3223029601
23 - 21
WECS 3000
23.9
34SG-200408-01
Air/Fuel ratio control

The inlet air is compressed in the turbocharger, cooled to optimal level
in the charge air cooler and enters the charge air receiver in the engine
block. The air pressure in the receiver is controlled by a proportional
exhaust waste-gate valve located on the turbocharger support. The
valve reduces the turbocharger efficiency and controls thereby the air
pressure in the receiver. By adjusting this pressure, the l i.e. air/fuel
ratio in the cylinder is optimised.
The charge air pressure control is based on a PID-controller, which
compares the actual pressure with a mapped pressure reference table.
In this table, the reference is engine load dependent. The reference is
offset according to the charge air temperature.
If cylinder knock occurs in several cylinders simultaneously, another
offset will be added to the waste-gate reference, in order to achieve a
leaner air/fuel mixture in all cylinders. This process is continuous, and
the offset will be restored when the situation normalises.
Air/Fuel ratio control
P
a
mV
Cylinder
knock
I
Receiver
pressure
P
I
Wastegate
valve
kW
MCU
Profibus
- Engine speed
- Engine load
- Wastegate ref.
I
Engine
load
t
I
Receiver
temperature
Fig 23-16
23 - 22
3223030408
34SG-200408-01
23.10
WECS 3000
Ignition system
23.10.1 General
The ignition system for each cylinder consists of an ignition module,
an ignition coil, a high tension extender and a spark plug. Ignition
control is calculated and performed by the CCU, see Fig 23-17. The
ignition module is described in section 23.10.3. The teflon insulated
high tension extender has a 5 kW resistor installed in order to reduce
the interference generated by the spark.
Ignition system layout
1
1. Ignition coil
3. Spark plug
4. CCU
5. Ignition module
Fig 23-17
3223049701
23.10.2 Ignition control

The reference for ignition timing and the dwell time duration and a
separate offset adjustment in timing and duration for each cylinder is
determined in the MCU. The ignition timing and dwell time duration
changes with engine load.
The ignition timing is defined in degrees with an resolution of 1/10
and the dwell time is defined in ms. These parameters are transmitted
to each CCU over the CAN bus. The ignition timing value is the point
of time (in degrees before the cylinders top dead center firing) when the
23 - 23
WECS 3000
34SG-200408-01
ignition spark goes off. The ignition output control signal from CCU to
the ignition module is activated (low) during the dwell time period and
the start point is derived from the signal from the rotary encoder on
the camshaft.
Ignition system
CCU1-10
CAN
< Ignition timing
< Dwell time
Camshaft
rotary encoder
MCU
Profibus
- Ignition timing
reference
Ignition
module & coil
Spark
plug
Fig 23-18
3223059601
23.10.3 High voltage circuit

The ignition is of inductive discharge type, and the driver circuitry
offers ramp-and-fire operation. Ramp-and-fire means that the primary
current must be switched on at a pre-calculated time before the spark
event, so that the current will reach the desired level at spark discharge
moment. This minimizes power losses in the ignition driver because
primary current limiting is not necessary.
The primary current is switched on when the input line Ignition
Control goes active (low) and will be switched off when the signal goes
inactive. If the dwell time exceeds 900 s the primary current will be
switched off internally to protect the ignition coil and the coil driver
against over current.
During the dwell period energy will be stored in the coil according to
W=LI2. When the primary current is switched off the stored energy will
be discharged through the secondary winding and transferred to the
high tension output and the spark plug via the high tension extender.
23 - 24
34SG-200408-01
WECS 3000
Ignition ramp-and-fire operation

Dwell time
Ignition
control
Primary
current
Secondary
voltage
Secondary
current
Spark position
Fig 23-19
3223069601
The physical interface for the high voltage output consists of the coil
driver circuitry, ignition coil, high voltage extender and spark plug.
Ignition module driver and high voltage
+24 V
High tension output

Extender and spark plug
Ignition
coil
Logic
Fig 23-20
3223079601
23 - 25
WECS 3000
23.11
34SG-200408-01
Engine speed & load control

The speed and load control together with the synchronizing sequence
will be described in the following sections.
23.11.1 General
The internal governor is provided with speed setting functions for
synchronising, load sharing under speed control, as well as load control.
It also provides fuel limitation and acceleration ramps used at engine
start.
Engine speed and load control
Breaker
status
Synchron.
kW sensor
CCU1-10
Camshaft
rotary encoder
CAN
< Duration
< Timing
> Engine speed
MCU
Profibus
- Speed reference
- Engine speed (encoder)
- Inc/dec speed/load ref.
- Droop reference
- Net frequency
- kW reference
- Synchronizing mode
- Change droop
- Loading ramp
Main gas
control valve
Fig 23-21
3223089601
23.11.2 Engine speed control

The speed reference is compared with the measured engine speed. The
difference between these signals constitutes the input to a PID-controller. The regulation output of this controller will accordingly vary, to
sustain the reference level. This output will either control the opening
duration of the gas valves (gas operating mode) or the diesel fuel rack
position (diesel- or backup operating mode). If load control mode is
selected, another PID control loop becomes active.
23 - 26
34SG-200408-01
WECS 3000
The PID-controller has different sets of dynamic parameters for operation with the generator breaker open (speed dependent mapping) and
closed (load dependent mapping) to obtain an optimal stability under
all conditions. Some adaptive speed deviation dependent features are
also provided, to minimise large speed fluctuations in island mode. To
prevent the excessive engine speed increase during accidental opening
of the generator breaker, the output of the PID-controller is temporarily
set to zero.
When idling, the change-over between idling- and rated speed can
either be selected over Profibus or via a binary input. Two different
ramp rates are available for switching between idle and rated. The
ramp function is stopped if the increase/decrease inputs are activated
during the ramp. The speed reference will then be rated.
Two fuel limiters are available. The start fuel limiter is only active in
during engine start, up to a speed level of rated - 20 rpm. The start fuel
limiter settings are engine speed dependent (8-point table), and the
limiter works in combination with a speed reference ramp, also used
at engine start. Another fuel limiter limits the max. fuel demand (gas
valve opening time) when the generator breaker is closed, to prevent
too rich air/fuel ratio.
23.11.3 Synchronizing sequence

For synchronising, the systems speed increase/decrease binary inputs
are used. When the engine reaches rated speed, an external device
activates the synchronising sequence. Commands from a synchroniser
unit activate the two binary inputs speed increase and speed decrease in WECS. The speed reference can be altered between an
allowed min. and max. speed reference level, in steps of 1 rpm (tuneable) when activating these inputs. The internal speed reference is in
this way adjusted so that the generators frequency will match the net
frequency. When the two frequencies are matched, the generator
breaker closes. An instantaneous increase of the internal speed reference occurs automatically when WECS detects that the generator
breaker closes (separate status input) to assure that there occurs on
unintentional reverse power of the genset.
When the generator breaker is closed and the engine is operated in
droop (speed control mode), the loading of the engine occurs by altering
the speed increase/decrease over Profibus, or with the binary speed
increase/decrease inputs, The reference changes in steps of 0,1 rpm
(tuneable). The change rate is defined according to the increase (or
decrease) signal pulse width. Increase commands are used until the
load level of this engine is equal to other engines running in parallel.
The load level of the engine will after this be according to the consumers
connected to the isolated net.
23 - 27
WECS 3000
34SG-200408-01
23.11.4 Load sharing

When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
contribute equally to the total power demand, and it ensures that load
changes are absorbed evenly by the engines.
When the engine is operated in speed control mode, load sharing with
other engines is normally provided with the use of speed droop. Drop
control is a load sharing method, by which parallel running engines
share the load by decreasing their speed reference proportionally to an
increase in load. The droop value is normally set to 4 %, but the setting
is adjustable. Too low droop value means that the load can start
oscillating between the engines. Too high droop value means that the
plants frequency decreases steeply with the load level. Load sharing
based on droop, means that the power management system must
compensate the effect derived from the droop slope. Therefore, this
system must operate the speed increase/decrease inputs of WECS (in
so called cascade control) to ensure that the net frequency is kept
constant regardless of the load level. Speed control with droop is used
on plants operating in island mode, but it can also be used when
operating against a grid utility. In the latter case, load control is
however recommended.
23.11.5 Load control

The load control function is enabled if kW-mode is selected. This mode
can only be activated when the generator breaker is closed. Also the
grid breaker must be closed, if the plant configuration is such, that
kW-mode is only applicable when this breaker closes. The load control
mode has most benefits in base load applications where the grid
frequency stability is low. The engine load will not fluctuate according
to the frequency in the same way as if it would do in speed control mode
with droop. In load control mode, the load reference is compared with
the actual load of the engine. The difference between these signals
constitutes the input to a PID-controller. The regulation output of this
controller will accordingly vary, to sustain the reference level. This
output will control the opening duration of the gas valves. The PIDcontrollers dynamic settings have load dependent mapping.
If the frequency deviates outside a fixed window, the control mode will
automatically trip back to speed control. The speed reference is updated
continuously by the speed control loop also in load control, which means
that if a trip occurs, the transfer will basically be bumpless (no load
swing). By giving a reset, the load control mode will be restored,
providing that all enabling conditions are met.
23 - 28
34SG-200408-01
23.12
WECS 3000
Cylinder balancing
An even gas admission duration setting for all gas admission valves
will not result in exactly the same gas quantity in all cylinders, due to
the geometry of the engine and due to some deviations in the gas valve
performance. This slight disparity is handled with the cylinder balancing control. The MCU compares each cylinders exhaust gas temperature with the average exhaust gas temperature of the entire engine,
and adjusts the duration of the individual gas valves with an offset, in
order to minimise the deviation. There are limitations for the maximum adjustment available in order to prevent that possible component
failures cause a too rich or too lean gas/air mixture. Above an engine
load level of approximately 75 % (tuneable) this compensation is
disabled, and the duration offset will be determined according to fixed
values. The knock control algorithm of WECS will also affect the gas
admission duration. The cylinder exhaust gas control is not active in
diesel- and backup operating mode.
If the engine is in gas operating mode, and the load level is above
approximately 15 % (tuneable) a cylinder knock based control will
enable. Light knock in any cylinder will immediately result in a slight
reduction of the quantity of gas injected into that cylinder. In order to
maintain the same engine load level, the speed/load controller will
automatically increase the gas admission into other cylinders. When
the situation normalises in the cylinder, the gas admission will slowly
be restored to the original setting. This process is continuous, and keeps
the cylinders slightly out of knocking conditions. This process will
ensure that the efficiency of the engine is at optimal levels.
Cylinder balancing control
Cylinder knock
a
KDU
Exhaust gas temp
T
CCM
Cylinder knock
offset
CAN
Exhaust gas
temp.
CAN
MCU
average calc.
+ knock offset
calculation
Profibus
Exhaust gas temp

Cylinder knock
Main gas
control valve
Fig 23-22
32231430408
23 - 29
WECS 3000
23.13
34SG-200408-01
Maintenance on the physical connections

of the engine control system
Note ! Each and every one of the maintenance procedures below are to
be done only when the engine is in Stop Mode!
Connectors to be maintained:
DIN43650, Hirschmann-type connectors for all temperature
and pressure sensors
Cannon connectors for all the main gas admission and prechamber control valves
Method for maintaining screw terminals
Phoenix connectors in the CCUs, DCUs, KDUs, and SMUs
Weiland connectors on the rear side of the MCU
Row connectors of the MCU rack in the MCU cabinet
Profibus cable connector of the MCU rack inside the MCU
23.13.1 Maintenance of the DIN43650, Hirschmanntype connectors

Locate the DIN43650, Hirschmann-type connector which is mounted
on the main gas pressure sensor. Locate the holding screw in the top
of the connector. Using a suitable sized flat tip screwdriver, loosen and
remove the screw holding the connector onto the pressure sensor.
DIN43650, Hirschmann-type connector
Fig 23-23
3223189723
1 Remove, by pulling, the connector from the sensor. Still

holding the part of the connector, with the wires leading into it; use
the same screwdriver and carefully open the body of the connector
itself to expose the four screws inside.
2 Tighten each of the four screws with the screwdriver and put
the body back together.
23 - 30
34SG-200408-01
WECS 3000
3 Reconnect the connector to the main gas pressure sensor

and drive the holding screw back into place to secure the pressure
sensor.
4 Repeat the following steps with all the other connectors on
the engine.
23.13.2 Maintenance of the Cannon connectors

1 Localize the Cannon connector of the main gas admission
valve. Check if the locking wire holding the connector ends is tight.
Cannon connector with locking wire
Fig 23-24
3223179723
2 Pull on the wire. If it moves, use a pliers to twist the wire just
enough to get it tight again.
3 Repeat the steps 1 and 2 for all the Cannon connectors of the
main gas admission and prechamber control valves.
Note! If the locking wire is broken it has to be replaced with a new one
and applied same way as the others.
Note! Tighten only by hand. If tools are used, the nut will be damaged.
23.13.3 Maintenance of screw terminals

Localize the connection boxes for the exhaust gas and cylinder liner
temperature sensors in the hot box of the engine. Using a suitable
sized flat tip screwdriver, open each connection box (one per cylinder).
Tighten each of the screw terminals inside the box. Close the cover and
tighten the screws.
23 - 31
WECS 3000
34SG-200408-01
23.13.4 Maintenance of the Phoenix connectors

Loosen the four Torx screws in the cover of CCU by using a 4 mm Torx
key and open the cover.
Phoenix connectors
Phoenix
connector
Fig 23-25
3223189723
1 Use a suitable sized flat tip screw driver and tighten all the
screws of every Phoenix connector in CCU.
2 Once all of the screws have been tightened, press down all
the Phonix connectors by finger tips. This is because some of them
may have risen slightly because of engine vibrations.
3
Close the cover and tighten the screws.
4 Check all other CCU-, DCU-, KDU-, and SMU boxes in the
same way.
23 - 32
34SG-200408-01
WECS 3000
23.13.5 Maintenance of the Weiland connectors

Localize the Weiland connectors on the MCU cabinet. Squeeze by hand
the fastening lever towards the body of the Weiland connector to ensure
that it remains securely connected to the connection block on the back
side of the MCU.
Weiland connector
Fig 23-26
3223199723
23.13.6 Maintenance of row connectors and Profibus

connector
1 Open the MCU cover and press down, one by one all the
green row connectors in the MCU rack inside the MCU cabinet.
Just push on them to see if they are all the way in. Do not pull the
connectors out, or the wires out of the connectors.
2 Localize the two plastic knobs on the Profibus connector
block on the left end of the MCU rack. Turn the black plastic knobs
clockwise until the screws holds the connector block of the MCU
rack. Tighten screws by hand or by pliers.
3 Close the door of MCU cabinet tightly and lock it.
23 - 33
WECS 3000
23.14
34SG-200408-01
Maintenance of electrical contacts

To prolong the lifetime of electrical contact surfaces and to provide
proper electrical connection under all conditions and to maintain a high
availability of the WECS system.
The maintenance is carried out by applying contact lubricants to electrical contact surfaces. For best result the contact surface should be cleaned
with aerosol electrical contact cleaner before applying the lubricant.
Contact lubricants are specially formulated greases and oils that
reduce friction and enhance the electrical performance of current
carrying metal interfaces in switches and connectors. They also exhibit
a neutral pH thereby avoiding surface corrosion.
Note! Prior to use read the product information.
Warning! To avoid shock or possible fire, disconnect power to any system
before applying conductive lubricant. Insure positive and negative
contacts remain isolated. Improper use can result in shorting, arcing, or shock.
Wrtsil recommends to regulary every 2000 - 4000 running hours or

every 6 month maintain the electrical connector contact surfaces with
contact lubricant. The contact treatment greases listed below can be
ordered from Wrtsil.
The recommended chemicals are:
Electrolube SGB20S 20 ml Syringe, part No. 387 022.
This paste is recommend to be used on the contact surfaces of
main electronics connectors and sensor connectors.
Same active substance as SGB200D but in different consistence,
i.e. paste instead of aerosol.
Electrolube SGB200D 200 ml Aerosol (Flammable),
part No. 387 021.
This spray is recommended to be used on contact surfaces of
main electronic (SMU, DCU, RM, MCU and oil mist detector)
connectors. Since it is an aerosol there are special requirements
of transport handling.
Chemtronics CW7100 6.5 g Syringe, part No. 387 023.
This is a heavy duty paste. The electrical conductivity is very high
due to the 100 % silver filled grease, see caution below. Should be used
on problem sensor and power contact surfaces where SGB grease is
not sufficient.
Caution! Care should be taken since this chemical is very conductive and will
cause short-circuit/earth fault if wrongly applied. Must be placed directly
on the contact surface and in very small amounts.
23 - 34

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