Manual Wärtsilä 18V32
Manual Wärtsilä 18V32
Manual Wärtsilä 18V32
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
any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior
written permission of the copyright owner.
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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]
7SYXL)EWX )EWX%WME
Pasi Hautakoski +358 10 709 2826 Sten-Eric Bjrkman +358 10 709 2822
Regional Manager Mobile: Service 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 Harri Leinonen +358 10 709 3314
Regional Manager Mobile: 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 Jari Lemberg +358 10 709 1307
Regional Manager Mobile: 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 Hannu Koski +358 10 709 3144
Regional Manager Mobile: 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]
*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:
+358 40 556 3947 +358 40 502 4472
christian.wickstrom@wartsila. [email protected]
com
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Leif Enlund +358 10 709 2906
Manager, Service Mobile:
Projects + 358 40 501 9262
[email protected]
Harri Kanerva +358 10 709 2830 Jari Korpela +358 10 709 2877
Manager, El. & Mobile: Sales Support Manager Mobile:
Automation Technology +358 40 762 2219 +358 400 361 977
[email protected] [email protected]
Mika Mannelin +358 10 709 1276 Jukka Suvanto +358 10 709 3616
Manager, Mechanical & Mobile: Sales Support Manager Mobile:
Combined Technologies +358 40 510 4538 +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 Mobile:
+358 400 526 763 Wrtsil 46, 50DF +358 40 835 8581
[email protected] [email protected]
Pia Jerkku +358 10 709 3178 Stefan Rsgren +358 10 709 2803
Assistant in Turku [email protected] Manager Mobile:
Wrtsil 20, Vasa 22, 24 +358 40 732 2691
[email protected]
Nancy Dahl +358 10 709 2781 Jonas Sundblom +358 10 709 1835
Assistant in Vaasa [email protected] Manager Mobile:
Vasa 32, Wrtsil 32 & + 358 40 735 1835
Wrtsil 32, 34 Gas [email protected]
Engines
Johan Pellas +358 10 709 2806 Olli Tarvonen +358 10 709 2783
Manager Mobile: Technical Manager Mobile:
Condition Based +358 40 732 2687 Wrtsil 32, 34 Gas +358 40 590 2256
Maintenance [email protected] Engines [email protected]
Karl-Erik Lindholm +358 10 709 2790 Karl-Johan Nixholm +358 10 709 2807
Manager Mobile: Technical Manager Mobile:
Automation & +358 40 732 2689 Wrtsil 32 +358 40 765 5807
Measurements karl-erik.lindholm@ karl-
wartsila.com [email protected]
Mats Lagstrm +358 10 709 2804
Technical Manager [email protected]
Vasa 32
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Leif sterroos +358 10 709 2708 Tapani Syrjnen +358 10 709 3359
General Manager Mobile: Manager Mobile:
+358 40 505 5198 Field Service +358 40 502 3562
[email protected] [email protected]
Maarit Merijrvi +358 10 709 2729 Tiina Mkinen +358 10 709 3024
Assistant in Vaasa [email protected] Assistant in Turku [email protected]
Olav Hgglund +358 10 709 2862 Harri Hovi +358 10 709 3350
Service Manager Mobile: Service Manager [email protected]
Power Plant < 380 +358 40 556 4309 Power Plant 380
[email protected]
Wrtsil Global Network
www.wartsila.com
ARGENTINA +54 BRAZIL +55 CHINA +852
Wrtsil (South Africa) (Pty) Ltd. Wrtsil Taiwan Ltd. Wrtsil - Enpa Dis Ticaret A.S.
Head Office Cape Town Service Office Kaohsiung Service Office Besiktas/Istanbul
GMT: +2 GMT: +8 GMT: +2
Kaohsiung Service Station, 11F-1, 502 Chiu Ru 1st Sleyman Seba Cad. No. 92 Besiktas Plaza A Blok
36 Neptune Street, Paarden Eiland 7405
Road Zemin Kat
Cape Town 80690 Besiktas/Istanbul
Kaohsiung
Postal Address: P O Box 356, Paarden Eiland Postal Address: Besiktas/Istanbul
7420 Cape Town Postal Address: Kaohsiung
Direct phone . . . . . . . . . . . . . . . . . . 7-392 80 75 Direct phone . . . . . . . . . . . . . . . . . . 212-327 15 30
Direct phone . . . . . . . . . . . . . . . . . . 21-511 12 30 Direct phone Nro.2. . . . . . . . . . . . . . 212-258 55 16
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 7-392 80 83
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 21-511 14 12 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 212-327 15 35
24hrs phone Marine. . . . . . . . . . . . . 932-209 041
24hrs phone . . . . . . . . . . . . . . . . . . 83-658-6789 Fax Nro.2 . . . . . . . . . . . . . . . . . . . . . 212-258 99 98
24hrs phone Power Plants . . . . . . . 932-029 849
e-mail . . . . . . . . . . . . . . . . . [email protected]
...... 24hrs phone . . . . . . . . . . . . . . . . . . 532-233 00 47
Wrtsil Taiwan Ltd. Wrtsil - Enpa Dis Ticaret A.S.
SPAIN +34 Service Office Taipei 104 Service Office Tuzla-Istanbul
GMT: +8 GMT: +2
Wrtsil Ibrica S.A. 3F/2, No. 111, Sung Chiang Road Aydintepe Mah. G.50 Sok. Tersaneler Mevkii zek
Taipei 104 Is Merkezi D Blok No. 5-6
Service Office Bermeo Postal Address: Taipei 104 81700 Tuzla-Istanbul
GMT: +1 Direct phone . . . . . . . . . . . . . . . . . . 2-2515 22 29 Postal Address: Tuzla-Istanbul
Polgono Industrial Landabaso s/n Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2-2517 19 16 Direct phone . . . . . . . . . . . . . . . . . . 216-493 29 21
48370 Bermeo Fax . . . . . . . . . . . . . . . . . . . . . . . . . 216-493 29 20
Postal Address: P.O. Box 137 Bermeo THE UNITED KINGDOM +44
Direct phone . . . . . . . . . . . . . . . . . . 94-617 01 00 U.S.A +1
Fax Field service . . . . . . . . . . . . . . . 94-617 01 04 Wrtsil UK Ltd.
Fax Spare parts . . . . . . . . . . . . . . . . 94-617 01 14 Wrtsil North America, Inc.
Service Office Aberdeen
24hrs phone . . . . . . . . . . . . . . . . . . 607-416 998
GMT: GMT Service Office Ft. Lauderdale/Hollywood
GMT: -5
Wrtsil Ibrica S.A. Scotland
Florida
Girdleness Trading Estate, Wellington Road
Service Office Las Palmas de Gran Canaria 2900 S.W. 42nd Street
AB11 8DG Aberdeen
GMT: GMT 33312 Ft. Lauderdale/Hollywood
Postal Address: Aberdeen Postal Address: Ft. Lauderdale/Hollywood
Misiones 8 (El Cebadal) Direct phone . . . . . . . . . . . . . . . . . . 1224-871 166
35008 Las Palmas de Gran Canaria Direct phone . . . . . . . . . . . . . . . . . . 954-327 47 00
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1224-871 188 Fax Service . . . . . . . . . . . . . . . . . . . 954-327 47 73
Postal Address: P.O. Box 2831 Las Palmas de 24hrs phone Service . . . . . . . . . . . . 7775-807 108 24hrs phone Customer Service . . . 954-931 83 30
Gran Canaria 24hrs phone Spare parts. . . . . . . . . 7775-807 109 24hrs phone Spare parts. . . . . . . . . 954-931 83 29
Direct phone . . . . . . . . . . . . . . . . . . 928-467 859 ISDN . . . . . . . . . . . . . . . . . . . . . . . . 1224-87 15 22 ISDN . . . . . . . . . . . . . . . . . . . . . . . . 954-327 03 93
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 928-465 931
24hrs phone . . . . . . . . . . . . . . . . . . 607-416 998 Wrtsil UK Ltd. Wrtsil North America, Inc.
Service Office Brixham Service Office Harvey
SWEDEN +46 GMT: GMT GMT: -6
South Devon Louisiana
Units 30/31, Northfield Industrial Estate, Northfield 1313 MacArthur Blvd.
Wrtsil Sweden AB Lane South 70058 Harvey
Marine Service Gothenburg TQ5 8UA Brixham Postal Address: Harvey
GMT: +1 Postal Address: Brixham Direct phone . . . . . . . . . . . . . . . . . . 504-341 72 01
Polstjrnegatan 10, Direct phone . . . . . . . . . . . . . . . . . . 1803-883 830 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 504-341 04 26
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1803-882 685 24hrs phone Customer Service . . . 504-341 72 01
SE-402 77 Gothenburg
Postal Address: P.O. Box 8006 Gothenburg 24hrs phone Marine. . . . . . . . . . . . . 7775-807 112 Wrtsil North America, Inc.
Direct phone . . . . . . . . . . . . . . . . . . 31-656 100 Wrtsil UK Ltd. Service Office Houston
Fax Marine . . . . . . . . . . . . . . . . . . . . 31-656 130 Texas
Service Office Glasgow
Fax Service Sales . . . . . . . . . . . . . . 31-656 107 Summit Tower 11 Greenway Plaza - Suite 2929
GMT: GMT
24hrs phone . . . . . . . . . . . . . . . . . . 706 69 02 91 77046 Houston
Scotland
Postal Address: Houston
Wrtsil Sweden AB Unit 3, Jubilee Court, Hillington Industrial Estate Direct phone . . . . . . . . . . . . . . . . . . 713-840 0020
G52 4NQ Glasgow
Service Trollhttan Postal Address: Glasgow
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 713-840 00 09
GMT: +1 Direct phone . . . . . . . . . . . . . . . . . . 141-810 43 21 Wrtsil North America, Inc.
kerssjvgen Fax . . . . . . . . . . . . . . . . . . . . . . . . . 141-883 38 46 Service Office Pearl River
SE-461 29 Trollhttan 24hrs phone Service . . . . . . . . . . . . 7775-807 108 GMT: -5
Postal Address: P.O. Box 920 Trollhttan 24hrs phone Spare parts. . . . . . . . . 7775-807 109 New York
Direct phone . . . . . . . . . . . . . . . . . . 520-422 600 ISDN . . . . . . . . . . . . . . . . . . . . . . . . 141-88 39 375 One Blue Hill Plaza, 3rd Floor
Fax Documentation . . . . . . . . . . . . . 520-422 620 10965 Pearl River
Fax Finance . . . . . . . . . . . . . . . . . . . 520-422 781 Wrtsil UK Ltd. Postal Address: P.O. Box 1544 Pearl River
Fax Service Sales . . . . . . . . . . . . . . 520-422 727 Service Office Sevenoaks Direct phone . . . . . . . . . . . . . . . . . . 914-623 12 12
Fax Technical Service . . . . . . . . . . . 520-422 777 GMT: GMT Fax . . . . . . . . . . . . . . . . . . . . . . . . . 914-623 33 85
Fax Training . . . . . . . . . . . . . . . . . . . 520-422 721 Kent 24hrs phone Customer Service . . . 954-931 83 30
Tubs Hill House, London Road
24hrs phone Service . . . . . . . . . . . . 70-557 02 99 Wrtsil North America, Inc.
24hrs phone Spare parts. . . . . . . . . 70-536 47 25 TN13 1BL Sevenoaks
ISDN . . . . . . . . . . . . . . . . . . . . . . . . 520-476 612 Postal Address: Sevenoaks Service Office Rancho Palos Verdes
Direct phone . . . . . . . . . . . . . . . . . . 1732-744 400 GMT: -8
Fax . . . . . . . . . . . . . . . . . . . . . . . . . 1732-744 420 California
SWITZERLAND +41 Harbour Cove Plaza, Suite 210, 29000 South
Fax Sulzer products. . . . . . . . . . . . . 1732-744 433
24hrs phone . . . . . . . . . . . . . . . . . . 7775-807 100 Western Avenue
Wrtsil Switzerland Ltd ISDN . . . . . . . . . . . . . . . . . . . . . . . . 1732-74 01 88 90275 Rancho Palos Verdes
Postal Address: Rancho Palos Verdes
Service Winterthur Wrtsil UK Ltd. Direct phone . . . . . . . . . . . . . . . . . . 310-831 74 24
GMT: +1 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 310-831 74 26
Zrcherstrasse 12 Service Office Southampton 24hrs phone Customer Service . . . 954-931 83 30
GMT: GMT
CH-8401 Winterthur
Hampshire Wrtsil North America, Inc.
Postal Address: P.O. Box 414 Winterthur
Direct phone . . . . . . . . . . . . . . . . . . 52-262 49 22
Units 3 & 5, Third Avenue, Millbrook Industrial Service Office Seattle
Estate GMT: -8
Direct phone Parts Sales After SO15 OLD Southampton Washington
Office Hours . . . . . . . . . . . . . . . . . . . 52-262 80 10 Postal Address: Southampton 1100 NW 51st Street
Fax Service . . . . . . . . . . . . . . . . . . . 52-262 07 09 Direct phone . . . . . . . . . . . . . . . . . . 2380-510 210 98107 Seattle
Fax Spare parts . . . . . . . . . . . . . . .52-262
. 07 22 / 23 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 2380-510 310 Postal Address: Seattle
Fax Technical Service . . . . . . . . . . . 52-262 07 31 Fax Spare parts . . . . . . . . . . . . . . . . 2380-787 650 Direct phone . . . . . . . . . . . . . . . . . . 206-784 91 00
Fax Training . . . . . . . . . . . . . . . . . . . 52-262 07 31 24hrs phone Service . . . . . . . . . . . . 7775-807 100 Fax . . . . . . . . . . . . . . . . . . . . . . . . . 206-781 55 86
24hrs phone Service . . . . . . . . . . . . 79-671 87 67 24hrs phone Spare parts. . . . . . . . . 7775-807 119 24hrs phone Customer Service . . . 206-784 91 00
Print date: 31 January 2001
UNITED ARAB EMIRATES +971
VENEZUELA +58
VIETNAM +84
WRTSIL 32 00 - 1
00 Contents, Instructions, Terminology 32-200328-03
00.3 Terminology
The most important terms used in this manual are defined as
follows, see also Fig 00-1:
Operating side. The longitudinal side of the engine where the
operating devices are located (start and stop, instrument panel,
speed governor).
Rear side. The longitudinal side of the engine opposite the
manoeuvering 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
6
A6 B5
5
A5 B4
4
3
Op A4 B3
2
era A3 B2
1
tin A2 B1
gs A1
ide
nd
inge
Driv
00 - 2 WRTSIL 32
32-200328-03 Contents, Instructions, Terminology 00
Designation of bearings.
Main bearings. The shield bearing (nearest the flywheel) is No.
0, the first standard main bearing is No. 1, the second No. 2 etc.
The thrust bearing rails are located at the shield bearing.
The outer rails close to the flywheel are marked with 00 and
the inner rails with 0.
The camshaft bearings are designated as the main bearings,
the thrust bearing bushes being designated 00 (outer) and 0.
Camshaft gear bearings. The bearing bushes are designated
00 (outer) and 0.
Upper and lower bearings shells. In bearings where both the
shells are identical, the upper one is marked with UP.
Designation of bearings
7 6 5 4 3 2 1 0
00
0
00
7 6 5 4 3 2 1 0
WRTSIL 32 00 - 3
00 Contents, Instructions, Terminology 32-200328-03
a) For the first time when the exhaust stroke of the previous
working cycle ends and the suction stroke of the following one
begins. Exhaust valves as well as inlet valves are then somewhat
open and scavenging takes place. If the crankshaft is turned 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.
10
110
60
Cyl A2 TDC
70
130
80
140
90
00 - 4 WRTSIL 32
200343 Risk Reduction Appendix A
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, imper-
fect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal operation
and maintenance work.
00A - 1
Appendix A Risk Reduction 200343
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 - 2
200343 Risk Reduction Appendix A
00A - 3
Appendix A Risk Reduction 200343
00A - 4
200147 Welding Precautions Appendix B
Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles. Therefore all cabi-
nets and terminal boxes should be kept closed during the welding.
Sensors, actuators, cables and other equipment out on the engine must
be protected by means of proper protection.
00 - 1
Appendix B Welding Precautions 200147
Sparkles can also be a problem after they have cooled down, i.e. causing
short circuits, sealing problems etc.
00 - 2
200147 Welding Precautions Appendix B
00 - 3
Appendix B Welding Precautions 200147
00 - 4
32-200202-01 Main Data, Operating Data and General Design 01
Firing order
Engine type Clockwise rotation Counter-clockwise rotation
6L32 1-5-3-6-2-4 1-4-2-6-3-5
8L32 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
9L32 1-7-4-2-8-6-3-9-5 1-5-9-3-6-8-2-4-7
12V32 A1-B1-A5-B5-A3-B3- A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4 A6-B3-A3-B5-A5-B1
16V32 A1-B1-A3-B3-A7-B7-A4-B4- A1-B5-A5-B2-A2-B6-A6-B8-
A8-B8-A6-B6-A2-B2-A5-B5 A8-B4-A4-B7-A7-B3-A3-B1
18V32 A1-B1-A7-B7-A4-B4-A2-B2-A8- A1-B5-A5-B9-A9-B3-A3-B6-A6-
B8-A6-B6-A3-B3-A9-B9-A5-B5 B8-A8-B2-A2-B4-A4-B7-A7-B1
WRTSIL 32 01 - 1
01 Main Data, Operating Data and General Design 32-200202-01
(1)
Depending on speed and installation
(2)
Load reduction, main engine
(3)
Stop, auxiliary engine
(4)
Stop, on GL installation, main engine
(xx)
When water cooled turbocharger
01 - 2 WRTSIL 32
32-200202-01 Main Data, Operating Data and General Design 01
Reduction factor = (a + b + c) %
WRTSIL 32 01 - 3
01 Main Data, Operating Data and General Design 32-200202-01
01 - 4 WRTSIL 32
200321 Environmental Hazards Appendix A
02A.1 General
Fuel oils, lubricating oils and cooling water additives are environmen-
tally hazardous. Take great care when handling these products or
systems containing these products. Detailed information and handling
instructions can be found in the text below.
Prolonged or repetitive contact with the skin may cause irritation and
increase the risk of skin cancer (polyaromatic hydrocarbons, etc.).
Fumes, like hydrogen sulphide or light hydrocarbons, that are irritat-
ing for eyes and respiratory organs may be released during load-
ing/bunkering. Fuel oils are mainly non-volatile burning fluids, but
may also contain volatile fractions. Risk for fire and explosion. May
cause long-term harm and damages in water environments. Risk of
contamination of the soil and the ground water. Take every appropriate
measure to prevent water and soil contamination.
02A.2.1 Handling
Isolate from ignition sources, like sparks from static electricity for
example.
Avoid breathing evaporated fumes (may contain hydrogen sul-
phide, 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 Environmental Hazards 200321
Note! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering com-
pany.
02A - 2
200321 Environmental Hazards Appendix A
02A.4.1 Handling
02A - 3
Appendix A Environmental Hazards 200321
Note! Complete safety data sheets for the specific products used at your
installation should be available from the lubricating oil manufac-
turer or your local dealer.
02A.5.1 Handling
02A - 4
200321 Environmental Hazards Appendix A
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 Environmental Hazards 200321
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.
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.
02A - 6
200321 Environmental Hazards 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
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.
02A - 7
Appendix A Environmental Hazards 200321
02A.8.3.2 Fire
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid, car-
bonyl fluoride, carbon monoxide and carbon fluoride fragments of low
molecular weight).
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction systems.
02A - 8
200321 Environmental Hazards 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 corro-
sive remains of burnt fluoride rubber. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered to be
extremely corrosive.
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 gluconate-
gel is not available, continue to rinse with water. Contact medical
personnel.
02A - 9
Appendix A Environmental Hazards 200321
02A - 10
200322-01 Fuel, Lubricating Oil, Cooling Water
02.1 Fuel
02.1.1 General
02.1.2.1 Purification
Heavy fuel (residuals, and mixtures of residuals and distillate) must
be purified in an efficient centrifuge before entering the day tank. The
fuel is to be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are
stated in the diagram, chapter 02, Fig 02-1.
Be sure that the correct gravity disc is used. Never exceed the flow
rates recommended for the centrifuge for the grade of fuel in use. The
lower the flow rate the better the efficiency.
02.1.2.2 Heating
See diagram, Fig 02-1. Keep the fuel temperature about 10 C above the
minimum storage temperature indicated in the diagram in order to
minimize the risk of wax formation, and the temperature after the final
heater 5 - 10 C above the recommended temperature before injection
pumps to compensate for heat losses between heater and engine.
Centistokes
5000
2000
APPROX. PUMPING LIMIT
1000
600
H 700 cSt at 50 C
400 G
300 380 cSt at 50 C
A B
200 CENTRIFUGING
MINIMUM STORAGE TEMPERATURE
100 TEMPERATURE
80 VISCOSITY BEFORE
FUEL PUMPS
60 C
50
40 K
30 F
25
20 RECOMMENDED
RANGE D
16
14
12 E
10
9 GAS OIL
8 MAX. TEMP
7 MARINE DIESEL OIL
6
180 cSt at 50 C
5
5.5 cSt at 40 C 80 cSt at 50 C
4
11 cSt at 40 C 40 cSt at 50 C
3 14 cSt at 40 C
Example: A fuel oil with a viscosity of 380 cSt (A) at 50 C (B) or 80 cSt
at 80 C (C) must be preheated to 112 - 126 C (D-E) before the fuel
injection pumps, to 97 C (F) at the centrifuge and to minimum 40 C
(G) in storage tanks. The fuel oil may not be pumpable below 36 C (H).
To obtain temperatures for intermediate viscosities, draw a line from
the known viscosity/temperature point in parallel to the nearest viscos-
ity/temperature line in diagram.
Example: Known viscosity 60 cSt at 50 C (K). The following can be
read along the dotted line: Viscosity at 80 C = 20 cSt, temperature at
fuel injection pumps 74 - 86C, centrifuging temperature 86 C, mini-
mum storage tank temperature 28 C.
Conversion from various current and obsolete viscosity units to centi-
stokes can be made in the diagram, Fig 02-2. The diagram should be
used only for conversion of viscosities at the same temperature. The
same temperatures should then be used when entering the visco-
sity/temperature point into the diagram, Fig 02-1.
Centistokes
5000
2000
1000
600
400
300
200
100
80
60
50
40
30
25
20
16
14
12
10
9
8
7
6
5
4
Four types of fuels are defined for the WRTSIL Vasa 32 & 32LN,
WRTSIL 20, WRTSIL 32 and WRTSIL 46 engines:
HFO 1, heavy fuel oil of normal quality.
HFO 2, heavy fuel oil below normal standard quality.
DO, diesel oil or LFO, light fuel oil.
CRO, Crude oil.
The maintenance intervals are decided by the characteristics of the
used fuel, see Chapter 04 Maintenance Schedule.
a) The viscosity is not a measure of the fuel quality, but determines the
complexity of the fuel heating and handling system, as a heavy fuel oil has
to be heated to reach a viscosity of 16 - 24 cSt at the point of injection. At
low viscosities, the flow past the plunger in the injection pump in-
creases. This leads to a decrease in the amount of injected fuel, which
in bad cases might make it impossible to reach full engine output.
The standard engine fuel system is laid out for max. 55 cSt at 100 C
fuel (approx. 730 cSt at 50 C, approx. 7200 Redwood No.1 seconds at
100 F).
b) The density influences mainly on the fuel separation. Separators can
remove water and to some extent solid particles from fuels having
densities of up to 991 kg/m3 at 15 C. There are also separators on the
market that can clean fuel with densities of up to 1010 kg/m3 at 15 C.
The separator capability must be checked before purchasing a fuel with
a very high density, as a bad separation will lead to abnormal wear due
to unremoved particles and water. The separator disc must be chosen
according to the fuel density.
c) Ignition quality. Heavy fuels may have very low ignition quality. This
may cause trouble at start and low load operation, particularly if the
engine is not sufficiently preheated. Low ignition quality may also
result in a long ignition delay and can cause a fast pressure rise and
very high maximum pressures. This increases the mechanical load and
can even damage engine components such as e.g. piston rings and
bearings severely. Deposits on the piston top, on the exhaust valves, in
the exhaust system, and on the turbine nozzle ring and turbine blades
can also be expected. The turbocharger fouling will lead to decreased
turbocharger efficiency, and increased thermal load.
A symptom of low ignition quality is diesel knock, i.e. hard, high
pitched combustion noise. The effects of diesel knocking are increased
mechanical load on components surrounding the combustion space,
increased thermal load, as well as increased lubricating oil consump-
tion and contamination.
Caution! Although low ignition quality produces long ignition delays, ad-
vancing the injection timing makes things only worse: The fuel will
be injected at a lower compression temperature, and this will
produce an even longer ignition delay!
Determining of CCAI:
The CCAI is not an exact tool for judging fuel ignition properties.
Following rough guidelines can however be given:
Engines running at constant speed and load over 50 % can without
difficulty use fuels with CCAI-values of up to 870.
Engines running at variable speed and load can without difficulty
run on fuels with CCAI-values up to 860.
To avoid difficulties with poor ignition quality fuels the following
should be noted:
Sufficient preheating of the engine before start.
Proper function of the inverse cooling system.
Proper function of the injection system, especially the injection
nozzle condition must be good.
of heavy fuel oils varies widely. Water may come from several different
sources, it can either be fresh or salt. It can also originate from e.g.
condensation in the installations bunker tanks.
If the water is sweet and very well emulsified in the fuel, the
effective energy content of the fuel decreases with increasing
water content, leading to an increase in fuel consumption.
If the fuel is contaminated with sea water, the chlorine in the salt
will cause corrosion of the fuel handling system, including the
injection equipment. The effects of sodium, that also originates
from salt, are described more in detail below.
To avoid difficulties in the engine fuel injection system the water
content must be reduced to a max. of 0.3 % prior to the engine.
e) The sulphur in the fuel may cause cold corrosion and corrosive wear,
especially at low loads. Sulphur also contributes to deposit formation
in the exhaust system, normally together with vanadium and/or so-
dium in the form of sulphates. The deposits can also cause high
temperature corrosion, as described below.
f) A high ash content may be detrimental in several ways. Different ash
components can cause different problems:
Aluminium and silicon oxides originate from the refining process,
and can cause severe abrasive wear mainly of the injection pumps
and nozzles, but also of cylinder liners and piston rings. An
efficient fuel separation is a must for minimising wear.
Oxides of vanadium and sodium, mainly sodium vanadyl
vanadates, are formed during the combustion, and mix or react
with oxides and vanadates of other ash components, e.g. nickel,
calcium, silicon and sulphur. The sticking temperature of the
mixture may be such, that a deposit is formed on a valve, in the
exhaust gas system, or in the turbo-charger. This deposit is highly
corrosive in the molten state, destroying the protective oxide layer
on e.g. an exhaust valve, and leading to hot corrosion and a burned
valve. Deposits and hot corrosion in the turbocharger, especially
on the nozzle ring and turbine blades will cause a decreased
turbocharger efficiency. The gas exchange will be disturbed, less
air flows through the engine, and thus the thermal load on the
engine increases. The deposit formation increases at increased
temperatures and engine outputs.
To avoid the above mentioned problems when running on high ash
fuels, it is important to:
Have an efficient fuel separation.
Clean the turbocharger regularly with water, see section 15.3.
Have a strict quality control of the bunkered fuel, i.e. to see that
the amounts of ash and dangerous ash constituents stay low.
Maintain clean air filters and charge air coolers by regular clean-
ing based on pressure drop monitoring.
g) High carbon residue content may lead to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
Poor fuel quality will influence on wear, engine part lifetime and
maintenance intervals adversely.
Note! Never blend different oil brands unless approved by the oil supplier,
and during the warranty period, by the engine manufacturer.
Attention! Before using a lubricating oil not listed in the table the engine
manufacturer must be contacted. Lubricating oils that are not
approved have to be tested according to the engine manufac-
turers procedures.
Viscosity. Should not decrease by more than 20 % and not rise by more
than 25% above the guidance value at 100 C.
Should not decrease by more than 25 % and not rise by more than
45% above the guidance value at 40 C.
Flash point. Should not fall by more than 50 C below the guidance
value. Min. permissible flash point 190 C (open cup) and 170 C (closed
cup) . At 150 C risk of crankcase explosion.
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).
Fuel category A and B:
The minimum allowable BN value of a used oil is 50 % of the
nominal value of a new oil.
Fuel categories C and D:
The minimum allowable value of used oil is BN 20.
Insolubles. The quantity allowed depends on various factors. The oil
suppliers recommendations should be followed. However, an n-Pentane
insoluble value above 1.5 % calls for attention. A value higher than 2 %
cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a better
basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the
engine or of a system.
c) Compensate for oil consumption by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.
Attention to the lubricating oil consumption may give valuable infor-
mation about the engine condition.
A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase motivates
pulling the pistons, if no other reason is found.
d) Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil volume),
operating conditions, fuel quality, centrifuging efficiency and total oil
consumption. Efficient centrifuging and large systems (dry sump opera-
tion) generally allow for long intervals between changes. It is recom-
mended to follow up that the BN value of the lubricating oil keeps within
engine manufacturers limits during the whole oil change interval.
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. In-
sert 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.
See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as
in the engine. Turbocharger oil can also be used in the governor. In
low ambient conditions it may be necessary to use multigrade oil (e.g.
SAE 5W-40) to get a good control during start-up. Oil change interval,
see maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to collect
deposits. If the reason cannot be clarified and rectified, a shorter oil
change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.
If the system is equipped with a start booster, then this should
also be emptied when changing oil.
In installations whereby the actuator is equipped with a filter, it
has to be cleaned when changing oil.
Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.
Caution! If turbine oil is used in the governor, take care not to mix it with
engine lubricating oil. Only a small quantity of engine lubricating oil
into the turbine oil may cause heavy foaming.
Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo-
charger. One type of chargers has a common lubricating oil system with
the engine, see chapter 15, while the other type of chargers has an
internal lubricating system for the bearings, see chapter 15. See the
Instruction Book for the turbocharger, attached.
Note! In the ABB VTR..4 series turbochargers the use of synthetic low friction
lubricating oils is strongly recommended by the engine and the
turbocharger manufacturers!
Oil change interval is1500 h service for special mineral oils and 2500 h
service for synthetic lubricating oils.
Caution! Take care that the turbine oil is not mixed with engine lubricating
oil. Only a small quantity may cause heavy foaming.
The list of approved lubricating oils for the ABB VTR..4 series turbo-
chargers can be found in the end of this chapter. These lubricating oils
are, regarding viscosity and quality, according to the recommenda-
tions.
When taking fuel oil or lubricating oil samples the importance of proper
sampling can not be over-emphasised. The accuracy of the analysis
results is significantly dependent on proper sampling and the results
will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for transporta-
tion, ready made address labels, etc.) are available for example from
Wrtsil local network office. Rinse the sampling line properly before
taking the actual sample. Preferably also rinse the sample bottles with
the oil a couple of times before taking the sample, especially if "un-
known" sample bottles need to be used. Close the bottles tightly using
the screw caps provided. Seal all bottles and record all the separate
seal numbers carefully. Put the bottles to be sent for analysing in
Ziploc plastic bags to prevent any spillage. Gently squeeze the Ziploc
Place the bottle with the Ziploc bag inside the IATA carton box and
fold the box according to the assembly instructions given on the box.
Enclose a copy of the "Bunker Receipt", if available, before closing the
last flap on the IATA carton.
Check the DNVPS Air Courier Directory and use appropriate label
for the IATA carton box to ensure that the sample is forwarded to the
nearest DNVPS laboratory. Complete the courier dispatch instructions
on the side of the IATA carton. Fill in the DNVPS universal account
number (950 500 010) to prevent rejection from the courier company
(DHL). Complete the Proforma Invoice Form and tape it to the outside
of the IATA carton.
Call the air courier directly at the number as indicated in the Air
Courier Directory and request urgent pick-up, if necessary. When the
courier arrives you will need to complete an Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and
lubricating oil samples at site. The results will be achieved faster when
the dispatching is handled at site and additionally it is illegal to carry
fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on
possible corrective actions is available from Wrtsil, if needed.
02.3.1 General
Caution! Distilled water without additives absorbs carbon dioxide from the
air, which involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for
use of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant onboard often has
a high chloride content (higher than the permitted 80 mg/l) causing
corrosion.
02.3.2 Additives
Attention! The use of emulsion oils, phosphates and borates (sole) is not
accepted.
Nitrite Concentration
X ppm
Nitrite based cooling water additives are so called anodic inhibitors and
require proper dosing and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the
conductivity of the water. The conductivity is on the other hand one of
the main parameters affecting the corrosion rate once a corrosion
process gets started, the higher the conductivity the higher the corro-
sion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion in
the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate as
a function of the nitrite dosage in Fig 02-4. Observe that the position
of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but will shift depending on temperature, pH, chlorides &
sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
02.3.3 Treatment
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.
Water used for Direct Water Injection (DWI) has to fulfill the following
requirements:
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The required lubricating oil alkalinity is tied to the fuel specified for the engine, which is
shown in the table below.
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It is recommended to use in the first place BN 50-55 lubricants when operating on heavy
fuel. This recommendation is valid especially for engines having wet lubricating oil sump
and using heavy fuel with sulphur content above 2.0 % mass. BN 40 lubricants can be used
when operating on heavy fuel as well if experience shows that the lubricating oil BN
equilibrium remains at an acceptable level.
BN 30 oils are also a recommended alternative when operating on crude oil. Though crude
oils many times have low sulphur content, they can contain other acid compounds and thus
an adequate alkali reserve is important.
The intervals between lubricating oil changes may be extended by adding oil daily to keep
the oil level constantly close to the maximum level.
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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 (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
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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
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Use of virgin base stocks only is allowed, i.e. recycled or re-refined base oils are not
allowed.
Page Document No Rev
3 (7) 4V92A0645 h
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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.
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In order to minimize the risk of lubricating oil foaming, deposit formation, blocking of
lubricating oil filters, damage of engine components, etc., the following procedure should
be followed when lubricating oil brand is changed from one to another:
If possible, change the lubricating oil brand in connection with an engine (piston)
overhaul
Drain old lubricating oil from the lubricating oil system
Clean the lubricating oil system in case of an excessive amount of deposits on the
surfaces of engine components, like crankcase, camshaft compartment, etc.
Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.
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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.
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If gas oil or marine diesel oil is used as fuel, lubricating oils with a BN of 10-25 are
recommended to be used. Also BN 30 lubricating oils included in Table 3 can be used in
gas oil and marine diesel oil fuelled engines.
Page Document No Rev
4 (7) 4V92A0645 h
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Approved system oils - fuel categories A and B, recommended in the first place in gas oil or
marine diesel oil installations:
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Todays modern trunk piston diesel engines are stressing the lubricating oils heavily due to
a.o. low specific lubricating oil consumption. Also ingress of residual fuel combustion
products into the lubricating oil can cause deposit formation on the surface of certain
engine components resulting in severe operating problems. Due to this many lubricating oil
suppliers have developed new lubricating oil formulations with better fuel and lubricating oil
compatibility. The lubricating oils mentioned in Table 2 are representing new detergent/
dispersant additive chemistries and have shown good performance in Wrtsil engines.
Page Document No Rev
5 (7) 4V92A0645 h
7DEOH
Approved system oils - fuel category C, recommended in the first place when operating on
heavy fuel in order to reach full service intervals, BN 50-55 lubricating oils preferred in the
first place:
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Approved system oils - fuel categories A, B, C and D. Lubricating oils with BN 30 included
in Table 3 are designed to be used when operating on crude oil and in special cases when
operating on heavy fuel, e.g. in installations equipped with an SCR catalyst.
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&$7(*
Before using a lubricating oil not listed in Tables 1-3, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturers procedures.
Page Document No Rev
7 (7) 4V92A0645 h
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An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the same oil can be used
as in the engine. Turbocharger oil can also be used in the governor. In low ambient
conditions it may be necessary to use a multigrade oil (e.g. SAE 5W-40) to get a good
control during start-up. Oil change interval: 2000 service hours.
Wrtsil ,167$//$7,210$18$/
Technology Oy Ab
Finland
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, Appd. 12.10.1998 EFl / Fontell 1 (4) 4V92A0765 c
34SG, 32DF,
50DF
Revised date: 10.1.2003 Changed by: Kji /ILe Approved by: VJn / Nurminen D-message No.: 43058
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Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
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pH min. 6.5
Hardness max. 10 dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l
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Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 (L)
One Nalco Centre Nalcool 2000
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nalfleet EWT 9-108
Winnington Avenue, Northwich Nalfleet CWT 9-131C
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
RRS-Yhtit Korrostop KV
Pieksmentie 398A
77570 Jppil, Finland
Tampereen Prosessi-Insinrit Oy Ruostop XM
Keisarinviitta 22
33960 Pirkkala, Finland
Texaco Global Products, LLC Havoline XLi
1111 Bagby
Houston, TX 77002
TotalFinaElf WT Supra
Diamant B, 16, rue de la Rpublique
92922 Paris La Dfense Cedex, France
Unitor ASA Dieselguard NB
P.O. Box 300 Skyen Rocor NB liquid
N-0212 Oslo, Norway Cooltreat AL
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands
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.
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3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU
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3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU
1RWH)RUVRPHSURGXFWVWKHUHFRPPHQGHGPLQLPXPDQGPD[LPXPOLPLWV
DUHOLVWHGLQWKHWDEOHDERYH6LQFHWKHDPRXQWRIDFWLYHFRUURVLRQLQKLELWRUV
HVSHFLDOO\QLWULWHVLVGHFUHDVLQJGXULQJWKHVHUYLFHRIHQJLQHVWKHHQJLQH
PDQXIDFWXUHUUHFRPPHQGVWRVWDUWWKHGRVDJHIURPWKHXSSHUOHYHO
$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 c
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
2
4
WRTSIL 32 03 - 1
03 Start, Stop and Operation 32-9901
03.2 Start
1. Remote start
2. Local start
3. Emergency start (solenoid valve)
4. Emergency start (starting valve)
Note! Never leave the engine running when covers are removed.
03 - 2 WRTSIL 32
32-9901 Start, Stop and Operation 03
Note! The starting air supply should be open when the engine is
running, otherwise the pneumatic stop may not work.
WRTSIL 32 03 - 3
03 Start, Stop and Operation 32-9901
03.3 Stop
03.3.2 General
The engine can always be stopped manually (with the stop lever)
independent of the remote control or automation system.
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 and the starting air line
drained. Otherwise it might cause engine damage and/or
personal injury.
03 - 4 WRTSIL 32
32-9901 Start, Stop and Operation 03
WRTSIL 32 03 - 5
03 Start, Stop and Operation 32-9901
40
30
f=Relative humidity %
20
10
0
10
Water dewpoint C
30
40
50 P=1,5
60 P=4,5 P=3,5 P=2,5
70
.01 .02 .03 .04 .05 .06 .07 .08 .09
Water content (kg water/kg dry air)
03 - 6 WRTSIL 32
32-9901 Start, Stop and Operation 03
03.4.5 General
1 There is no automatic supervision or control arrangement
that can replace an experienced engineers observations.
LOOK at and LISTEN to the engine!
WRTSIL 32 03 - 7
03 Start, Stop and Operation 32-9901
03 - 8 WRTSIL 32
32-9901 Start, Stop and Operation 03
Note! Observe that the crankshaft has to be turned in order to get oil
through all connecting rods.
WRTSIL 32 03 - 9
03 Start, Stop and Operation 32-9901
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.
The important thing is to vary the load several times. The ring
groove will have a different tilting angle at each load stage, and
consequently the piston ring a different contact line to the cylinder
liner.
The running-in may be performed either on distillate or heavy
fuel, using the normal lubricating oil specified for the engine.
03 - 10 WRTSIL 32
32-9901 Start, Stop and Operation 03
Running-in programme
Engine
load %
After change of piston rings, pistons or cylinder liners,
after honing cylinder liners
100
90
80
70
60
50 1
40
30
20
10
0
2
1 2 3 4 5 6 7h
1 Stop. Check big end bearing temperatures Operating hours
WRTSIL 32 03 - 11
03 Start, Stop and Operation 32-9901
03 - 12 WRTSIL 32
32-200343-01 Maintenance Schedule 04
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. When using diesel oil or intermediate fuels of
comparatively good quality as fuel oil it may be possible to
lengthen the stated maintenance intervals considerably depend-
ing on the engine load. See also the instruction books of the
turbocharger and the governor, separate instructions for addi-
tional equipment and chapter 03.
1 Before any steps are taken, carefully read the corre-
sponding item in this Manual.
2 Note the Risk Reduction in chapter 00A.
3 Note the Environmental Hazards in chapter 02A.
4 At all maintenance work, observe the utmost cleanli-
ness and order.
5 Before dismantling, check that all systems concerned are
drained or the pressure released. After dismantling, im-
mediately cover holes for lubricating oil, fuel oil and air with
tape, plugs, clean cloth or the like.
6 When exchanging a worn-out or damaged part pro-
vided 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.
WRTSIL 32 04 - 1
04 Maintenance Schedule 32-200343-01
04 - 2 WRTSIL 32
32-200343-01 Maintenance Schedule 04
WRTSIL 32 04 - 3
04 Maintenance Schedule 32-200343-01
04 - 4 WRTSIL 32
32-200343-01 Maintenance Schedule 04
WRTSIL 32 04 - 5
04 Maintenance Schedule 32-200343-01
04 - 6 WRTSIL 32
32-200343-01 Maintenance Schedule 04
WRTSIL 32 04 - 7
04 Maintenance Schedule 32-200343-01
Overhaul interval
Fuel
Average load > 75 % Average load < 75 %
HFO 2 12 000 12 000
HFO 1 16 000 16 000
DO 20 000 20 000
04 - 8 WRTSIL 32
32-200343-01 Maintenance Schedule 04
WRTSIL 32 04 - 9
04 Maintenance Schedule 32-200343-01
04 - 10 WRTSIL 32
32-200237 Maintenance Tools 05
05.Maintenance Tools
05.1 General
Maintenance of the Wrtsil engines requires some special tools devel-
oped 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
W32 and W34SG engines.
The tool sets are grouped in order to facilitate selection for specific
service operations.
Note! This chapter includes all available tools for the engines specified
hereabove. See also specific installations tool list. Some of the tools
are applicable for certain cylinder numbers and with certain engine
mounted equipment.
W32/W34SG 05 - 1
05 Maintenance Tools 32-200237
05 - 2 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 3
05 Maintenance Tools 32-200237
05 - 4 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 5
05 Maintenance Tools 32-200237
05 - 6 W32/W34SG
32-200237 Maintenance Tools 05
Piston 110
W32/W34SG 05 - 7
05 Maintenance Tools 32-200237
05 - 8 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 9
05 Maintenance Tools 32-200237
05 - 10 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 11
05 Maintenance Tools 32-200237
Turbocharger 372
05 - 12 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 13
05 Maintenance Tools 32-200237
05 - 14 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 15
05 Maintenance Tools 32-200237
05 - 16 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 17
05 Maintenance Tools 32-200237
05 - 18 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 19
05 Maintenance Tools 32-200237
05 - 20 W32/W34SG
32-200237 Maintenance Tools 05
W32/W34SG 05 - 21
05 Maintenance Tools 32-200237
05 - 22 W32/W34SG
32-200251 Adjustments, Clearances and Wear Limits 06
06.1 Adjustments
Valve timing
The valve timing is fixed and cannot be changed individually,
cylinder by cylinder.
Valve timing
TDC
Inlet valve opens Exhaust valves closes
VE
IN LET V ALVE
AUST VAL
EXH
Set values:
Valve clearances: inlet valves 0.4 mm
exhaust valves 0.8 mm
Fuel delivery commencement: See test records
Opening pressure of fuel injection valve: 600 bar (not Com-
mon Rail)
Electro-pneumatic tripping speed (Std engines):
Nominal speed WECS 2000 Relay-Module
720 RPM 820 10 RPM 840 10 RPM
750 RPM 860 10 RPM 880 10 RPM
WRTSIL 32 06 - 1
06 Adjustments, Clearances and Wear Limits 32-200251
Normal
Part, measuring point clearance (mm) Wear limit (mm)
10 Main bearing clearance 0.225-0.346
(also flywheel bearing)
Journal, diameter 339.85
Journal, out of circularity 0.05
Journal, taper 0.025/100
Main bearing shell thickness Section
Trimetal shells 10.2.2
Bimetal shells 7.35 mm
Assembled bearing bore 340.360
Thrust bearing, axial clearance 0.30 -0.50 0.80
Thrust washer thickness 14.60
Camshaft bearing clearance 0.160-0.269
Assembled bearing bore (Vertical direction) 230.350
Camshaft thrust bearing, axial clearance 0.250-0.700 1.0
Cylinder liner, diameter top: 320.80
bottom: 320.30
Cylinder liner, out of cylindricity at TDC 0.25
11 Big end bearing clearance 0.210-0.307
Crank pin, out of circularity 0.05
Crank pin, taper 0.035/100
Big end bearing shell thickness Section
Trimetal shells 11.3.4
Bimetal shells 7.37
Big end bore 324.90
ovality 0.10
Assembled bearing bore (Rod assembled) 310.400
Gudgeon pin bearing clearance 0.09-0.159
Assembled bearing bore 150.180
Connecting rod axial clearance in piston 0.5 -1.0
Clearance gudgeon pin - piston 0.050-0.084
Bore diameter in piston 135.1
Piston ring gap I (Clamped 320) 0.7 -1.1
Piston ring gap II (Clamped 320) 1.3 -1.6
Oil scraper ring gap (Clamped 320) 1.2 - 1.5
Piston ring height clearance:
Compression ring I (C84) 0.143-0.185 0.50
Compression ring II (C99) 0.143-0.185 0.50
Oil scraper ring (C79) 0.063-0.105 0.35
Piston ring groove height: Groove I 8.50
Groove II 8.50
Groove III 8.30
12 Valve guide diameter assembled 24.25
Valve stem diameter 23.95
Valve stem clearance 0.100-0.156 00.30
06 - 2 WRTSIL 32
32-200251 Adjustments, Clearances and Wear Limits 06
Normal
Part, measuring point clearance (mm) Wear limit (mm)
13 Intermediate gear of camshaft drive
bearing clearance 0.2-0.299 0.35
axial clearance 0.4-0.6 0.9
Camshaft driving gear backlash:
Crankshaft gear wheel (6)/
large intermediate gear wheel (3) 0.42-0.82
Small intermediate gear wheel (5)/
camshaft gear wheel (1) 0.33-0.65
14 Valve tappet, diameter clearance 0.072-0.161
Bush diameter, bore 40.09
Bearing clearance bush-tappet pin
before 08/1999 0.034-0.066
after 08/1999 0.059-0.091
Rocker arm bore 75.35
Clearance rocker arm-shaft 0.01-0.075
Yoke bore diameter 30.1
Yoke diameter clearance 0.065-0.103
16 Nozzle needle lift (std engines)
Nozzles stamped, before 04/99 0.68- 0.72 0.77
Nozzles stamped, after 04/99 0.83- 0.87 0.92
Nozzle needle lift (DWI, diesel) 0.85- 0.90 0.95
Nozzle needle lift (DWI, water) 0.70- 0.75 0.80
Injection pump tappet
Distance (X) between adjusting screw and the upper
surface of the tappet housing, see Fig 16-1. 80 0.05
Prelift of the tappet 6
16 CR Nozzle needle lift (Common Rail engines) 0,85 0.02 0,95
Prelift of the high pressure pump 5,8
(Common Rail engines)
17 Fuel feed pump backlash for driving gear - L32 0.26-0.61
Base tangent length
over three (3) teeth, spanned - L32 62.027-61.939
18 Lubricating oil pump bearing clearance -L32 0.13 -0.17 0.20
-V32 0.19 -0.25 0.30
Axial clearance 0.20 -0.40
Backlash for driving gear -L 32 0.24 -0.62
- V32 0.27 -0.75
Base tangent length (driving gear)
over four (4) teeth, spanned - L32 86.312 -86.4
over seven (7) teeth, spanned - V32 160.084-160.156
Prelubricating oil pump bearing clearance -L32 0.01- 0.10
-V32 0.02- 0.17
Axial clerance -L32 0.07- 0.15
-V32 0.10 -0.30
Backlash for pump gears -L 32 0.10- 0.30
- V32 0.15 -0.40
18A Control oil pressure on Common Rail engines 200 2.5 bar
Backlash for control oil pump gear 0.35 -0.72
19 Water pump backlash for driving gear
-L32 0.35 -0.72
-V32 0.30 -0.63
Base tangent length over three (3) teeth, spanned 61.939-62.027
WRTSIL 32 06 - 3
06 Adjustments, Clearances and Wear Limits 32-200251
Normal
Part, measuring point clearance (mm) Wear limit (mm)
22 Bearing clearance for governor driving shaft 0.025-0.066 00.1
Axial clearance 0.2 -0.5
Backlash for driving gear 0.10 -0.40
Control shaft bearing clearance 0.010-0.126 0.25
06 - 4 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
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
F E D
H, I
A
WRTSIL 32 07 - 1
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
3
1
5
2
07 - 2 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
6 2
Note! See section 13.2 for intermediate gears and camshaft drive.
WRTSIL 32 07 - 3
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
B: Governor drive
07 - 4 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
C: Cylinder head
1 4 7
5
8
6
III I V
IV II VI
2
WRTSIL 32 07 - 5
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
D: Injection pump
2
A
07 - 6 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
3
2
4
7
WRTSIL 32 07 - 7
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
07 - 8 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
1 2 3 4
Friction ring
1 2 3 4 5
WRTSIL 32 07 - 9
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
9
6
1 2 3 4
7
5
07 - 10 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
1 2 3 4
WRTSIL 32 07 - 11
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
2
3
Flow fuse #5
Pos. Screw connection Torque (Nm)
1. Fastening screw 795
2. Fastening nut 805
3. Limiter screw for shut off stem 51
4. Fastening screw for plug 71
Flow fuse #7
Pos. Screw connection Torque (Nm)
1. Fastening nut 252
2. Nut 342
07 - 12 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
WRTSIL 32 07 - 13
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
5 1 6
07 - 14 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
F: Piston
1 2
Piston type 1
Pos. Screw connection Torque (Nm)
1. Piston crown connection screws.
1. Lubricate threads and contact
surfaces with engine oil.
2. Tighten the screws crosswise. 155 Nm
3. Loosen the screws.
4. Pre-tighten the screws crosswise. 40 Nm
5. Tighten the screws crosswise further with an
angle of 805
6. Test for the right tightness. Screw should not
move when tightening by125 Nm torque.
Note! When changing piston top renew the
screws if overall lenght exceeds 169.5 mm
Piston type 2
Pos. Screw connection Torque (Nm)
2. Piston crown connection screws.
1. Lubricate threads and contact
surfaces with engine oil.
2. Tighten the screws. 250Nm
3. Loosen the screws.
4. Tighten the screws. 80 Nm
5. Tighten the screws further with an
angle of 90(+0/-10)
7. Test for the right tightness. Screw should not
move when tightening by 250 Nm torque.
Note! When changing piston top renew the
screws if overall lenght exceeds 131.4 mm
WRTSIL 32 07 - 15
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
F: Piston
4 3
A
Piston of type 3
Piston type 3
Pos. Screw connection Torque (Nm)
3. Piston crown connection screws.
1. Lubricate threads and contact
surfaces with engine oil.
2. Tighten all screws. 301 Nm
3. Tighten all screws further with an
angle of 96 (+5/-0)
4. Loosen screws 1 and 3.
5. Tighten screws 1 and 3. 301 Nm
6. Tighten screws 1 and 3 further with an
angle of 81 (+5/-0)
7. Loosen screws 2 and 4.
8. Tighten screws 2 and 4. 301 Nm
9. Tighten screws 2 and 4 further with an
angle of 81 (+5/-0)
10. Test for the right tightness. Screw should not
move when tightening by 165 Nm torque.
Note! When changing piston crown renew all
screws
07 - 16 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
WRTSIL 32 07 - 17
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
1
3
1
2
Note! To avoid damaging the threads (Pos. 2 and 3), heat up the
screws before loosening.
07 - 18 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
1. Screw
WRTSIL 32 07 - 19
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
07 - 20 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
4
5
4
6
WRTSIL 32 07 - 21
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
The stud bolts are tightened to the casting at the following torques:
3 3
07 - 22 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
WRTSIL 32 07 - 23
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
Hydraulic cylinder
1. Filling plug 4
2. Release valve
3. Hose
4. Hydraulic cylinder
5. Hose
6. Pressure gauge
7. Plug hole 1 6 3
Hydraulic oil
A B 7 2 5
07 - 24 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
To ensure that the nut will be properly tightened, the pressure can
be raised in two steps. Pump the pressure according to section 07.3.1
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! Before the engine is started, ensure that all screw connections
that have been opened are properly tightened and locked.
WRTSIL 32 07 - 25
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
1
B
Hydraulic oil
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 32,2 cm2 which gives the
following relation between pressure and force (using tool
2V83E0186), see Fig 07-25, (1)
In the previous tool (marked with 3V83E0061) the effective area
of the piston is 14,42 cm2. The relation between pressure and force
is shown in Fig 07-25, (2).
07 - 26 WRTSIL 32
32-200340-01 Tightening Torques and Use of Hydraulic Tools 07
800
600
(2) (1)
400
200
2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 22000 24000 26000 kp
20000 40000 60000 80000 100000 120000 140000 160000 180000 200000 220000 240000 N
WRTSIL 32 07 - 27
07 Tightening Torques and Use of Hydraulic Tools 32-200340-01
07 - 28 WRTSIL 32
32-9901 Operating Troubles, Emergency Operation 08
WRTSIL 32 08 - 1
08 Operating Troubles, Emergency Operation 32-9901
08 - 2 WRTSIL 32
32-9901 Operating Troubles, Emergency Operation 08
WRTSIL 32 08 - 3
08 Operating Troubles, Emergency Operation 32-9901
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, valve 19.1.4
closed), too high raw water temperature 01.3
c) Oil cooler clogged, deposits on tubes 18.5
d) Faulty thermostat valve 18.6
Abnormally high cooling water outlet temperature, difference 01.2
15. between cooling water inlet and outlet temperatures too large
a) One of temperature sensors faulty
b) Circulating water cooler clogged, deposits on tubes
c) Insufficient flow of cooling water through engine (circulating water pump faulty), air in 19.3
system, valves closed 03.4.1
d) Thermostat valve faulty 19.4
16. Water in lubricating oil 02.2.3, 03.4.1
a) Leaky oil cooler 18.5
b) Faulty lubricating oil separator. See separator instruction book! 02.2.3
Water in charge air receiver 15.5
17. (escapes through drain pipe in air cooler housing)
a) Leaky air coolers
b) Condensation (too low charge air cooling water temperature) 03.4.1, Fig 03-2
18. Engine looses speed at constant or increased load
a) Engine overloaded, a further increase of fuel supply is prevented by the mechanical 22.1, Fig 22-1
load limiter pos. 11
b) See points 2c, f, g, h, i
c) See points 4c, d, 5g
19. Engine stops
a) Shortage of fuel, see points 2h, i
b) Automatic stop device has tripped 23.2.3
c) Faulty governor or governor drive 22.
d) Power failure to WECS 23.
Engine does not stop although stop lever is set in stop position or
20. remote stop signal is given
a) Injection pump control rack wrongly set (3b, c)
Block fuel supply as near the engine as possible (e.g. by fuel filter three-way cock).
Before restarting the engine, the fault must be located and corrected. Great risk of
overspeed.
b) Faulty stop automation. Stop by means of stop lever 23.2.3
c) The engine driven by generator or propeller or by another engine connected to same
reduction gear
Engine overspeeds and does not stop although
21. overspeed trip device trips
a) Injection pump control rack wrongly set (3b,c). Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three-way cock.
b) An overspeeding engine is hard to stop. Therefore, check regularly the adjustment of 22.3
the control mechanism (the injection pump rack positions):
1) the stop lever being in stop position or the overspeed trip device being tripped and
the speed governor at max. fuel admission
2) the stop lever and the overspeed trip being in work position and the speed
governor in stop position.
This control should be done always when the control mechanism or the injection
pumps have been touched.
08 - 4 WRTSIL 32
32-9901 Operating Troubles, Emergency Operation 08
WRTSIL 32 08 - 5
08 Operating Troubles, Emergency Operation 32-9901
b) Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16.
Remove the valve push rods and hang up the tappet in upper
position by locking pins 800067 included in the tool set. Mount
the tubes covering the push rods.
Warning! Note with locked tappet in upper position should the push rods
be removed otherwise will the piston contact with the valves.
08 - 6 WRTSIL 32
32-9901 Operating Troubles, Emergency Operation 08
WRTSIL 32 08 - 7
08 Operating Troubles, Emergency Operation 32-9901
08 - 8 WRTSIL 32
32-200150 Engine Block with Bearings, Oil Sump and Cylinder Liner 10
10.1 Description
Data and dimensions The engine block is cast in one piece. The main water and
Material: Nodular cast iron lubricating oil distributing pipes and the charge air receiver are
Weight (dry): 9100 kg (6L32) integrated in the engine block. The main bearing caps, which
12 000 kg (8L32) support the underslung crankshaft, are clamped by hydraulically
13 600 kg (9L32)
tensioned screws, two from below and two horizontally. The
12 000 kg (12V32)
16 000 kg (16V32) bearing shells are axially guided by lugs to provide correct assem-
18 000 kg (18V32) bly.
20 000 kg (20V34SG) 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 are made of special alloyed cast iron. 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 over pressure in case of a crankcase
explosion. The crankcase is furthermore provided with a vent
pipe. This pipe should be conducted away from the engine room.
WRTSIL 32/34SG 10 - 1
10 Engine Block with Bearings, Oil Sump and Cylinder Liner 32-200150
10 - 2 WRTSIL 32/34SG
32-200150 Engine Block with Bearings, Oil Sump and Cylinder Liner 10
A1 A2
B1 B2
Hydraulic cylinder combination
Screw A1 A2 B1 B2
Hydraulic tool Main bearing and thrust bearing screws Main bearing screws
Cylinder 800041 (3V86B78) 800046 (3V86B218)
Sleeve 800042 (3V86B46) 800095 (3V86B333)
Pin 800043 (4V86B11) 800049 (4V86B02)
Action/Screw Comments Hydraulic pressure
One by one in order according to free choice. 615...635 bar
A1 A2 Two nuts per side can be loosened simultaneously
Loosening
B1 B2 Always loosened simultaneously 615...635 bar
B1 B2 Simultaneously hand tight with pin 4V86B02
A2 bolt tensioned first with 100 bar hydraulic pressure
A2 and the nut turned with pin to contact 100 bar
B1 B2 1. Tighten simultaneously with 250 bar hydraulic pressure 250 bar
2. Release the pressure 0 bar
3. Tighten simultaneously with 615 bar hydraulic pressure 615 bar
Tightening A2 Tighten one or two nuts simultaneously on the same side,
first step with 250 bar hydraulic pressure 250 bar
WRTSIL 32/34SG 10 - 3
10 Engine Block with Bearings, Oil Sump and Cylinder Liner 32-200150
Hydraulic jack
Straight side of
main bearing cap
Connection for
DOWN
10 - 4 WRTSIL 32/34SG
32-200150 Engine Block with Bearings, Oil Sump and Cylinder Liner 10
Caution! A bearing shell forced into its place can be completely de-
stroyed due to deformation.
WRTSIL 32/34SG 10 - 5
10 Engine Block with Bearings, Oil Sump and Cylinder Liner 32-200150
Note! The hydraulic pressure in the tool must keep stable when
tightening the nuts.
10 - 6 WRTSIL 32/34SG
32-200150 Engine Block with Bearings, Oil Sump and Cylinder Liner 10
WRTSIL 32/34SG 10 - 7
10 Engine Block with Bearings, Oil Sump and Cylinder Liner 32-200150
Thrust bearing
10 - 8 WRTSIL 32/34SG
32-200150 Engine Block with Bearings, Oil Sump and Cylinder Liner 10
5 Insert the turning tool 800005 into the bearing journal ra-
dial 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 de-
stroyed due to deformation.
WRTSIL 32/34SG 10 - 9
10 Engine Block with Bearings, Oil Sump and Cylinder Liner 32-200150
Note! The hydraulic pressure in the tool must keep stable when
REASSEMBLY
tightening the nuts.
1. Mount the nuts, the distance
sleeves and the cylinders.
2. Connect the hoses, open the
pressure release valve.
Tighten the cylinders to expel 20 Connect the hydraulic pump and hose to the tool on
oil out of these. the already pretightened side screw (A2), see Fig 10-1.
21 Rise the pressure in the hydraulic tool to 250 bar and
turn the nut to contact with the pin 800043.
22 Mount the distance sleeve 800042 and the hydraulic
tool 800041 in position on the opposite side screw (A1), see Fig
Hydraulic oil
10-1.
23 Rise the pressure in the hydraulic tool to 250 bar and
3. Close the valve and pump
pressure to stated value for turn the nut (A1) to contact.
step 1.
4. Turn the nuts until close
contact is reached.
24 Tighten the side screw (A2) to full stated pressure.
5. Release the pressure by
opening the valve. 25 Tighten the side screw (A1) to full stated pressure.
6. Close the valve and pump
pressure to the full stated value.
7. Turn the nuts until close
26 Remove the tools, mount the main bearing temperature
contact is reached.
8. Open the valve and remove
sensor, the cable clamps and the crankcase covers.
the tool set.
10 - 10 WRTSIL 32/34SG
32-200150 Engine Block with Bearings, Oil Sump and Cylinder Liner 10
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.
30
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
2010519312 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 800008 is delivered with the engine.
b) Check the inner diameter of the cylinder liner.
WRTSIL 32/34SG 10 - 11
10 Engine Block with Bearings, Oil Sump and Cylinder Liner 32-200150
3 Mount the water jacket (1) and tighten the fixing screws
by hand.
4 Lubricate the guiding faces with grease and assemble the
lifting tool, see Fig 10-4.
5 Check that the O-ring grooves of the cylinder liner are
clean and insert new O-rings. Lubricate the O-rings with soap
or similar. Note ! The O-rings in the cooling water spaces must
not be lubricated with oil based lubricants.
6 Lower the liner carefully into the bore of the engine
block. When the lower part of the liner touches the engine block,
align the liner so that the distinct mark on the liner is directed
towards the driving end of the engine, on the V-engine B-bank
towards the free end of the engine, see Fig 10-4.
Note! Design with sensors slight upwards, do not lower it
completely yet, to ease the mounting of the temperature sen-
sors.
7 Mount the screw (5) and loosen the water jacket fixing
screws (only in alternative design).
8 Lift the cylinder liner with water jacket 15-20 cm to enable
assembling of the sensors (only in alternative design).
9 Assemble the temperature sensors.
10 Lower the liner into the bore and remove the lifting tool.
11 Tighten the water jacket fixing screws to the stated
torque.
12 Check the inner diameter of the cylinder liner,
especially at the level of the guiding surfaces.
13 Mount the piston with the connecting rod upper part,
anti polishing ring and cylinder head, see sections 11.3.5 and
12.2.3. Refill the cooling water.
14 Check the O-ring seals from the water jacket while cir-
culating cooling water. If there is an engine driven cooling
water pump, apply 3 bar static pressure.
10 - 12 WRTSIL 32/34SG
32-200150 Engine Block with Bearings, Oil Sump and Cylinder Liner 10
800007
WRTSIL 32/34SG 10 - 13
10 Engine Block with Bearings, Oil Sump and Cylinder Liner 32-200150
10 - 14 WRTSIL 32/34SG
32-200020 Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
11.1.1 General
The crankshaft is counterbalanced by means of weights on the
crank webs. The Wrtsil 32 engines have counterweights on all
webs.
11.2 Crankshaft
WRTSIL 32 11 - 1
11 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-200020
+
1. Measuring unit E A 3 0
2. Cable Operating side Rear side
-
3. Transducer
4. Cable holder 4
145
D B
C
As seen from flywheel end
11 - 2 WRTSIL 32
32-200020 Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
WRTSIL 32 11 - 3
11 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-200020
11 - 4 WRTSIL 32
32-200020 Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
6. Screw 800012 C 6
7. Securing ring
800009 Dismounting tool for 800013 View C
antipolishing ring
800010 Assembly tool for piston
800012 Lifting tool for piston
800013 Clamp device for piston rings 7
800020 Hydraulic tightening tool
for connecting rod nuts
Cyl. nr.
800010
800020 800009
Cyl. nr.
800020
WRTSIL 32 11 - 5
11 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-200020
Note! Do not mix the shims (2) with other connecting rod shims.
11 - 6 WRTSIL 32
32-200020 Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
Note! Do not mix the shims (2) with other connecting rod shims.
WRTSIL 32 11 - 7
11 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-200020
800018
800101
800100
11 - 8 WRTSIL 32
32-200020 Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
24 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.
25 Pull the upper part of the big end bearing cap out of
the crankcase rear side of the engine, by using the sledge.
Support the upper half sideways and dont drop it.
Note! Take care not to damage the crank pin or the threads of the
studs.
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 the piston rings,
and remove burned carbon deposits from the piston and piston
ring grooves e.g. by using an old piston ring. 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 kero-
sene 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.
WRTSIL 32 11 - 9
11 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-200020
When mounting a new cylinder liner, or honing the old liner, all
rings are to be replaced by new ones, acc. to chapter 04.
Note! It is very important that the bearing shells are mounted straight.
11 - 10 WRTSIL 32
32-200020 Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
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 Take off the protecting tape from the crank pin oil holes
and lubricate the crank pin with clean engine oil.
800017
800102
55
800020 800098
800099
Note! The guiding pins between upper part of connecting rod and
big end should be towards free end.
WRTSIL 32 11 - 11
11 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-200020
Note! It is very important that the bearing shells are mounted straight.
7 Lift the upper big end half with the sledge in the mount-
ing flute.
8 Push the upper big end half carefully against the crank-
shaft, take care not to damage the crank pin.
9 Clean the big end lower half carefully. Lubricate the
bearing surface and back side of the bearing shell with oil.
Mount the shell, so that the lug guides in its groove.
Note! It is very important that the bearing shells are mounted straight.
11 - 12 WRTSIL 32
32-200020 Crank Mechanism: Crankshaft, Connecting Rod, Piston 11
22 Lubricate the piston and place the clamp device for pis-
ton rings, 800013, around the piston, checking that the piston
rings slide into their grooves.
23 Mount the guiding plug 800017 in the screw hole on the
upper part of the connecting rod, see Fig 11-5.
24 Mount the limiter 800018 for piston inside the cylinder
liner.
25 Rotate the crank pin of the cylinder concerned in the
BDC by using turning device.
REASSEMBLING
1. Lift the distance sleeve.
30 Place the upper part of the connecting rod and the big
2. Lift the hydraulic cylinder and
screws in a one package in pos. end, take care not to damage the studs and threads. Remove
3. Connect hoses, open valve.
4. Tighten the tool assembly, the limiter.
until the piston and cylinder is
on the same level.
5. Close the valve, pump to 31 Turn the crankshaft counter-clockwise until the nuts
required pressure.
Tighten the nuts. Release the can be mounted. Remove the mounting tools.
pressure slowly.
6. Repeat steps 4, and 5.
7. Open the valve slowly and
remove the tool.
32 Assemble the hydraulic tools, hoses and proceed with
tightening of the nuts in two steps as described in adjacent
figure. Tightening torques see section 07.3.
WRTSIL 32 11 - 13
11 Crank Mechanism: Crankshaft, Connecting Rod, Piston 32-200020
Note! Check that the connecting rod is movable axially after tight-
ening.
11 - 14 WRTSIL 32
32-200138 Piston Overhaul Appendix B
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 W32 32LN W32DF W34SG
crown
KS / (type 1) Four (4) M16 screws X(1) X X
Mahle / (type 2) Two (2) M22 screws X X X
Wecometal / (type 3) Four (4) M14 screws X X
Note! (1) On W32 KS-piston crown, there is only an inner support surface.
Pistons
11B - 1
Appendix B Piston Overhaul 32-200138
11B.2 Pistons
11B.3.3 Measurements
11B.3.4 Reconditioning
11B - 2
32-200138 Piston Overhaul Appendix B
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
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
It is not allowed to mix partly worn but reusable crowns and skirts!
11B - 4
32-200252-01 Cylinder Head with Valves 12
2 12
1. Bearing bracket
2. Rocker arm 3
3. Yoke for valves 1 6
4. Yoke for injection valve
5. Cylinder head 4 5
6. Rotocap
7. Screws for connection
piece
8. Exhaust valve seat 13
9. Exhaust valve
10. Inlet valve 7
11. Inlet valve seat
12. Indicator valve
13. Temperature sensor
8 9 10 11
WRTSIL 32 12 - 1
12 Cylinder Head with Valves 32-200252-01
12.1.1 Functions
The flame plate of the cylinder head is a part of the combustion
chamber. During the combustion, the flame plate is exposed to
high pressures and high temperatures. Combustion air is led from
the air receiver through the multiduct and the cylinder head inlet
channel into the cylinder. The air flow is governed by two inlet
valves in the flame plate. In a similar way, the exhaust gas is led
from the cylinder through the cylinder head exhaust channel and
the multiduct to the exhaust manifold. The gas flow is governed
by two exhaust valves.
The multi-orifice injection valve, as well as injection valve
sleeve, is centrally mounted in the cylinder head. The injection
valve sleeve holds the injection valve in position and separates
the injection valve from the cooling water.
Each cylinder head is individually cooled by a water flow enter-
ing the cylinder head from the cylinder jacket through one single
bore. There are drilled cooling passages to the exhaust valve seats.
The cooling water is collected to a single flow after passing the
flame plate and the seat rings. The cooling water flows out from
the cylinder head direct to the multiduct. Any possible air or gas
in the cooling water is vented from the top of the multiduct.
The valve mechanism is lubricated from the lube oil system. The
oil is led through a pipe from the valve tappet guide in the
multihousing to the rocker arm bracket. All other flows in the
cylinder head are through drillings.
The controlled leaks of the injection valve is returned through
the protection pipe.
The fuel pipe is also provided with protection against hazardous
leaks from the high pressure connection stud.
12 - 2 WRTSIL 32
32-200252-01 Cylinder Head with Valves 12
800 026
WRTSIL 32 12 - 3
12 Cylinder Head with Valves 32-200252-01
12 - 4 WRTSIL 32
32-200252-01 Cylinder Head with Valves 12
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.
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.
1
2
1. Adjusting screw for 3
rocker arm
4
2. Counter nut
4. Counter nut
a b c
WRTSIL 32 12 - 5
12 Cylinder Head with Valves 32-200252-01
12 - 6 WRTSIL 32
32-200252-01 Cylinder Head with Valves 12
Burn-off area
Y Z
WRTSIL 32 12 - 7
12 Cylinder Head with Valves 32-200252-01
1 Seat face of the inlet valve: The seat angle of the inlet
valve is 20 with a tolerance of 0- +0.10. Minimum allowable
inner diameter X of the seat face after grinding is 92 mm, see
Fig 12-5; after that, the valve must be replaced by a new one.
2 Seat face of the exhaust valve: The seat angle of the ex-
haust valve is 40 with a tolerance of 0.10- +0.20 to achieve
contact to the seat ring at the periphery of the valve. Minimum
allowable inner diameter X of the seat face after grinding is
82 mm, see Fig 12-5; after that, the valve must be replaced by a
new one.
12 - 8 WRTSIL 32
32-200252-01 Cylinder Head with Valves 12
3 Seat ring for the inlet valve: The seat angle of the inlet
valve seat ring is 20 with a tolerance of -0.30- -0.10. The seat
can be ground until the outer seat diameter is 113 mm; after
that, the ring must be replaced by a new one.
4 Seat ring for the exhaust valve: The seat angle of the ex-
haust valve seat ring is 40 with a tolerance of +0.20-0. The
seat can be ground until the outer diameter is 110 mm; after
that, the ring must be replaced by a new one.
WRTSIL 32 12 - 9
12 Cylinder Head with Valves 32-200252-01
Note! It is important that the entire cylinder head is heated up, not
only the seat bore.
12 - 10 WRTSIL 32
32-200252-01 Cylinder Head with Valves 12
Use only the right T-handle wrench to open and close the
indicator valve.
WRTSIL 32 12 - 11
12 Cylinder Head with Valves 32-200252-01
12 - 12 WRTSIL 32
32-200142 Testing of cylinder tightness Appendix A
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 con-
cerned.
1 Remove the cover plate , ignition coil and the spark plug ex-
tension 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 to the
distance sleeve.
4 Install the tool (848020) to the cylinder head. Continue with
section 12.A.1.4.
3 7 3 7 3 7
2 8 2 8 2 8
1 9 1 9 1 9
0 10 0 10 0 10
848 052
848 052
848 061
12.A.1.4 Measurement
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 recom-
mended 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.
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 over-
haul intervals and not only when the pressure test shows a big
blow-by.
1 1
3 3
5 5
6 6
WRTSIL 32 13 - 1
13 Camshaft Driving Gear 32-200107/II
Note! The valves and the pistons will come in contact with each other
if the valve timing is set wrong, which will cause serious dam-
ages to the engine.
Note! The relative position between the two wheels is adjusted at the
factory and should not be changed unless it is absolutely
necessary.
13 - 2 WRTSIL 32
32-200107/II Camshaft Driving Gear 13
Hydraulic oil
8 Apply support tool 800113 to the engine block.
3. Screw cylinders 180 9 Apply hydraulic tool 2V86B341 (800112) to the fasten-
counter -clockwise.
4. Close valve, rise pressure.
ing bolt (20).
5. Open the nut about half a turn.
6. Open release valve, remove tool. 10 Connect the hoses on the hydraulic pump 800053, see
adjacent figure.
WRTSIL 32 13 - 3
13 Camshaft Driving Gear 32-200107/II
13 - 4 WRTSIL 32
32-200107/II Camshaft Driving Gear 13
Warning! When the valve tappet(s) is/are locked in the upper position
the rocker arm bracket(s)/ push rods must be removed, oth-
erwise when cranking the engine the pistons will come in
contact with the valves.
8 Remove the cover at free end and the flange in the middle
of starting air distributor (A-bank) and/or flange from B-bank.
9 Open the nuts for camshaft extension piece (2) on
back side of camshaft.
10 Turn the crankshaft to TDC at firing for cylinder No. 1.
11 Mount the lifting tool for the camshaft gear wheel (1).
12 Open the screws (11) and remove the extension piece (8).
13 Mount the hydraulic cylinder 800063 between engine
block and camshaft cam. Place piece of wood or similar between
cam and piston of the cylinder.
14 Rise the pressure slowly and move the camshaft sideways
towards the free end until the gear wheel (1) can be removed. Do
not damage the camshaft piece or engine block.
15 Remove the camshaft gear wheel (1).
16 Remove the extension piece (2).
17 Unscrew the cover fastening screws (18). Remove in-
termediate gear wheel cover (21), outer O-ring (29) and oil
spray nozzles.
Note! The intermediate wheels (3) and (5) should not be dismantled
unless it is absolutely necessary. The relative position between the
DISMANTLING
two wheels is adjusted at the factory and should not be changed,
1. Screw on cylinders by hand while it influence on the valve and fuel injection timing.
2. Connect hoses, open valve.
Tighten cylinders by hand.
WRTSIL 32 13 - 5
13 Camshaft Driving Gear 32-200107/II
Note! When using the stud remover 800114 only the inner hexagon
36 key grip should be used when the stud is removed or
tightened to torque. The outer left hand hexagon 30 screw is
only for locking the tool onto the stud and will break if used to
loosen the bolt.
Note! Before removing the screws (31) and cover (33), ensure that
the gear wheels (3) and (5) are supported with suitable
method. Othewise great risk damaging the gear wheels or
related components.
Note! Make sure that the crankshaft is in TDC at ignition for cylinder
No. 1 before proceeding with the job.
13 - 6 WRTSIL 32
32-200107/II Camshaft Driving Gear 13
Note! When using the stud mounting tool 800114 only the inner
hexagon 36 key grip should be used when the stud is removed
or tightened to torque. The outer left hand hexagon 30 screw
is only for locking the tool onto the stud and will break if used
to loosen the bolt.
WRTSIL 32 13 - 7
13 Camshaft Driving Gear 32-200107/II
13 - 8 WRTSIL 32
32-200107/II Camshaft Driving Gear 13
16
WRTSIL 32 13 - 9
13 Camshaft Driving Gear 32-200107/II
13 - 10 WRTSIL 32
32-200106 Valve Mechanism and Camshaft 14
Valve mechanism
1 16
1. Screw
2
2. Rocker arm
3
3. Retainer ring
4. Valve yoke
4
5. Rocker arm bracket
20 15
6. Push rod
7. Protecting pipe
5
8. Guide block 6
9. Valve tappet
7
10. Roller pin SECTION A-A
11. Screw 21
12. Guiding plate 8 14
11
13. Securing screw A
9
14. Tappet spring
15. Yoke pin 10
14
16. Adjusting screw
17. Bearing bush 17 19
18. Tappet roller A
19. Locking pin 18 12 13
20. Shaft
WRTSIL 32 14 - 1
14 Valve Mechanism and Camshaft 32-200106
14.1.2 Function
The movement of the valve tappets (9) is governed by the cam
profile on the camshaft. The valve tappets transfer the movement
through push rods (6) to the rocker arms (2). The rocker arms
operate the inlet and exhaust valves through a yoke (4).
The bracket (5) for the rocker arms is fastened to the cylinder
head by three long screws (1). The shaft is positioned by one fixing
screw (1) in the bracket. The positioning of the shaft is essential
for the oil supply.
The adjusting screws in the rocker arms act on the valve yokes,
which are guided by an yoke pin. To compensate for heat expan-
sion a clearance, valve clearance, must exist in the valve mecha-
nism. All adjustments are made on a cold engine, and this
adjusting procedure is explained in chapter 12. Each valve yoke
operates two valves simultaneously, one for inlet and one for
exhaust.
The valve mechanism is lubricated from the main flow through
oil drillings. Oil to the valve yokes (4) and to push rod upper bull
joint passes through the rocker arm bracket (5) in an intermittent
flow controlled by the drillings in the rocker arm and shaft. The
rocker arm is in position to supply oil only when it is in the open
valve position. When the rocker arm is in "valve closed" position
is the surface between rocker arm and shaft lubricated. Oil which
is passed to the yoke is lubricating the yoke guidance and through
the drillings also lubricates the valve rotators. Oil is returned to
the crankcase in a free flow through the protecting pipes (7) for
the push rod.
Note! The intermittent oil flow will cause an optimized oil flow to the
valve mechanism. To completely check the oil flow to a
cylinder head, the engine must be cranked during prelubrica-
tion.
14 - 2 WRTSIL 32
32-200106 Valve Mechanism and Camshaft 14
3 Unscrew the screws (1) and remove the rocker arm bear-
ing bracket (5) with accessories from the cylinder head.
4 Remove the retainer rings (3) by using pliers 800002. Re-
move the positioning screw (1) and press out the shaft (20).
5 Remove the push rods (6) and the protecting pipes (7).
6 Remove necessary pipes, injection pipe, leak fuel pipes
and lube oil pipe.
7 Loosen the fastening screws (11) and remove the guide
block (8).
8 Remove the screws (13) and guiding plate (12).
Notice! Tappets are spring loaded.
9 The tappet roller and pin can now be separated by de-
pressing the locking pin (19) and pushing out the roller pin
(10). The tappet should be covered, as the locking pin is under
spring load.
WRTSIL 32 14 - 3
14 Valve Mechanism and Camshaft 32-200106
14.2 Camshaft
14 - 4 WRTSIL 32
32-200106 Valve Mechanism and Camshaft 14
Warning! When the valve tappet(s) is/are locked in the upper position
the rocker arm bracket(s)/ push rods must be removed, oth-
erwise when cranking the engine the pistons will come in
contact with the valves.
Camshaft
1. Cover
2. Extension piece for 8
starting air distributor 9
3. Bearing journal
4. Screw
5. Camshaft piece 1
6. Extension
7. Gear wheel for
governor drive
8. Axial bearing
9. Guiding pin
2 3 4 5 6
7
WRTSIL 32 14 - 5
14 Valve Mechanism and Camshaft 32-200106
14 - 6 WRTSIL 32
32-200106 Valve Mechanism and Camshaft 14
3V83E61 3V83H165
4V83G45 Screw
3V83H61 Hydraulic cylinder
3V83H164 Guide sleeve Bearing 2 1
3V83H165 Distance piece
3V83H166 Pressure plate
WRTSIL 32 14 - 7
14 Valve Mechanism and Camshaft 32-200106
Bearing
3V83H164 3V83G45 3V83H166
14 - 8 WRTSIL 32
32-200139/II Turbocharging and Air Cooling 15
15.1 Description
The turbochargers are of axial turbine type. The charge air coolers
are of rigid frame -type and are located in the in-line engines to
the side of the engine block. V-engines have the cooler located in
front of the turbocharger bracket.
The turbocharger is equipped with plain bearings and is con-
nected to the engine lubrication 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 with metal bellows. The exhaust pipe after the turbo-
charger should be arranged according to the installation instruc-
tions with a fixed support immediately after the bellows.
The turbocharger is equipped with cleaning devices for cleaning
both the compressor and the turbine by water injection.
1. Bellows
2. Air duct
3. Water box
4. Charge air cooler
5. Water box
6. Diffuser
7. Air box A
8. Drain pipe
7 SECTION A - A
6 3
8
A
WRTSIL 32 15 - 1
15 Turbocharging and Air Cooling 32-200139/II
15 - 2 WRTSIL 32
32-200139/II Turbocharging and Air Cooling 15
2 3
4
(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).
WRTSIL 32 15 - 3
15 Turbocharging and Air Cooling 32-200139/II
Note! Observe the above mentioned limits for engine load and
exhaust gas temperature.
3 Open the valve (1) and check that the nozzles are not
clogged, see Fig 15-2.
4 Connect the water hose.
5 Open the valve (5) slowly within 10 s and increase the
water flow until the correct flow is reached according to the
table shown above. Lock the valve (5) by using the counter nut.
6 Close the valve (1) after 60 seconds. Interval between
injections is 90 sec.
15 - 4 WRTSIL 32
32-200139/II Turbocharging and Air Cooling 15
Note! Do not exceed the maximum washing times, see table above.
WRTSIL 32 15 - 5
15 Turbocharging and Air Cooling 32-200139/II
15 - 6 WRTSIL 32
32-200139/II Turbocharging and Air Cooling 15
15.4.1 General
In case of a serious breakdown of the turbocharger, a blanking
device can be fitted according to the instructions below, see also
turbocharger manual, section 6.
When the engine is in an emergency situation like this, they are
able to operate temporarily at 20 % output. The thermal overload
is a limiting factor on the diesel engine. Therefore, the exhaust
gas temperatures must be carefully watched during operation
with a blanked turbocharger.
Note! The exhaust gas temperature after the cylinder head must not
exceed 500C.
WRTSIL 32 15 - 7
15 Turbocharging and Air Cooling 32-200139/II
Blanking device
4 5
1. Blanking cover 8
2. Screen plate 1
3. Distance sleeve
4. Plug 3 6
5. Plug 7
6. Cover plate
2
7. Flange
8. Nut
9 Mount the plugs (4) and (5) with O-rings in the lubricat-
ing oil connection piece. Mount the cover plate (6) and tighten
screws. On V-engine, mount the flange (7) with O-rings and
tighten screws.
Note! The oil flow to and from the damaged turbocharger must be
blocked in the turbocharger bracket by using suitable
plugs/flanges.
15 - 8 WRTSIL 32
32-200139/II Turbocharging and Air Cooling 15
WRTSIL 32 15 - 9
15 Turbocharging and Air Cooling 32-200139/II
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.
Steam or air
Perforated pipes
Cooler insert
15 - 10 WRTSIL 32
32-200139/II Turbocharging and Air Cooling 15
U-tube manometer
WRTSIL 32 15 - 11
15 Turbocharging and Air Cooling 32-200139/II
15 - 12 WRTSIL 32
32-200335-01 Injection System 16
16.1.2 Function
The injection pump pressurises fuel to the injection nozzle. It has
a regulating mechanism for increasing or decreasing the fuel feed
quantity according to the engine load and speed. The pumps are
governed by the governor.
The plunger, pushed up by the camshaft via the roller tappet
and pulled back by the spring acting on the plunger, reciprocate
in the element on a predetermined stroke to feed fuel under
pressure.
The plunger also controls the injected amount by adjusting the
helix edge position relative to the discharge port. The plunger has
an obliquely cut groove (lead) on its side. When the plunger is at
the lowest position or bottom dead centre, fuel flows through the
inlet port into the element bore. Rotation of the camshaft moves
the plunger up. When the top edge of the plunger step is lined up
with the ports, application of pressure to fuel begins. As the
plunger moves up further, and the helix of the plunger meets with
the ports, the high pressure fuel flows through the lead to the
ports and the pressure feed of fuel is completed.
The plunger stroke during which the fuel is fed under pressure
is called the effective stroke.
WRTSIL 32 16 - 1
16 Injection System 32-200335-01
16 - 2 WRTSIL 32
32-200335-01 Injection System 16
Injection pump
1
1. Screw 30
2. Screw 2
3. Head piece 28
4. Pin 3
29
5. Erosion plug
4
6. Control sleeve
7. Spring plate 5 27
8. Spring
9. Spring holder 6
10. Retainer ring 7 26
11. Screw
12. Cover 8 25
13. Screw
9 31
14. Flange
15. Push spindle 10
16. Spring 11
17. Spring disc 12
18. Spring
13 X Z
19. Screw/ Pin
20. Tappet 14
21. Locking plate 24
22. Sleeve 15
23. Screw 23
16
24. Adjusting screw 22
25. Element plunger 17
21 18 Alternative Design
26. Element cylinder
27. Fuel rack
20
28. Delivery valve + spring
29. Pin 19
19
30. Pressure relief valve + spring
31. Nut
WRTSIL 32 16 - 3
16 Injection System 32-200335-01
16 - 4 WRTSIL 32
32-200335-01 Injection System 16
Note! Distance Z between locking plate (21) and tappet (20) must
be adjusted if locking screws (23) have been removed.
- Hold the adjusting screw (24) and screw the locking plate
(21) down until it is in contact with the tappet (20).
- Hold the adjusting screw and screw the locking plate up-
wards 5 to 5 1/2 turns (Z=10 - 11 mm).
- Mount the sleeves (22) and the screws (23).
- Proceed according to step 3 above.
WRTSIL 32 16 - 5
16 Injection System 32-200335-01
16 - 6 WRTSIL 32
32-200335-01 Injection System 16
WRTSIL 32 16 - 7
16 Injection System 32-200335-01
16.4.1 Description
Data and dimension The injection valve is centrally located in the cylinder head and
Orifices: 10 pcs includes the nozzle holder and the nozzle (15), see Fig 16-2. The
Orifice dia.: 0.54 mm fuel enters the nozzle holder sideways through a connection piece
Angle: 155 (2) mounted into the nozzle holder.
Opening press: See chapter 06.
The nozzles receive high pressure fuel from the injection pipe
and inject this fuel into the combustion chamber as a very fine
spray. The pressure at which the nozzle operate can be corrected
by turning the adjusting screw (7) in the injection valve.
Injection valve
1. Injection pipe 6
2. Connection piece
3. O-ring
4. Protecting sleeve 7
5. O-ring
8
6. Counter nut 2 3 4 5
7. Adjusting screw 9
8. Spring retainer
9. Guiding screw
10. Spring 10
11. Push rod Friction Ring 18 19
12. Injection valve housing 11
13. Fixing pin
14. Nozzle nut 12
15. Nozzle 1 16 17 13
16. Screw 14
17. Conical ring elements 15
18. Flange
19. Flange
16 - 8 WRTSIL 32
32-200335-01 Injection System 16
WRTSIL 32 16 - 9
16 Injection System 32-200335-01
B Alternative 1
B B
A A
Alternative 2 Alternative 3
16 - 10 WRTSIL 32
32-200335-01 Injection System 16
WRTSIL 32 16 - 11
16 Injection System 32-200335-01
16 - 12 WRTSIL 32
32-200335-01 Injection System 16
Booster unit
Drain
2
From the handpump
1
4 When pumping with the hand test pump device, the pres-
sure increases inside the chamber (2). At the certain point the
pressure/force against the control valve (5) is bigger than the
force in opposite side (spring force + pressure). This will make
the control valve (5) open. The function of the control valve is
similar to the main delivery valve in the fuel injection pump
head.
5 The pressurized fuel having a step pressure wave is en-
tering to fuel injection valve. Now with a bigger volume than
with the standard hand test device, the nozzle reaches full
needle lift. After the test the pressure in high pressure line will
be reduced by opening the draining valve (3).
WRTSIL 32 16 - 13
16 Injection System 32-200335-01
16 - 14 WRTSIL 32
32-200335-01 Injection System 16
1. Fuel rack 1
2. Piston
3. Cylinder 2
4. Slide ring
3
WRTSIL 32 16 - 15
16 Injection System 32-200335-01
16 - 16 WRTSIL 32
32-200020 Fuel System 17
WRTSIL 32 17 - 1
17 Fuel System 32-200020
Fuel system
13
12
9 16 10 11 14
7
9 12
7 16 15 11 14
17.2 Maintenance
When working with the fuel system, always observe utmost
cleanliness. Pipes, tanks and the fuel treatment equipment, such
as pumps, filters, heaters and viscosimeters, included in the
engine delivery or not, should be carefully cleaned before taken
into use.
17 - 2 WRTSIL 32
32-200020 Fuel System 17
17.3 Venting
Start the fuel feed pump if the static pressure from the day tank
is not sufficient.
Always vent the filter after changing cartridges in the filter.
WRTSIL 32 17 - 3
17 Fuel System 32-200020
17 - 4 WRTSIL 32
32-200052 Lubricating Oil System 18
1. Centrifugal filter
2. Prelubricating oil pump with pressure 11 12
regulating valve
3. Lube oil pump
4. Pressure regulating valve
5. Thermostat valve 13
6. Lube oil cooler
7. Lube oil automatic filter 9 10 1 4
8. Oil dipstick
9. Camshaft bearings 3
10. Gudgeon pins
11. Rocker arm bearings 8
12. Lube oli to T/C 2
13. Lube oli from T/C
14. Lube oli sample valve
6
7
5
14
WRTSIL 32 18 - 1
18 Lubricating Oil System 32-200052
18 - 2 WRTSIL 32
32-200052 Lubricating Oil System 18
WRTSIL 32 18 - 3
18 Lubricating Oil System 32-200052
18.3.1 Description
The pump is of the gear type. A combined pressure regulat-
ing/safety valve is mounted on the housing of the pump. Identical
bronze bearings are used. No outside lubrication is required.
1. Drive gear 5 14
13 1
2. Frictional rings 6 A 2
3. Screw
7
4. Pressure plate 3
5. Adjusting screw 8 4
6. Sealing ring
7. Spring holder
9
8. Spring
9. Regulating piston
10 A
10. Ball for safety valve A-A
11. Spring 11 2
12. Bearings lubrication grooves 12
13. Sleeve
14. Nut
18.3.2 Removing
1 Drain the oil sump if the installation is using wet oil
sump.
2 Loosen necessary pipe connections.
3 Remove the suction pipe between oil sump and lubricat-
ing oil pump.
4 Remove prelubricating oil pump unit.
5 Mount lifting eye bolts to the lubricating oil pump unit.
6 Remove lubricating oil pump unit.
18 - 4 WRTSIL 32
32-200052 Lubricating Oil System 18
18.3.3 Dismantling
1 Remove and inspect the regulating valve according to
section 18.4.
2 Remove the pressure plate (4) by loosening the fasten-
ing screws (3).
3 Pull off the gear wheel (1) without using any tool. If the
gear wheel does not come loose, a few strokes with a non-re-
coiling hammer will help. (The friction ring elements come
loose together with the gear wheel.)
18.3.4 Inspection
1 Check all parts for wear (chapter 06., section 06.2) and
replace worn parts.
2 Remove worn bearings from the sleeves and the housing
by driving them out with a suitable mandrel.
3 Mount new bearings (freezing is recommended) so that
the bearings are two 2 mm below the sleeves and housing level,
Fig 18-2. Be careful so that bearing lubrication grooves (12)
slide into the right position according to section A-A in Fig 18-2.
4 Mount the sleeves in the cover. Notice position of the
sleeves!
5 Check the bearing diameter after mounting. Check the
gear wheel axial clearance (see chapter 06., section 06.2).
18.3.5 Assembling
1 Clean all details carefully before assembling. Check
that the O-ring in the cover is intact and in position.
2 Before installing the gear wheel, all contact surfaces
should be cleaned and oiled.
3 Reinstall the friction ring elements (2).
WRTSIL 32 18 - 5
18 Lubricating Oil System 32-200052
1. Drive gear 4
2. Frictional rings
3. Screw 3
4. Pressure plate
2
18.3.6 Mounting
1 Clean all sealing surfaces carefully and replace the O-
rings with new ones.
2 Mount the lubricating oil pump unit.
3 Mount the suction pipe between oil sump and lubricat-
ing oil pump.
4 Mount the prelubricating oil pump unit.
5 Tighten all fastening screws to stated torque, see
chapter 07.
6 Connect all necessary pipe connections.
18 - 6 WRTSIL 32
32-200052 Lubricating Oil System 18
18.4.1 Description
The pressure regulating valve, see Fig 18-2, is integrated in the
lubricating oil pump module and regulates the oil pressure before
the engine by returning the surplus oil direct from the pressure side
of the pump back to the sump.
This pressure actuates the regulating piston (9) and the spring (8)
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 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 (10) will open
and admit oil to pass to the regulating piston (9). This serves as
a safety valve.
18.4.2 Maintenance
1 Dismantle all moving parts. Check them for wear and re-
place worn or damaged parts by new ones.
2 Clean the valve carefully.
3 Check that no details are jamming while reassembling.
WRTSIL 32 18 - 7
18 Lubricating Oil System 32-200052
18.5.1 Description
A tube stack (3) is inserted in a jacket which belongs to lubricating
oil module. The tube stack is fixed at one end while the other one
is movable in a longitudinal direction to allow expansion. Both
ends are provided with two O-rings (4).
The oil flows outside the tubes, while the cooling water flows
inside the tubes through the cooler.
The tube stack is made of copper nickel and the water boxes of
cast iron.
Caution! Be careful when opening the lube oil cooler! Despite the
draining there will always be left a small amount of lube oil in
the housing.
18 - 8 WRTSIL 32
32-200052 Lubricating Oil System 18
b) Assembling
1 Check cleanliness and scratches on all gasket sur-
faces. Recondition them and use new O-rings. Grease slightly
with an appropriate O-ring lubricant.
2 Move the tube stack into the jacket. Check tube stack
position using the marks mentioned above.
3 Mount the O-rings on the free tube sheet (LT-side).
WRTSIL 32 18 - 9
18 Lubricating Oil System 32-200052
18 - 10 WRTSIL 32
32-200052 Lubricating Oil System 18
18.6.1 Description
The Fig 18-5 shows the valve in a closed position (left). When the
temperature exceeds the nominal value, the contents of the elements
(1) expands and forces the valve unit (2) towards the end flange, 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.
1. Thermostat elements 1 1
2. Valve unit
2
3. End flange
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 a defective thermostat, leaking O-rings, although, in
most cases, it depends on a dirty cooler.
1 Drain as much cooling water as necessary to empty the
valve.
2 Remove the lube oil thermostat housing end flange (3).
3 Remove the thermostatic element holder by opening
the screws and withdraw the elements. Use extractor tools
800122 and 800029 for element holder if necessary.
WRTSIL 32 18 - 11
18 Lubricating Oil System 32-200052
18.7.1 Description
The filter is full flow filter, i.e. the whole oil flow passes through
the filter.
The arrows in Fig 18-6 show the flow through the filter. At first,
the oil flows through the inlet flange and turbine (9) to the right
end of the filter candles (13); a partial stream of about 50 % is
passed through the central connection tube (12) to the left end of
the filter candles. This means that the oil flows through the filter
candles at both ends from inside outwards and most of the dirt
particles are retained in the inside of the candles. The oil filtered
in this way now passes through the protective filter (2) to the filter
outlet.
1. Cover plate 2 3 4 5
1
2. Protective filter
3. Overflow valves
4. Flushing arm 6
16
5. Flange
6. Worm gear unit 7
7. Flushing bush 15
9. Turbine
10. Gear
11. Filter plate
17
12. Central connection tube
13. Filter candles 14
14. Plug
15. Flushing shaft
16. Plug
17. Cover 18 13 12 11 10 9
18. End plate
18 - 12 WRTSIL 32
32-200052 Lubricating Oil System 18
The flow energy drives the turbine (9) installed in the inlet
flange. The high speed of the turbine is reduced by the worm gear
unit (6) and gear (10) to the lower speed required for turning the
flushing arm (4).
The individual filter candles are now connected successively to
the centrifugal filter by means of continuously rotating flushing
arm (4) and the flushing bush (7).
The unfiltered oil passes through the optimally designed bores
of the cover plate (1) into the individual filter candles from above.
The resultant turbulent stream in the longitudial direction of the
filter candles (cross-flow back flushing) and the counter flow
back-flushing through the filter candles result in a particularly
effective and lasting back-flushing action.
The lower pressure in the interior of the filter candles during
the back-flushing operation (connected with the centrifugal filter)
and the higher pressure (operating pressure) outside the filter
candles produce a counter-flow though the mesh from the clean
filter side through the dirty filter side to the centrifugal filter.
Should for any reason the filter candles (first filter stage) no
longer be adequately cleaned, the overflow valves (3) are opened
at a differential pressure of 2 bar upwards and the oil is only
filtered through the protective filter (2) (second filter stage).
However, before this situation arises, the installed differential
pressure indicator emits a differential pressure warning (first
contact). The cause must now be localised and remedied.
If this warning is not heeded, an alarm is emitted by the second
contact of the differential pressure indicator.
The filter may only be operated in this emergency condition for
a short time (opened overflow valves and differential pressure
warning). Prolonged operation in this mode can result in damage
to downstream components.
The overflow valves are closed under normal operating condi-
tions, even during start-up at lower fluid temperatures.
18.7.2 Maintenance
Even with automatic filters inspections and maintenance must
be performed at regular intervals.
It is extremely important to remember that in spite of constant
back-flushing the mesh may become clogged over the course of
time, depending on the lube oil quality and separation.
In order to maintain trouble-free operation, the following as-
pects are to be observed during maintenance:
1 Check filter and connections for leaks.
2 Conduct visual inspection of all filter candles once a
year.
WRTSIL 32 18 - 13
18 Lubricating Oil System 32-200052
1 Drain the filter, open the plug (16) then open the plug (14),
thereafter discharge oil. Do not refill the system with
drained oil because it is very dirty.
2 Remove the cover (17) by opening the nuts, see Fig 18-6.
3 Pull the entire filter element including flushing arm (4)
and gear (10) out of the housing with a suitable tool.
Note! Make sure that the exposed gear (10) is not damaged.
18 - 14 WRTSIL 32
32-200052 Lubricating Oil System 18
18.8.1 Description
A by-pass filter of the centrifugal type is provided as a complement
to the automatic filter.
The filter comprises a housing (1) containing a hardened steel
spindle (5) on which a dynamically balanced rotor unit (3) is free
to rotate. Oil flows through the housing, up the central spindle
into the rotor.
Oil flows from the central tube (13) into the upper part of the
rotor, where it is subject to a high centrifugal force, and the dirt
is deposited on the walls of the rotor in the form of heavy sludge.
The oil then passes from the cleaning compartment into the
stand-tube (4) and the lower part of the rotor, which carries two
backflush nozzles (16). The passage of the clean oil through the
nozzles and the oil returns through the filter housing to the engine
oil sump.
The oil flow through the cut off shuttle (2) from the housing into
the lower part of rotor and driving nozzles (15) which provides a
WRTSIL 32 18 - 15
18 Lubricating Oil System 32-200052
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.
If it is found that the filter has collected the maximum
quantity of dirt (corresponds to a 18 mm thick layer) at
the recommended cleaning intervals, it should be cleaned
more frequently.
Clean the filter as follows, the engine being running, by closing
the valve on the filter:
1 Shut off the filter by closing the valve (17), see Fig 18-7.
Centrifugal filter
1. Filter housing
2. Shuttle for cut off valve 9
10
3. Lower part of rotor
4. Stand tube 8
11
5. Spindle
6. Cover clamp ring
12 7
7. Rotor cap
8. Nut
9. Body cover 13 5
10. Cover nut
11. O-ring 14 4
12. O-ring
13. Central tube 15 3
14. O-ring
15. Nozzle for drive oil 16 6
16. Nozzle for backflush oil
17. Cut off valve 17
2
18 - 16 WRTSIL 32
32-200052 Lubricating Oil System 18
4 Lift out the rotor assembly and allow oil to drain from
nozzles before removing the rotor from the filter body. Hold the
rotor body and unscrew the rotor cover nut (8). Separate rotor
cover from the rotor body, and remove central stand tube (4).
5 Measure the thickness of the sludge for estimating the
future cleaning intervals.
6 Remove sludge from the inside of the rotor cover and
body by means of a wooden spatula or a suitably shaped piece
of wood and wipe clean. If a paper insert has previously been
fitted, remove this insert containing the sludge from the rotor
and discard. Fit new paper insert.
7 Clean out the nozzles with brass wire to ensure free pas-
sage of oil. Ensure that bore of spindle is clear of sludge
build-up. Examine spindle journals to ensure that they are free
from damage or excessive wear. Examine the O-ring (12) for
damage. Renew, if necessary.
8 Clean and wash out the central stand tube ensuring
that the strainer holes are not blocked.
9 Reassemble the rotor complete and tighten the top nut
(8), tightening torque = 60 Nm.
Over tightening of the rotor top nut can lead to rotor imbal-
ance, which will effect filter performance.
Note! The engine must be stopped before the cut off valve is disman-
tled.
13 Unscrew the nut and remove the handle for cut off valve.
Unscrew the locating screw inside the filter housing.
WRTSIL 32 18 - 17
18 Lubricating Oil System 32-200052
14 Remove locating nut and remove valve body for cut off
valve, spring and shuttle. Check that the spring and shuttle
are undamaged and free to move. Examine O-ring for damage.
Renew, if necessary.
15 Reassemble the valve assembly.
18.9.1 Description
The pump is of the gear type, driven by an electric motor. The
pump is provided with an adjustable pressure control valve (2),
Fig 18-8. The pressure should be limited to the max. value, about
2 bar, by unscrewing the adjusting screw to the end position in
order to prevent the electric motor from being overloaded when
running with very cold oil.
Note! Do not run the prelubricating oil pump when the engine is
running, otherwise the shaft seal will be damaged due to over
heating.
1. Non-return valve
2. Pressure control valve
3 4
3. Screw
4. Bracket
5. Coupling 1
2.5
A A
90
18 - 18 WRTSIL 32
32-200052 Lubricating Oil System 18
18.9.2 Dismantling
1 Dismantle and inspect the regulating valve according
to section 18.10.
2 Remove the the coupling half and the key by loosening
the fastening screw.
3 Remove the bracket (4) for the electric motor by open-
ing the screws (3).
4 Withdraw the gear wheels without using any tools.
Prelubricating pump
6. Bearing bush 6 C
Section A-A
7. Regulating piston
8. Spring
9. Spring holder
10. Adjusting screw
11. Axial seal Section C-C B
7 8 9 10 2
C
B
11
Section B-B
18.9.3 Inspection
1 Check all parts for wear (chapter 06., section 06.2) and
replace worn parts.
2 Remove worn bearings from the housing by machining
and from the cover the bearing bush for the driving gear wheel
with a suitable mandrel and the other by machining.
3 Mount new bearings (freezing is recommended) so that
the bearings are two 2 mm below the cover and housing level,
Fig 18-9. Be careful so that bearing lubrication grooves slide
into the right position according to section C-C in Fig 18-9.
4 Check the bearing diameter after mounting. Check the
gear wheel axial clearance (see chapter 06., section 06.2).
WRTSIL 32 18 - 19
18 Lubricating Oil System 32-200052
18.9.4 Assembling
1 Before installing the gear wheels, all contact surfaces
should be cleaned and oiled.
2 Mount the axial seal (11) in the cover and lubricate with
grease.
3 Mount the bracket (4) Check that the O-ring in the
groove is intact and in position.
4 Tighten the screws (3) to torque according to chapter 07.
5 Mount the key and the coupling half. Check the cou-
pling rubber and replace if necessary.
6 Mount the electric motor and tighten screws.
7 Check the distance between coupling halves and adjust
if necessary, see Fig 18-8.
18.10.1 Description
The pressure regulating valve, see Fig 18-9, is integrated in the
prelubricating oil pump housing 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.
This pressure actuates the regulating piston (7) and the spring (8)
is tensioned to balance this force at the required pressure. By
tensioning the spring by the screw (10) a higher oil pressure is
obtained.
18.10.2 Maintenance
1 Dismantle all moving parts. Check them for wear and re-
place worn or damaged parts by new ones.
2 Clean the valve carefully.
3 Check that no details are jamming while reassembling.
18 - 20 WRTSIL 32
32-200050 Cooling Water System 19
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 tempera-
ture circuit (LT). The cooling water is cooled in a separate central
cooler.
The both circuits are provided with temperature control valves.
6 5
3 4
WRTSIL 32 19 - 1
19 Cooling Water System 32-200050
19.1.2 HT circuit
The HT circuit cools the cylinders and cylinder heads.
A centrifugal pump (7) pumps the water through the HT circuit.
From the pump the water flows to the distributing duct, cast in
the engine block. 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 nozzle and the exhaust
valve seats, efficiently cooling all these components. From the
cylinder head the water flows through the multiduct to the
collecting duct, if a two stage charge air cooler the water flows
through the charge air cooler to the temperature control valve
maintaining the temperature at the right level.
Depending on the type of turbocharger used, parallel to the flow
to the cylinders, part of the water flows to the turbocharger.
19.1.4 LT circuit
The LT circuit consists of a charge air cooler (9) and a lube oil
cooler (1) through which a pump (8) of similar design as the HT
pump, pumps the water. The circuit temperature is controlled by
a temperature control valve (2) maintaining the temperature at
the right level. The necessary cooling is gained from the central
cooler (3). The system outside the engine can vary from one
installation to another.
19.1.5 Preheating
For preheating of the circuit, a heater circuit with the pump (6)
and heater (5) 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 50 - 70C by a
separate heater. This is of utmost importance when starting and
idling on heavy fuel.
19 - 2 WRTSIL 32
32-200050 Cooling Water System 19
19.1.6 Monitoring
The temperatures mentioned in chapter 01., section 01.2, should
not be exceeded.
Pressure gauges on the instrument panel indicate HT and LT
pressures after the pumps. The pressures depend on the speed
and the installation. Guidance values, see chapter 01., section
01.2.
The HT water outlet after the engine is provided with an alarm
switch and depending on installation with 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
trouble free service.
The cooling water should be treated according to the recommen-
dations 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.
Remember to close the drain and open the cooling water connec-
tions before the engine is started again.
19.2.2 Cleaning
In completely closed systems the fouling will be minimal if the
cooling water is treated according to the 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 over the course of time. Deposits on cylinder liner water
jackets, 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 by overhauling a cylinder liner
and checking for fouling and deposits on the water jacket and block.
The deposits can be of the most various structures and consis-
tencies. In principle, they can be removed mechanically and/or
chemically as described below. More detailed instructions for
cleaning of coolers are stated in chapter 18., section 18.5.
WRTSIL 32 19 - 3
19 Cooling Water System 32-200050
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid
particles which can be brushed and rinsed off with water.
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.
b) 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 re-
moved when treated with an acid solution. On the contrary,
deposits consisting of calcium sulphate and silicates may be hard
to remove chemically. The treatment may, however, have a cer-
tain 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 the end of chapter
02. See the list of approved cooling water additives and treatment
systems).
The cleaning agents should contain additives (inhibitors) to
prevent corrosion of the metal surfaces. Always follow the manu-
facturers instructions to obtain the best result.
After treatment, rinse carefully to remove cleaning agent re-
siduals. Brush surfaces, if possible. Rinse again with water and
further with a sodium carbonate solution (washing soda) of 5 %
to neutralize possible acid residuals.
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 acid
resistant steel, the impeller (6) of cast iron and the remaining
details of cast iron.
The shaft is mounted in two ball bearings (8) and (10), which are
lubricated by pressurized oil entering through the opening in the
bearing housing. The shaft seal (16) prevents the oil from leaking
out and, at the same time, dirt and leak water from entering.
The gear wheel (12) is fastened to the shaft by conical ring
elements (13). When the screws (14) 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.
19 - 4 WRTSIL 32
32-200050 Cooling Water System 19
1. Cover clamp
2. O-ring
3. Fixed ring
4. Shaft sealing
5. Screw
6. Impeller 1
7. O-ring
8. Bearing
9. Shaft
10. Bearing 2
11. Bearing retainer 16
12. Drive gear 3
13. Friction rings
14. Screw 4 15
15. Pressure plate
16. Seal 5 14
6 13
7 12
8 9 10 11
19.3.2 Maintenance
Normal maintenance operations, like removal of impeller or
replacing the mechanical seal, can be done without removing the
complete pump from the engine.
Check the pump at intervals according to the recommendations
in chapter 04. or, if water and oil leakage occurs, immediately.
Check that the telltale hole is open every now and then.
a) Disassembling and assembling of impeller
1 Remove the volute casing by loosening the clamp (1)
and the fastening screws.
2 Loosen the impeller fastening screw (5).
3 Pull off the impeller by using an extractor 800076.
WRTSIL 32 19 - 5
19 Cooling Water System 32-200050
19 - 6 WRTSIL 32
32-200050 Cooling Water System 19
10 Oil the collar and press the bearing in by its inner ring
with a suitable pipe. See Fig 19-3A.
11 Turn the shaft according to Fig 19-3B.
12 Oil the collar and press the bearing in by its inner ring
with a suitable pipe. See Fig 19-3B.
13 Turn the housing according to Fig 19-3C and oil the outer
surfaces of the bearings. Press the shaft into the housing by
both the inner and outer ring of the bearing with a suitable
pipe.
Mounting of bearings
F F
F Pipe 1 Pipe 2 Pipe 3
Pipe 2 Pipe 1
A B C
WRTSIL 32 19 - 7
19 Cooling Water System 32-200050
13
13. Friction rings 15
14. Screw
15. Pressure plate
14
19 - 8 WRTSIL 32
32-200050 Cooling Water System 19
LT thermostatic valve
1. Plug 4 5 6 7 8 9 10 11
2. Retainer ring
3. Washer 3
12
4. Springs
2
5. Control cylinder 13
6. Control piston 1
7. Element holder
8. Thermostat element
9. Retainer ring
10. Guiding pin
11. End flange
12. Screw
13. Adjusting screw
19.4.2.1 Maintenance
Normally, no service is required. Too low water temperature
depends on a defective thermostat, too high temperature may
depend on a defective thermostat, leaking O-rings, although, in
most cases, it depends on a dirty central cooler.
During normal overhaul, i.e. when changing the thermostat
element, there is no need to remove the control- cylinder (5) or
piston (6).
1 Drain the cooling water circuit.
2 Release the spring force by opening the adjusting screw
(13), see Fig 19-5.
3 Remove the cover (11) by opening the screws (12).
4 Remove the plug (1) and push the control piston (6)
against the spring force until the retainer ring (2) can be
removed.
5 Remove the element holder (7) with element, springs
(4) and washer (3).
6 Remove the control piston (6) with the control cylinder
(5). Use extractor tools 800131 and 800063.
7 Remove the retainer ring (9) and the thermostat ele-
ment (8).
WRTSIL 32 19 - 9
19 Cooling Water System 32-200050
19.4.2.2 Adjustment
1 Turn the adjusting screw (13) in clockwise direction until the
guiding pin (10) and thermostat element (8) contact with each other.
2 Turn the adjusting screw in counter-clockwise direction
half a turn.
3 Hold the adjusting screw and tighten the counter nut.
From lube oil cooler By-pass To cooler From lube oil cooler
19 - 10 WRTSIL 32
32-200050 Cooling Water System 19
HT thermostatic valve
1. Screw 6
2. Screw
3. Cover
4. O-ring
5
5. Element holder
6. Thermostat element
3 2 1
WRTSIL 32 19 - 11
19 Cooling Water System 32-200050
To cooler
By-pass
19.4.4 Maintenance
Normally, no service is required. Too low water temperature
depends on a defective thermostat, too high temperature may
depend on a defective thermostat, leaking O-rings, although, in
most cases, it depends on a dirty central cooler.
1 Drain the cooling water circuit.
2 Remove the cover (3) by opening the screws (1), see Fig
19-7.
3 Open the screws (2) and remove thermostat elements
(6) with element holders (5). Use extractor tools 800122 and
800029 for element holder if necessary.
19 - 12 WRTSIL 32
32-200050 Cooling Water System 19
WRTSIL 32 19 - 13
19 Cooling Water System 32-200050
19 - 14 WRTSIL 32
32-200045 Exhaust System 20
Exhaust manifold
1. Bellows 1 2
2. Exhaust gas pipe
3. Multiduct
4. Water pipe
3 4
WRTSIL 32 20 - 1
20 Exhaust System 32-200045
Exhaust System
1
4
20 - 2 WRTSIL 32
32-200202-01 Starting Air System 21
21.1 Description
The engine is started with compressed air of max. 30 bar. Minimum
pressure required is 15 bar. The pressure before the main starting
valve (4) is indicated on the Local Display Unit (LDU) (1).
The inlet air pipe from the starting air receiver is provided with
a non-return valve (2) and a drain valve (3) before the main
starting valve (4). The main starting valve may be operated either
by the push button (21) at manual starting, see Fig 21-2 or
pneumatically by a solenoid valve, mounted under the LDU, at
remote or automatic starting of the engine.
15
16
17
When the main starting valve opens, the starting air passes
partly through the flame arrester (6) and the air block to the
starting valves in the cylinder heads. Partly it passes to the
starting air distributor, which guides the control air to the start-
ing valves, which open and admit starting air to flow to the
various cylinders for suitable periods. V-engines have starting
valves on the A-bank, only.
WRTSIL 32 21 - 1
21 Starting Air System 32-200202-01
Note! Before any maintenance steps are taken, make sure that the
starting air shut-off valve located before the starting valve is
closed and the engine starting air system is drained.
21.2.1 Description
Inlet pressure is led through drillings to a small pilot valve with a
pilot piston (22). This valve can be manually operated by the push
button (21) or pneumatically operated by a solenoid valve for remote
or automatic start. When opening the valve, the air flows through
drillings (23) to the power piston (24), which exerts its thrust through
a valve stem (25) directly on to the main valve and opens this against
the load provided by a return spring (26) and inlet pressure. The inlet
pressure acts under the main valve and so helps to maintain a tight
seal with the valve in closed position.
The standard valve is arranged to open when energized.
26
27
21 - 2 WRTSIL 32
32-200202-01 Starting Air System 21
21.2.2 Maintenance
1 Remove the main starting valve from the engine.
2 Remove the hexagon socket head screws and remove
the pilot valve assembly.
3 Remove the pilot valve piston (22).
4 Clean the pilot valve of any dirt which may block the
small air passages and holes.
5 Check all O-rings in the pilot valve and replace if they
have developed flat, become hard and brittle or been damaged
in any way. Lubricate the O-rings with oil.
6 Remove the power piston (24) and check the O-ring. En-
sure that the small vent hole to atmosphere in the cylinder
under the piston is clear.
7 When reassembling the valve ensure that the air pas-
sage hole in the upper body flange lines up with the hole in the
lower body.
8 Remove the flange (27), spring (26) and main valve seat
complete with the valve stem (25). Examine O-rings as in step
5 above.
WRTSIL 32 21 - 3
21 Starting Air System 32-200202-01
21.3.2 Maintenance
Normally, the starting air distributor does not need maintenance.
If it has to be opened for control and cleaning, remove the complete
distributor from the engine. Certain pistons can be checked in
situ.
1 Remove the end plate (11). Loosen all pipes from the
distributor. Remove the fastening screws and lift the distribu-
tor off.
2 Remove the plugs (17) at which the pistons (15) will
come out forced by the springs (14).
3 Take care not to damage the sliding surfaces of pistons
and liners.
4 In case of a stuck piston, use thread M8 at the end of
the piston to get it out, if necessary.
5 It is recommended not to change the place of the
pistons, although they are precision machined to be inter-
changeable. Utilize cylinder numbers stamped at the control
air connections.
6 Clean the parts and check for wear.
7 If a liner is worn, press it out. It may be necessary to heat
the distributor up to about 200C as Loctite is used for fixation
and sealing.
8 Clean the bore carefully so that the new liner can be
inserted by hand. Otherwise there is a risk of deformation of
the liner and sticking of the piston.
9 Apply Loctite 242 on the outside surfaces when mounting
the liner. Check that the openings in the liner correspond to
those in the housing.
10 Check that there is no Loctite on the inside sliding sur-
faces.
11 Renew the O-rings inside the liners.
12 Apply Molykote Paste G to the piston sliding surfaces
before reassembly. Wipe off surplus paste. Check that pistons
do not stick.
13 Apply silicon sealant to both sides of the intermediate
plate (13). Do not use too much as surplus sealant will be forced
into the system when tightening the fastening screws.
14 After mounting the distributor to the engine but before
connecting the control air pipes and end plate (11), check that
all pistons work satisfactorily, e.g. by connecting compressed
air (working air of 6 bar) to the distributor air inlet and by
turning the crankshaft. It is then possible to see whether the
pistons follow the cam profile.
21 - 4 WRTSIL 32
32-200202-01 Starting Air System 21
Caution! Do the testing with control air pipes and starting air pipe
disconnected, otherwise the engine may start.
21.4.1 Description
The valve consists of a valve spindle (34) with a spring-loaded
operating piston (33) mounted in a separate housing.
Starting valve
30. Nut 30 37
31. Cover
32. Nut
31
33. Piston
34. Spindle
35. O-ring 32
36. Sealing ring
37. Spring
33 34 35 36
21.4.2 Maintenance
Check and clean the valve in connection with overhauls of the
cylinder head.
1 Remove the fastening nuts (30) and pull out the valve
cover (31).
2 Pull out the starting valve.
3 Open the self-locking nut (32) and remove the spring
(37) and the spindle (34).
4 Clean all parts.
5 Check sealing faces of the valve and valve seat. If nec-
essary, lap the valve by hand. See instructions for the engine
valves, chapter 12., section 12.3. Keep the piston on the valve
spindle to get guiding.
6 Replace the nut (32) by a new one.
7 After reassembling the valve, check that the valve spin-
dle with the piston moves easily and closes completely.
WRTSIL 32 21 - 5
21 Starting Air System 32-200202-01
8 Check that the O-ring (35) of the valve housing are in-
tact. Lubricate with oil.
9 Check that the steel sealing (36) is intact and in position,
when mounting the valve into the cylinder head.
10 Tighten the valve to torque stated in chapter 07.
21 - 6 WRTSIL 32
32-200202-01 Starting Air System 21
Note! When the engine is running, the air supply to the engine must
always be open.
Pneumatic system
2 46
301
311
Only if Wastegate
arrangement
21.6.2 Maintenance
The system is built up of high class components. Usually it
requires no other maintenance than check of function and drain-
ing of condensated water from the vessel (45) using the draining
plug.
WRTSIL 32 21 - 7
21 Starting Air System 32-200202-01
Solenoid valve
1. Button
2. Bore
3. Bore
3
4. Gasket
1 4
2
21 - 8 WRTSIL 32
32-200202-01 Starting Air System 21
21.7.1 Description
The slow turning device allows a reduced quantity of starting air
to bypass the main starting valve. This amount of starting air
rotates the engine with such a low speed that the engine will not
be damaged even though there should be some kind of a fluid in
a cylinder.
The system, (see Fig 21-6) is built on the engine and consists of
WRTSIL 32 21 - 9
21 Starting Air System 32-200202-01
21.7.2 Settings
To attain an engine speed of 8 - 12 RPM, the pressure regulator
(22) should be adjusted to about 14 bar and the throttle valve (49)
opened 3-5 turns from closed position.
21 - 10 WRTSIL 32
32-200201-01 Control Mechanism 22
22.1 Description
During normal operation the engine speed is controlled by a
governor (1) which regulates the injected fuel quantity to corre-
spond with the load and engine speed.
The regulation movement is transferred to the control shaft (10)
through a adjustable link rod (2).
The movement from the control shaft, to the injection pump fuel
racks (15), is transferred through the regulating lever (6) and the
spring (7). The torsion spring (5) enables the control shaft and,
consequently, the other fuel racks to be moved to a stop position,
even if one of the fuel racks has jammed. In the same way the
torsion spring (7) enables the regulating shaft to be moved
towards fuel-on position, even if an injection pump has jammed
in a no-fuel position. This feature can be of importance in an
emergency situation.
The engine can be stopped by means of the stop lever (16). When
the stop lever is moved to stop position, the lever (17) actuates
the lever (9) forcing the regulating shaft to stop position.
The engine is provided with an electro-pneumatic device with
tripping speed about 15 % above the nominal speed. The electro-
pneumatic device moves every fuel rack to a no-fuel position by
means of a pneumatic cylinder on every injection pump. The
cylinder actuates direct on the fuel rack. The electro-pneumatic
device can also be tripped manually, see section 22.5.
When starting, the governor will automatically limit the move-
ment of the regulating shaft to a suitable value.
The speed governor is provided with a stop solenoid which is
connected to WECS.
22.2 Maintenance
WRTSIL 32 22 - 1
22 Control Mechanism 32-200201-01
22 - 2 WRTSIL 32
32-200201-01 Control Mechanism 22
Control mechanism
1. Governor 1
2. Adjustable link rod VIEW B
3. Lever for governor 4
4. Screw
5. Spring
6. Lever for injection pump 2
7. Spring 12
8. Bearing housing
9. Lever
10. Control shaft
VIEW A
11. Load limiter 15
12. Lever for control shaft
13. Adjustable link rod
14. Adjusting screw
15. Fuel rack 3
16. Stop lever
17. Lever for stop lever
18. Dog
14 A
C 12
5 6 7 8 18 9
11 10
C
17
13 16
9 3
SECTION C-C
WRTSIL 32 22 - 3
22 Control Mechanism 32-200201-01
1. Fuel rack 1
2. Piston
3. Cylinder 2
4. Slide ring
3
22 - 4 WRTSIL 32
32-200201-01 Control Mechanism 22
22.4.1 General
Data and dimensions The engine can be equipped with various governor alternatives
Governor: depending on the kind of application. Concerning the governor
Mechanical-hydraulic type itself, see the attached governor instruction book.
Weight: ~ 65 kg
WRTSIL 32 22 - 5
22 Control Mechanism 32-200201-01
12
Control
L
shaft
2 L
2
R2
R1
3. Lever for governor 3 3
12. Lever for control shaft L32 12 V32
R1
Control shaft
22 - 6 WRTSIL 32
32-200201-01 Control Mechanism 22
WRTSIL 32 22 - 7
22 Control Mechanism 32-200201-01
Caution! Do not increase the engine speed above the 920 RPM in any
circumstances.
22.5.4 Maintenance
a) Three-way solenoid valve
If the solenoid is out of order, replace it by a new one.
If the valve does not move, clean all channels. Check the
valve piston.
If air is leaking to the cylinders, change the sealings.
22 - 8 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
23.1 General
The Wrtsil 32 BEA (Basic Engine Automation) system is used
for collecting and monitoring the measurement data from the
engine. The system is developed for the harsh engine environ-
ment and it consists of relay cards, pressure transducers, tem-
perature and speed sensors. The system is also designed to work
in co-operation with the plant automation. See the operating and
function instructions of the Wrtsil Plant Control System witch
are included in the installation specific instructions.
23.2.1 Instrumentation
The connecting box is flexible mounted on rubber elements at the
free end of the engine and includes the following displays:
Combined rpm-meter (1), a rpm-meter with an 80-leds dis-
play showing the engine speed and two 3-digit seven-seg-
ment displays showing the turbocharger speeds.
1. Combined rpm-meter
2. Led bar displays
3. OTM Overspeed 1
Trip Module,
See Specification
2 2 2 2 2
WRTSIL 32 23 - 1
23 Instrumentation and Monitoring 32-200344-05
Led bar displays (2), the 30-leds bar displays are showing
various measured information from the engine.
23.2.2 Manometers
The following manometers are used:
Manometer Code
Differential pressure over charge air cooler A- PDI 623
bank
Differential pressure over charge air cooler B- PDI 633
bank
23 - 2 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
WRTSIL 32 23 - 3
23 Instrumentation and Monitoring 32-200344-05
A = analogue sensors
B = binary (on/off) sensors
2)
1...4 pcs depending on exhaust gas system
3)
2 pcs/cylinder
4)
(n +2) pcs, where n = numbers of cylinders
23 - 4 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
A = analog sensor
B = binary (on/off) sensor
WRTSIL 32 23 - 5
23 Instrumentation and Monitoring 32-200344-05
PT 311
ST 173
ST 174
TE 402
TEZ 402
GS 792
PT 601 LS 108A
TE 512
TE 601
PT 301
SE 528 SE 518
PS 201-1
TE 621
TE 631 TE 201
PS 210
TE 401 GS 171 TE 232
PT 401 TE 202
PT 201
SE 167
PT 101
SE 168
LS 103B TE 101 PSZ 201
LS 103A
PDT 243
PT 471 TE 482
TE 471
TE 432
TE 472
23 - 6 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
WRTSIL 32 23 - 7
23 Instrumentation and Monitoring 32-200344-05
Test pressure
Shut-off valve
Measuring pressure
Fig23-4 0303A9648
23 - 8 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
b) Temperature sensors
All sensors are checked at the factory before delivery. For control
of the sensor a temperature calibrator is required. All tempera-
ture sensors are fitted into shielded sensor pockets and can thus
be lifted off for checking also during engine operation.
1 Unscrew the sensor.
2 Insert the sensors into the calibrator.
3 Adjust the calibrator settings.
4 Read the measured value at least at two points (lowest
and highest points of the entire range) and check with the
specifications.
5 Replace the sensor if necessary.
6 If the sensor transmitter doesnt give any output check:
wiring and connections (with an ohm meter or multimeter),
power supply (polarity printed on the transmitter),
transmitter damages.
Termocouple
Temperature (C) PT 100 () type K (mV)
0 100,0 0
20 107,8 0,8
40 115,5 1,6
100 138,5 4,1
300 - 12,2
c) Pressure switches
All switches are preadjusted at the factory. Switches can be
checked during operation.
1 Shut the valve below the switch.
2 Unscrew the plug just above the valve and connect a
pressure calibrator.
3 Check the switch by observing at which pressure the mi-
cro switch breaks. Correct pressure is stated in the engine
specifications and printed on the switch itself.
WRTSIL 32 23 - 9
23 Instrumentation and Monitoring 32-200344-05
23.3.1 Introduction
SPEMOS SPEed MOnitoring System is an electronic speed
measuring/monitoring system exclusively developed for use on
Wrtsil engines. It is used on both marine and stationary (power
plant) applications.
The SPEMOS system provides the following functions of the
diesel engine:
measuring of engine speed,
seven engine-speed operated relay functions, including over-
speed trip of the engine,
measuring of one or two turbocharger speeds,
additional cards for special functions, if required.
23 - 10 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
WRTSIL 32 23 - 11
23 Instrumentation and Monitoring 32-200344-05
DC O/P ADJUST
R29 (+)
DC
R21 (-)
F1
1 3 13 15 17
- + - +
U IN +-12V
23 - 12 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
Note! The engine must not be running when performing this adjust-
ment.
3 On- and off delay. The on and off delay of the operation
of this relay is adjusted with potentiometers P4 and P3 respec-
tively. When checking the delay times, as well as simulating
the engine speed, the testpoints TP1 and TP2 should be
bridged. An LED will indicate the switching of the relay.
WRTSIL 32 23 - 13
23 Instrumentation and Monitoring 32-200344-05
0-speed indic.
P4
P3
P2
P1
Fuel lim.
Compa-
TP3 switchpoint
rator
Fuel lim switch
A B
TP4 Internal
Off-Delay
On-Delay
reference
ground
- +
level
9 10 27 26 28 11 24 23 25 2 3 4 5 30 29 31 13 15 17
Freq. out
+12VDC
-12VDC
Freq. in
Freq. in
GRN
c) Technical specification
Dimensions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 100 mm
Ambient temperature: . . . . . . . . . . . . . . . . . . . . . . . . -25...+80C
Input:
Frequency range: . . . . . . . . . . . . . . . . . . . . . . . . . . . 0... 8000 Hz
Signal type: . . . . . . . . . . . . . . . . . . . . . . . 12 V pk, square wave
Supply voltage:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 VDC
Current consumpt.: . . . . . . . . . . . . . . . . . . . . . . . Max. 2x80 mA
23 - 14 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
Output:
Voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 10 VDC
. . . . . . . . . . . . . . . . . . . . . . . . . . Max. 15 mA, short circ. proof
Ripple: . . . . . . . . . . . . . . . . . . . . . . . . . . . . <20 mV at full scale
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . 12 V pk at term. 13
Relay function:
Switchpoint: . . . . . . . . . . . . . . . . . . . . 0 - 100 % of meas. range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 - 30 on/off delaysec.
Contact: . . . . . . . . . . . . . . . . . . . . . . . One change-over contact
. . . . . . . . . . . . . . . . . . . . . . . . . . . Max 220 V AC / 2 A / 110 VA
WRTSIL 32 23 - 15
23 Instrumentation and Monitoring 32-200344-05
Relay card C3
Switchpoint 2 adj.
Switchpoint 1 adj.
Switchpoint 3
RELAY I
n1 DE n 2DE n 3 DE
TP3
TP2
TP1
2 8 4 7 9 5 10 26 16 18 23 12 19 30 28 31 29 24 27 13 15 17
- 0 +
0...10V +-12VDC
c) Technical specification
Dimensions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 100 mm
Amb. temperature: . . . . . . . . . . . . . . . . . . . . . . . . . -25...+80C
Inputs:
Supply voltage:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 VDC
Current consumpt.: . . . . . . . . . . . . . . . . . . . . . . . . . max. 60 mA
Control voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 10 VDC
23 - 16 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
Outputs:
Three relays, each having two change-over contacts:
Switchpoint: . . . . . . . . . . . . . . . . . . . . 0 - 100 % of meas. range
Delay: . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 30 sec. (n1, n2 only)
Contacts: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 A at 110 VDC
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 A at 24 VDC
TC-card C4
Output 2
Output 1
n TC
n n
TC1 TC2
P 711
P 701
fU fU
21 22 23 6 20 11 14 2 13 15 17
- +
n f n f +- 12VDC
c) Technical specification
Dimensions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 100 mm
Ambient temperature:. . . . . . . . . . . . . . . . . . . . . . . . -25...+80C
WRTSIL 32 23 - 17
23 Instrumentation and Monitoring 32-200344-05
Input(s):
Freqvence range: . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 8000 Hz
Signal type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 mVpp sine
Supply voltage: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 VDC
Current consumpt.: . . . . . . . . . . . . . . . . . . . . . . . . . max. 35 mA
Output(s):
Voltage:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 10 VDC
. . . . . . . . . . . . . . . . . . . . . . . . . . . Max. 15 mA, short circ. proof
Unlinearity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1 %
Temperature coefficient: . . . . . . . . . . . . . . . . . . . . . . . 0.03 %/K
Frequency: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Vpp
. . . . . . . . . . . . . . . . . . . . . . . . . . . Max. 10 mA, short circ. proof
23 - 18 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
Note! The engine must not run while the sensor is adjusted.
A
+12VDC
1 2
SIGNAL
4 3
2.5mm GND
A
WRTSIL 32 23 - 19
23 Instrumentation and Monitoring 32-200344-05
Note! The engine must not run while the sensor is adjusted.
A 2.5 mm = 2 turns
on the sensor
A
1
2
GND
3
A-A
Fig23-10 322360a
23 - 20 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
Note! The engine must not run while the sensor is adjusted.
WRTSIL 32 23 - 21
23 Instrumentation and Monitoring 32-200344-05
START
Is the Supply
on Switch the
green LED terminals
lighting? power on
1+
2-?
23 - 22 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
START
Output
Power supply Test program 1
0...10V DC OK?
Relay
activates Pulse input Test program 5
Replace (LED turns on) from the sensor
the card at any speed? * or osc.?
Output
0...10V DC Replace
TP2? the card
Check and
adjust if
necessary
Short
circuit or
line breakage
on output
WRTSIL 32 23 - 23
23 Instrumentation and Monitoring 32-200344-05
3. Relay card
START
The Analog
relays operate output
at any speed of Test program 2
0...10V DC
the engine? from nDE ?
Check and
adjust if
necessary
23 - 24 WRTSIL 32
32-200344-05 Instrumentation and Monitoring 23
START
Analog
output Supply
voltage Test program 1
0..10V DC?
OK?
Replace
Pulse output? the card
Check and
adjust if
necessary
Sine-
wave voltage
from sensor? Check the censor
Replace
the card
n TC -card ready
for operation
WRTSIL 32 23 - 25
23 Instrumentation and Monitoring 32-200344-05
START
Pulse-
train, pro-
portional to Voltage supply Test program 1
the engine speed OK?
on n DE /TP1
?
12 VDC
between pins 1(+) Check the connec-
and 3(-) on the tion line
sensor conn.
Adjust the
sensor for
symmetrical
output when
the engine is
running Adjust acc. to fig. 23-12
NOTE! Output
signal changing
state when the eng.
Max +- 0.25 turns is turned
Output
Replace signal channing Remount the sensor
the state depending to a correct
sensor on sensing sensing gap
gap?
Sensor ready
for operation
23 - 26 WRTSIL 32