OM - WinGD RT Flex58t D PDF

Operation Manual
“Marine” Version 2
Supply Unit Aft End
Vessel:
Type:
Engine No.:
Document ID:
Winterthur Gas & Diesel Ltd. 24hrs Support:

Schützenstrasse 1−3 Wärtsilä Services Switzerland Ltd.
CH-8400 Winterthur Zürcherstrasse 12
Switzerland CH 8400 Winterthur
Switzerland
+41 52 262 80 10
[email protected]
E 2017-11 Winterthur Gas & Diesel Ltd., Printed in Switzerland – All rights reserved
No part of this publication may be reproduced or copied in any form or by any means (electron-
ic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems)
without the prior written permission of the copyright holder.
Winterthur Gas & Diesel Ltd. or Wärtsilä Services Switzerland Ltd. make no representation,
warranty (express or implied) in this publication and assumes no responsibility for the correct-
ness, errors or omissions for information contained herein. Information in this publication is
subject to change without notice.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUEN-
TIAL, IS ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS
PUBLICATION IS INTENDED FOR INFORMATION PURPOSES ONLY.
Operation Manual
“Marine” Version 2
Supply Unit Aft End
Vessel:
Type:
Engine No.:
Document ID:
Winterthur Gas & Diesel Ltd. 24hrs Support:

Schützenstrasse 1−3 Wärtsilä Services Switzerland Ltd.
CH-8400 Winterthur Zürcherstrasse 12
Switzerland CH 8400 Winterthur
Switzerland
+41 52 262 80 10
[email protected]
E 2017-11 Winterthur Gas & Diesel Ltd., Printed in Switzerland – All rights reserved
No part of this publication may be reproduced or copied in any form or by any means (electron-
ic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems)
without the prior written permission of the copyright holder.
Winterthur Gas & Diesel Ltd. or Wärtsilä Services Switzerland Ltd. make no representation,
warranty (express or implied) in this publication and assumes no responsibility for the correct-
ness, errors or omissions for information contained herein. Information in this publication is
subject to change without notice.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUEN-
TIAL, IS ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS
PUBLICATION IS INTENDED FOR INFORMATION PURPOSES ONLY.
Modification Service
Engine Documentation
RT-flex58T-D Version 2 Summary for Operation Manual (OM)

Supply Unit Aft End
Page No. Modification Title Subject Page or
Date No. Manual
new exch.
2013 Issue 2013 x
Date of publication 2013-02-27
0250-2/A2 03-2014 EAAD084756 Operating Data Sheet Values for PT2001A changed: x
-ALM from 4.0 bar to 3.6 bar
-SLD from 3.8 bar to 3.4 bar
Value for PS2002S changed:
-SHD from 3.3 bar to 2.9bar
0850-1/A2 Failures and Defects of New chapter added x
WECS Components
OM_2015-07 2015-07 Cover page, Disclaimer Data about Winterthur Gas & Diesel (WinGD) and Wärtsilä x
and all related pages Services Switzerland (WSCH) added;
New Layout WinGD;
New disclaimer and data about WinGD and WSCH added;
0000-1/A1 2015-07 For Your Attention Data updated (WinGD and WSCH added); x
0020-1/A1 2015-07 Table of Contents New Chapter 7218-3/A1 added x
0030-1/A2 2015-07 Subject Index New Chapter 7218-3/A1 added x
0035-1/A2 2015-07 Service Abbreviations Abbreviations added x

Bulletin
RT-138
(Version 4)
0210-1/A1 2015-07 Safety Precautions and Chapter updated, new structure; x

Warnings
0270-1/A1 2015-07 Service Changing Over from Temperature gradient changed from 15°C/min to 2°C/min x
Bulletin RT-82 Diesel Oil to Heavy Fuel related to the Service Bulletin;
Oil and Vice Versa
0280-1/A2 2015-07 Service Operation at Low Load Reference to 0750-1 paragraph 3.3 added x
Bulletin
RT-138
(Version 4)
0410-1/A2 2015-07 Service Running-in New Cylinder Paragraph 1: Latest data from the Service Bulletin; x
Bulletin Liners and Piston Rings Chapter updated: Controlled English
RT-161 Paragraph 1: latest data related to the Service Bulletin RT-
161 added;
Paragraph 5: Note updated; Running-in sequence diagram
data about FPP and CPP removed;
0710-1/A1 2015-07 EAAD085468 Diesel Engine Fuels Latest data from fuel specification added; x
Service Table 1: maximum sulfur value changed from 4.5 to 3.5
Bulletin m/m[%];
RT-126 Fig. 1: Viscosity/Temperature Diagram updated;
Note 2) to Fig. 1: min. value for fuel viscosity changed from
13 cSt to 10 cSt;
Table 2: Pour point (upper) winter max. value changed
from 0 to -6; Carbon residue max. value removed;
minor changes in the text;
Data about Wärtsilä Service Switzerland Ltd and WinGD
added;
0720-1/A1 2015-07 EAAD085468 Operating Media - Fuel Fig. 1: Schematic Diagram - Fuel System updated; x
Treatment and Fuel Key to Fig. 1: Items 31, 32, 33 added;
System para 3: minor text changes;
para 4: text changed; data about additional leakage
collection tank added;
Structure of the document changed;
1/2 16/11/2017
Modification Service
Engine Documentation
RT-flex58T-D Version 2 Summary for Operation Manual (OM)

Supply Unit Aft End
Page No. Modification Title Subject Page or
Date No. Manual
new exch.
0750-1/A1 2015-07 Service Operating Media paragraph 2.1: additional data added x
Bulletins Table 1: data FZG gear machine test added
RT-138 Table 2: data FZG gear machine test added
(Version 4) paragraph 2.4: Sample point added
RT-138_1 paragraph 3.1: updated
(Version 4) Fig. 1: illustration updated
RT-161 paragraph 3.2: new data and Fig. 2 added
paragraph 3.3: new paragraph added
paragraph 7: new paragraph added
paragraph 8.2: list of approved lubricating oils updated
paragraph 8.3: new table added added
Chapter updated (latest data from Revision 4 of the
Service Bulletin RT-138);
Fig. 1 and Fig. 2: new illustration with latest data;
Table 4: List of Validated Lubricating Oils updated (latest
data from January 2015);
Table 5: List of Validated System Oils updated (latest data
from January 2015);
6500-1/A1 2015-07 Service Turbocharging Caution added (new data related to the Service Bulletin x
Bulletin RT 162, Issue 1)
RT-162
Group 7 2015-07 Group TOC New Chapter 7218-3/A1 added x
7218-3/A1 2015-07 Service Feed Rate - Adjustment New Chapter added, related to the Service Bulletin x
Bulletin RT-161
RT-161
8016-1/A3 2015-07 Service Lubricating Oil System New data about taking dirty oil samples related to the x
Bulletin Service Bulletin RT-138;
RT-138
8016-1/A4 2015-07 Service Lubricating Oil System New data about taking dirty oil samples related to the x
Bulletin Service Bulletin RT-138;
RT-138
All pages 2017-11 Update All documents Engine brand changed from Wärtsilä to x
WinGD WinGD RT-flex58T-D
0250-1/A1 2017-04 Update Operating Data Sheet Torisional vibration damper (damper inlet): x
WinGD Pressure and Min. pressure value changed from 1.0 bar to
Temperature Ranges 2.8 bar; max. pressure 5.0 bar (value added);
Note added;
0250-2/A1 2017-04 Update Operating Data Sheet PT2711A: ALM value changed from 1.0 bar to 2.2 bar; x
WinGD Alarms and Safeguards Medium name changed to 'Torsional vibration damper oil
(steel spring damper)';
Note added
2/2 16/11/2017
0 Operating Descriptions
1 Bedplate and Tie Rod
2 Cylinder Liner and Cylinder Cover
3 Crankshaft, Connecting Rod and Piston
4 Engine Control and Control Elements
5 Supply Unit, Servo Oil Pump and Fuel Pump
6 Scavenge Air System
7 Cylinder Lubrication
8 Piping Systems
OM / RT−flex / Register
9 Engine Monitoring
Intentionally blank
Operation Group0
Operating Descriptions Group 0

For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000−1/A1
o General
− Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
− Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020−1/A2
− Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030−1/A2
− Guide for Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A2
− How to Use the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A2
− Short Description of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050−1/A2
− Working Principle of the Two-stroke Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . 0060−1/A1
− The Relation between Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070−1/A1
− Engine Numbering and Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080−1/A1
o Preparation before Taking into Service

− Prepare the Engine before Start after a Short Shut-down
(One or More Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110−1/A2
− Prepare the Fuel Oil System for Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120−1/A1
− Prepare the Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0130−1/A1
− Prepare the Cylinder Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0140−1/A2
o Operation during Usual Conditions

− Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200−1/A1
− Safety Precautions and Warnings (General Information) . . . . . . . . . . . . . . . . . . 0210−1/A1
− Slow Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220−1/A1
− Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230−1/A2
− Usual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240−1/A1
o Operating Data Sheet

− Pressure and Temperature Ranges at Continuous Service Power MCR . . . . . 0250−1/A1
− Alarms and Safeguards at Continuous Service Power . . . . . . . . . . . . . . . . . . . . 0250−2/A2
o Operation
− Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260−1/A1
− Change-over from Diesel Oil to Heavy Fuel Oil and Back . . . . . . . . . . . . . . . . . 0270−1/A1
− Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280−1/A2
− Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290−1/A1
Engine Shutdown
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310−1/A1
− Procedures after Engine Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320−1/A2
Winterthur Gas & Diesel Ltd. 1/ 1 RT−flex58T−D / OM / 2013

Group0 Operation
Special Procedures during Operation

− Running-in of New Cylinder Liners and Piston Rings . . . . . . . . . . . . . . . . . . . . . 0410−1/A2
− Indicator Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420−1/A1
− Procedures to Prevent Contamination and Fire in the Scavenge Air Spaces . 0450−1/A2
− Instructions Concerning the Prevention of Crankcase Explosions . . . . . . . . . . 0460−1/A1
o Operation during Unusual Conditions

− General Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500−1/A1
− Operation with Injection Cut Out (One or More Cylinders) . . . . . . . . . . . . . . . . . 0510−1/A2
− Faults in High Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0515−1/A1
− Operation with Exhaust Valve Control Unit Cut Out . . . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
− Faults in Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0525−1/A1
− Operation without Crosshead Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . 0535−1/A1
− Operation with Running Gear Partially or Totally Removed . . . . . . . . . . . . . . . . 0540−1/A1
− Operation with Water Leakage into the Combustion Chamber . . . . . . . . . . . . . 0545−1/A1
− Overpressure in the Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0546−1/A1
− Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers . . . . . . . . . . 0550−1/A1
− Defective Remote Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560−1/A1
− Defect in Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570−1/A1
− Turbocharger Out of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0590−1/A1
o Special Procedures before and after Operation

− Procedures before Starting after a Long Shutdown Period
or an Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0610−1/A1
− Procedures before Putting Out of Service for a Long Period . . . . . . . . . . . . . . . 0620−1/A2
o Operating Media
− Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
− Fuel Treatment, Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
− Scavenge Air and Compressed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
− Lubricating and Servo Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
− Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
o Operating Problems
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800−1/A2
− Problems during Engine Start and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810−1/A1
− Irregular Functions during Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
− Problems and Damage with Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
− Failures and Defects of WECS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
2013 / OM / RT−flex58T−D 2/ 1 Winterthur

Winterthur Gas
Gas &
& Diesel
Diesel Ltd.
Ltd.
Operation 0000−1/A1
For Particular Attention
1. General
This manual is for the operator and is for use only for the related type of diesel en-
gine (the engine described in this manual). The data in this manual is confidential.
Make sure that you read carefully the Operation Manual before you operate the
engine.
Make sure that you know the Inspection and Overhaul intervals in the Maintenance
Manual before you operate the engine.
Make sure that you read the data in Group 0 in the Maintenance Manual before you
do maintenance work on the engine.
2. Spare Parts
Use only original spare parts and components to make sure that the engine will
continue to operate satisfactorily. All equipment and tools for maintenance and op-
eration must be serviceable and in good condition.
The extent of all supplies and services is set exclusively to the related supply con-
tract.
3. Data
The specifications and recommendations of the classification societies, which are

essential for the design, are included in this manual.
The data, instructions, graphics and illustrations etc. in this manual are related to
drawings from Winterthur Gas & Diesel Ltd. (WinGD). These data relate to the date
of issue of the manual (the year of the issue is shown on the title page). All instruc-
tions, graphics and illustrations etc can change because of continuous new devel-
opment and modifications.
4. Personnel
Only qualified personnel that have the applicable knowledge and training must do
work on the engine, its systems and related auxiliary equipment.
Data related to protection against danger and damage to equipment are specified
in this manual as Warnings and Cautions.
Winterthur Gas & Diesel Ltd. 1/ 1 2015-07

Intentionally blank
General
Preface
1. Summary
The documentation for this diesel engine type comprises the following books and
publications:
1.1 Operating Manual

This contains data about engine operation, the required operating media (oil,
water and fuel), as well as a description of the function of specific systems.
1.2 Maintenance Manual

This contains, in addition to the maintenance diagrams, information covering
specific dismantling and assembly work necessary for engine maintenance.
It contains furthermore a masses (weight) table of certain individual parts, a
clearance table, a list of rubber / O-rings, tightening values for important screwed
connections and a tools list.
1.3 Code Book (spare parts catalogue)

In this book all parts are marked with a code number by which they can be ordered
from Wärtsilä Services Switzerland Ltd or the engine supplier. Such spare parts
are to be ordered exclusively from this book.
1.4 Documentation for bought-out items

Separate publications are provided for those items on the engine supplied by
outside manufacturers, such as turbocharger, automatic filter, torsional vibration
damper, etc. In most cases these can also be used as a spare parts catalogue.
1.5 Records and drawings

With the first delivery of the documentation, the setting tables, shop trial
documents and surveyor’s certificates of the related engine and the schematic
diagrams are also supplied.
2. Structure of the manuals
Generally the manuals have to be regarded as Basic Manuals. They describe

particularly the standard engine with all cylinder numbers, alternative design
executions and special equipment.
As a rule, in the case of alternative design executions the descriptions are divided
into separate groups and clearly designated by the respective alternative names.
This allows on one hand to quickly find with certainty the respective passages, on
the other hand it allows the later removal of sheets of not supplied alternatives and
special executions.
Further indications can be found under Explanation on the Use of the Operating
Manual 0040−1.
Winterthur Gas & Diesel Ltd. 1/ 3 2013

0010−1/A1 Operation
Preface
2.1 Structure and page designations

The individual groups with their illustrations are divided according to the design
groups whenever possible.
Engine type Group No.

(Version) Manual type Design variant
RT-flex58T-D 0peration 1132−1/A1

Title Variant
Subtitle −−−−− description
Winterthur Gas & Diesel Ltd. 1/4

2010 Year of issue
XXX / 2015-07
(or)
Page number Modification date

Total pages of group Internal identification
2.2 Symbols
Remark: Refers to important details and recommendations concerning operation

and maintenance of the engine.
Refers to checks which must be carried out for trouble-free operation and during
CHECK maintenance.
2013 2/ 3 Winterthur Gas & Diesel Ltd.

Preface
Attention! Risk of injury! or Risk of accident! Refers to instructions for

operation and maintenance of the engine which absolutely must be complied with.
In case of non-observance high risk of injury as well as damage to components
must be expected.
Refers to activities which must not be carried out during operation and
maintenance of the engine. In case of non-observance damage to components
must be expected.
⇒ Sign for order of actions, activities to be carried out

D Sign for observance of regulations
− Sign for enumerations
3. Repeat-order of technical documentation
Remark: Corresponding to the continuing development of the engines the

documentation is continually being updated.
This means that in a later ordered manual for the same engine, text and
designations may no longer coincide in every way with the previous version (see
modification date on the relevant pages).
Notwithstanding the foregoing, important information and improvements are
brought to the customer’s notice by ’Service Bulletins’ so that the relevant part of
any development should already be known.
When ordering documentation at a later stage for engines which have already
been in operation since several years, the following details are basically required:
D Engine type, year of manufacture and engine manufacturer
D Name of vessel or site of installation
D Cylinder or engine number
D Special equipment
D Form of documentation (printed Manuals or CD-ROM)

Intentionally blank
Table of Contents
Table of Contents
Operating Descriptions Group 0

For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000−1/A1
o General
− Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
− Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030−1/A2
− Guide for Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A2
− How to Use the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A2
− Short Description of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050−1/A2
− Working Principle of the Two-stroke Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . 0060−1/A1
− The Relation between Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070−1/A1
− Engine Numbering and Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080−1/A1
o Preparation before Taking into Service

− Prepare the Engine before Start after a Short Shut-down
(One or More Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110−1/A2
− Prepare the Fuel Oil System for Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120−1/A1
− Prepare the Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0130−1/A1
− Prepare the Cylinder Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0140−1/A2
o Operation during Usual Conditions

− Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200−1/A1
− Safety Precautions and Warnings (General Information) . . . . . . . . . . . . . . . . . . 0210−1/A1
− Slow Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220−1/A1
− Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230−1/A2
− Usual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240−1/A1
o Operating Data Sheet

− Pressure and Temperature Ranges at Continuous Service Power MCR . . . . . 0250−1/A1
− Alarms and Safeguards at Continuous Service Power . . . . . . . . . . . . . . . . . . . . 0250−2/A2
o Operation
− Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260−1/A1
− Change-over from Diesel Oil to Heavy Fuel Oil and Back . . . . . . . . . . . . . . . . . 0270−1/A1
− Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280−1/A2
− Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290−1/A1
Engine Shutdown
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310−1/A1
− Procedures after Engine Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320−1/A2

− Running-in of New Cylinder Liners and Piston Rings . . . . . . . . . . . . . . . . . . . . . 0410−1/A2
− Indicator Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420−1/A1
− Procedures to Prevent Contamination and Fire in the Scavenge Air Spaces . 0450−1/A2
− Instructions Concerning the Prevention of Crankcase Explosions . . . . . . . . . . 0460−1/A1

Table of Contents
o Operation during Unusual Conditions

− General Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500−1/A1
− Operation with Injection Cut Out (One or More Cylinders) . . . . . . . . . . . . . . . . . 0510−1/A2
− Faults in High Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0515−1/A1
− Operation with Exhaust Valve Control Unit Cut Out . . . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
− Faults in Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0525−1/A1
− Operation without Crosshead Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . 0535−1/A1
− Operation with Running Gear Partially or Totally Removed . . . . . . . . . . . . . . . . 0540−1/A1
− Operation with Water Leakage into the Combustion Chamber . . . . . . . . . . . . . 0545−1/A1
− Overpressure in the Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0546−1/A1
− Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers . . . . . . . . . . 0550−1/A1
− Defective Remote Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560−1/A1
− Defect in Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570−1/A1
− Turbocharger Out of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0590−1/A1
o Special Procedures before and after Operation

− Procedures before Starting after a Long Shutdown Period
or an Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0610−1/A1
− Procedures before Putting Out of Service for a Long Period . . . . . . . . . . . . . . . 0620−1/A2
o Operating Media
− Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
− Fuel Treatment, Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
− Scavenge Air and Compressed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
− Lubricating and Servo Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
− Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
o Operating Problems
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800−1/A2
− Problems during Engine Start and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810−1/A1
− Irregular Functions during Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
− Problems and Damage with Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
− Failures and Defects of WECS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
Bedplate and Tie Rod Group 1

Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132−1/A1
Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203−1/A1
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903−1/A1
2015-07 2/ 4 Winterthur Gas & Diesel Ltd.

Table of Contents
Cylinder Liner and Cylinder Cover Group 2

Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124−1/A3
Lubricating Quills on Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2138−1/A2
Piston Rod Gland Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303−1/A1
Injection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722−1/A1
Starting Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728−1/A1
Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751−1/A3
Crankshaft, Connecting Rod and Piston Group 3

Axial Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3140−1/A1
Connecting Rod and Connecting Rod Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3303−1/A1
Crosshead and Guide Shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326−1/A1
o Piston
− with Four Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403−1/A1
− with Three Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403−1/A2
Crosshead Lubrication and Piston Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3603−1/A1
Engine Control and Control Elements Group 4
o Engine Control
− Engine Control System WECS−9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−1/A2
− User Parameters and Maintenance Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−3/A2
− Regular Checks and Recommended Procedures for WECS−9520 . . . . . . . . . 4002−4/A2
− Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−1/A2
o Control Diagram
− Designations (Description to 4003−1, 4003−2 and 4003−3) . . . . . . . . . . . . . . . . 4003−2/A0
− Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−2/A3
o Control and Auxiliary Systems

− Detailed Control Diagrams with Interfaces to the Plant . . . . . . . . . . . . . . . . . . . . 4003−3/A3
Drive Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4104−1/A1

Shut-off Valve for Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325−1/A1
Control Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605−1/A1
Local Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618−1/A1
Pick-up for Speed Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628−1/A1

Table of Contents
Supply Unit, Servo Oil Pump and Fuel Pump Group 5

Servo Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5551−1/A1
Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5552−1/A1
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−1/A1
Cutting Out and Cutting In of the Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−2/A1
Fuel Pressure Control Valve 3.06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5562−1/A1
Regulating Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5801−1/A1
Scavenge Air System Group 6

Scavenge Air Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420−1/A1
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500−1/A1
o Cleaning the Turbocharger in Operation

− Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6510−1/A1
− Turbocharger MET Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6510−1/A2
− Turbocharger A100-L Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6510−1/A3
Auxiliary Blower and Switch Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545−1/A1

Scavenge Air Cooler: Operating Instructions and Cleaning . . . . . . . . . . . . . . . . . . . 6606−1/A1
Piping Systems Group 7

Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
Instructions Concerning Measurement of
Cylinder Lubricating Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−2/A2
Feed Rate − Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−3/A1
o Lubricating Oil System

− Turbocharger TPL and A100-L Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3
Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1

Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018−1/A1
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
Exhaust Waste Gate (Low-load Tuning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8135−1/A1
Drainage System and Wash-water Piping System . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345−1/A1
Engine Monitoring Group 9

Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215−1/A1
Crank Angle Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9223−1/A1
Pressure Switches and Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9258−1/A1
Intelligent Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9308−1/A1
Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314−1/A1
Location of flex Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9362−1/A2

Subject Index
Alphabetical Table of Contents
A
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A2
Adjustment, Feed Rate − . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−3/A1
Air flaps in the scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420−1/A1
Alarms and safeguards at continuous service power . . . . . . . . . . . . . . 0250−2/A2
Auxiliary blower and switch box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545−1/A1
Auxiliary blower, failure of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550−1/A1
Auxiliary systems, control diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−3/A3
C
Changeover from diesel oil to heavy fuel oil back . . . . . . . . . . . . . . . . . 0270−1/A1
Checking engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−1/A2
Checks and recommended procedures for WECS−9520 . . . . . . . . . . 4002−4/A2
Cleaning the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
Cleaning the scavenge air cooler in operation . . . . . . . . . . . . . . . . . . . 6606−1/A1
Cleaning turbocharger (TPL type) in operation . . . . . . . . . . . . . . . . . . 6510−1/A1
Cleaning turbocharger (MET type) in operation . . . . . . . . . . . . . . . . . . 6510−1/A2
Cleaning turbocharger (A100-L type) in operation . . . . . . . . . . . . . . . . 6510−1/A3
Combustion chamber, overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0546−1/A1
Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9308−1/A1
Compressed air, starting air, control air . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
Control air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605−1/A1
Control diagram, designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−2/A0
Control diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−2/A3
Connecting rod, connecting rod bearing . . . . . . . . . . . . . . . . . . . . . . . . . 3303−1/A1
Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1
Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
Crank angle sensor unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9223−1/A1
Crankcase explosions, prevention of... . . . . . . . . . . . . . . . . . . . . . . . . . . 0460−1/A1
Crosshead and guide shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326−1/A1
Crosshead lubrication and piston cooling . . . . . . . . . . . . . . . . . . . . . . . . 3603−1/A1
Crosshead lubricating oil pump, operation without... . . . . . . . . . . . . . . 0535−1/A1
Cutting out and cutting in of the fuel pump . . . . . . . . . . . . . . . . . . . . . . . 5556−2/A1
Cut out an exhaust valve control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124−1/A3
Cylinder liner, running-in of new... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0410−1/A2
Cylinder lubrication, Feed Rate − Adjustment . . . . . . . . . . . . . . . . . . . . 7218−3/A1
Cylinder lubricating oil consumption, Instructions ... . . . . . . . . . . . . . . . 7218−2/A2
Cylinder lubrication system, control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
Cylinder lubricating system, preparation before taking into service . . 0140−1/A2
D
Damage to engine parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
Defective auxiliary blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550−1/A1
Defective remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560−1/A1
Drainage system and wash-water piping system . . . . . . . . . . . . . . . . . 8345−1/A1
Drive supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4104−1/A1

E
Emergency lubrication for cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
Emergency operation with exhaust valve closed / opened . . . . . . . . . 0520−1/A1
Engine, short description of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050−1/A2
Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−1/A2
Engine control system WECS−9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−1/A2
Engine numbering and designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080−1/A1
Engine preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0620−1/A2
Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751−1/A2
Exhaust valve control unit, cut out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
F
Failures codes in WECS−9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
Feed Rate − Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−3/A1
Fuel system, faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0515−1/A1
Filling and draining of lubricating and servo oil system . . . . . . . . 8016−1/A3, A4
Finding group and page numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A2
Fire in scavenge air spaces, prevention of... . . . . . . . . . . . . . . . . . . . . . 0450−1/A2
For particular attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000−1/A1
Fuels for diesel engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
Fuel leakage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
Fuel system, faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0515−1/A1
Fuel system, preparation... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120−1/A1
Fuel pressure control valve 3.06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5562−1/A1
Fuel pump, cutting out and in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−2/A1
Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−1/A1
Fuel treatment, fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
G
General indications for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210−1/A1
Guide for symbols and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A2
Guide shoe on crosshead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326−1/A1
H
Heavy fuel oil, quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
Heavy fuel oil, treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
I
Indicator diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420−1/A1
Injection cut out (one or more cylinders) . . . . . . . . . . . . . . . . . . . . . . . . 0510−1/A2
Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722−1/A1
Interfaces to the plant, control diagrams . . . . . . . . . . . . . . . . . . . . . . . . 4003−3/A3
Instrument panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215−1/A1
Irregular functions during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2

L
Leakage and wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . 8345−1/A1
Leakage inspection point (servo oil) . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3, A4
Leakage monitoring (fuel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
LED indications on ALM−20 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
LED indications on FCM−20 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618−1/A1
Lubrication of exhaust valve spindle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
Location of flex electronic components . . . . . . . . . . . . . . . . . . . . . . . . . . 9362−1/A2
Lubricating and servo oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
Lubricating oil system (turbocharger TPL and A100-L type) . . . . . . . . 8016−1/A3
Lubricating oil system (turbocharger MET type) . . . . . . . . . . . . . . . . . . 8016−1/A4
Lubricating quills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2138−1/A2
Lubrication of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
M
Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132−1/A1
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260−1/A1
O
Oil consumption of cylinder lubricating, determination . . . . . . . . . . . . . 7218−2/A2
Oil mist detector with sensor design . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314−1/A1
Operating data sheet, alarms and safeguards . . . . . . . . . . . . . . . . . . . 0250−2/A2
Operating data sheet, pressure and temperature ranges . . . . . . . . . . 0250−1/A1
Operating manual, how to use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A2
Operating medium, air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
Operating medium, oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
Operating medium, water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
Operating problems, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800−1/A2
Operating with defective turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . 0590−1/A1
Operation at low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280−1/A2
Operation at overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290−1/A1
Operation during usual conditions, general information . . . . . . . . . . . . 0210−1/A1
Operation during usual conditions, summary . . . . . . . . . . . . . . . . . . . . 0200−1/A1
Operation interruption, procedures before extended standstill . . . . . . 0620−1/A2
Operation during unusual conditions, general data . . . . . . . . . . . . . . . 0500−1/A1
Operation under breakdown conditions . . . . . . . . . . . . . . . . . . . . . . . . 0500−1/A1
to 0590−1/A1
Overpressure in the combustion chamber . . . . . . . . . . . . . . . . . . . . . . . 0546−1/A1

P
Pick-up for speed measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628−1/A1
Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Group 8
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403−1/A1
Piston and piston rings, running-in of cylinder liner . . . . . . . . . . . . . . . 0410−1/A2
Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303−1/A1
Precautionary procedures for operation . . . . . . . . . . . . . . . . . . . . . . . . . 0210−1/A1
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
Prepare the fuel oil system for operation . . . . . . . . . . . . . . . . . . . . . . . . 0120−1/A1
Prepare the servo oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0130−1/A1
Preparation before taking into service . . . . . . . . . . . . . . . . . . . . . . . . . . 0110−1/A2
Problems during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
Problems during engine start and stop . . . . . . . . . . . . . . . . . . . . . . . . . . 0810−1/A1
Problems with engine parts (damage) . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
Preservation of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0620−1/A2
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250−1/A1
Pressure switch and pressure transmitter . . . . . . . . . . . . . . . . . . . . . . . 9258−1/A1
Prevention of crankcase explosions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0460−1/A1
Propeller curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070−1/A1
Procedures to be taken after shutting down . . . . . . . . . . . . . . . . . . . . . 0320−1/A2
Procedures to be taken before starting . . . . . . . . . . . . . . . . . . . . . . . . . . 0110−1/A2
Prevent contamination and fire in the scavenge air space . . . . . . . . 0450−1/A2
R
Regulating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5801−1/A1
Replacement of a shut off exhaust valve control unit . . . . . . . . . . . . . . 0520−1/A1
Replacement of the injection control unit . . . . . . . . . . . . . . . . . . . . . . . . 0510−1/A2
Replacement of a defective hydraulic piping . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
Replacement of filter element (cylinder lubrication) . . . . . . . . . . . . . . . 7218−1/A2
Requirements for heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
Remote control system defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560−1/A1
Running gear, operation with removed... . . . . . . . . . . . . . . . . . . . . . . . . 0540−1/A1
Running-in of new cylinder liner and piston rings . . . . . . . . . . . . . . . . . 0410−1/A2
S
Safety precautions and warnings (general information) . . . . . . . . . . . . 0210−1/A1
Scavenge air and compressed air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
Scavenge air cooler, operating instructions and cleaning . . . . . . . . . . 6606−1/A1
Scavenge air cooler out of service, failure of auxiliary blower . . . . . . 0550−1/A1
Scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420−1/A1
Servo oil leakage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3, A4
Servo oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5551−1/A1
Servo oil service pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3, A4
Servo oil system, faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0525−1/A1
Short description of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050−1/A2
Shutdown, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310−1/A1
Shutdown, procedure after engine stop . . . . . . . . . . . . . . . . . . . . . . . . . 0320−1/A2
Shut-off valve for starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325−1/A1

Slow turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220−1/A1

Speed control system defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570−1/A1
Speed measurement, pick-up for... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628−1/A1
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230−1/A2
Starting after long shutdown period or overhaul . . . . . . . . . . . . . . . . . . 0610−1/A1
Starting air system, schematic diagram . . . . . . . . . . . . . . . . . . . . . . . . . 8018−1/A1
Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728−1/A1
Structure of the manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
Supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5552−1/A1
Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
T
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020−1/A2
Thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203−1/A1
The relation between engine and propeller . . . . . . . . . . . . . . . . . . . . . . 0070−1/A1
Tie rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903−1/A1
Turbocharger (TPL type), cleaning in service . . . . . . . . . . . . . . . . . . . . 6510−1/A1
Turbocharger (MET type), cleaning in service . . . . . . . . . . . . . . . . . . . . 6510−1/A2
Turbocharger (A100-L type), cleaning in service . . . . . . . . . . . . . . . . . 6510−1/A3
Turbocharger out of service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0590−1/A1
Turbocharger surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500−1/A1
U
Unusual operating condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500−1/A1
User parameters and maintenance settings . . . . . . . . . . . . . . . . . . . . . 4002−3/A2
Usual operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240−1/A1
V
Venting and leak test of fuel system on engine . . . . . . . . . . . . . . . . . . . 0120−1/A1
Venting the lubricating pump (cylinder lubrication) . . . . . . . . . . . . . . . . 7218−1/A2
Viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
W
Warnings and safety measures (general) . . . . . . . . . . . . . . . . . . . . . . . 0210−1/A1
Wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345−1/A1
Water leakage into the combustion chamber . . . . . . . . . . . . . . . . . . . . 0545−1/A1
Water, operating medium... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
WECS−9520 components, failures and defects of... . . . . . . . . . . . . . . 0850−1/A2
WECS−9520 engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−1/A2
WECS−9520 manual control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618−1/A1
Working principle of two-stroke diesel engine . . . . . . . . . . . . . . . . . . . . 0060−1/A1

Intentionally blank
Guide for Symbols and Abbreviations
1. Symbols
These stand for control components (valve units etc.) used for engine control.
Symbols Explanations
A Control air supply unit
B Fuel supply
C Fuel injection
D Servo oil supply
E Valve unit for start
F Exhaust valve drive
H Instrument panel
I Pressure switches and pressure transmitters
K Local control panel
2. Abbreviations
2.1 General
The abbreviations used in the manuals are arranged alphabetically in this guide,
however, unit of measures are not listed.
Remark: Identical abbreviations e.g. MCR can be distinguished in the corre-
sponding context.
Abbreviations Explanations
AHD Ahead
ALM Alarm
AST Astern
ASTM American Society for Testing and Materials
BDC Bottom Dead Center
BFO Bunker Fuel Oil
BN Base Number
BSFC Brake Specific Fuel Consumption
CCAI Calculated Carbon Aromaticity Index
CMCR Contract Maximum Continuous Rating
COC Cleveland Open Cup
EAL Environmentally Acceptable Lubricants
ECA Emission Control Area
HFO Heavy Fuel Oil
IMO International Maritime Organisation
ISO International Standard Organisation
JIS Japanese Industrial Standards
LSHFO Low Sulphur Heavy Fuel Oil
International Convention for the Prevention of Pollution
MARPOL
from Ships

Guide for Symbols and Abbreviations
MCR Maximum Continuous Rating
MCR Micro Carbon Residue
MDO Marine Diesel Oil
mep mean effective pressure
MGO Marine Gas Oil
PMCC Pensky Martens Closed Cup method
RCS Remote Control System
SCR Selective Catalytic Reduction
SHD SHut Down
SHF Sediment by Hot Filtration
Sulzer Integrated Piston ring Wear detecting Arrangement
SIPWA−TP
with Trend Processing
SLD SLow Down
TDC Top Dead Center
2.2 Concerning engine control system WECS−9520
ACM-20 Angle Calculation Module-20
ALM-20 Advanced Lubrication Module-20
AMS Alarm and Monitoring System
CAN−Bus Controller Area Network
CAN M CAN Modul bus
CAN S CAN System bus
COM−FN COMon FuNction (engine-related control functions)
CYL−FN CYLinder FuNction (cylinder-related control functions)
Diesel Engine CoNtrol and OptImizing Specification for
DENIS−9520
WECS−9520
ECR Engine Control Room
FCM-20 Flex Control Module-20
FQS Fuel Quality Setting
LED Light Emitting Diode
SCS Speed Control System
Modbus Gould−Modicon Fieldbus
OPI OPerator Interface (user interface in control room)
PCS Propulsion Control System
RCS Remote Control System
SIB Shipyard Interface Box (engine / remote control interface)
SSI Synchron Serial Interface
VEC Variable Exhaust valve Closing
VEO Variable Exhaust valve Opening
VIT Variable Injection Timing
WECS Wärtsilä Engine Control System
WECS−9520 Computerized control system for all flex-specific functions

General
How to Use the Operating Manual
1. Contents
The Operating Manual, (Operation), contains data and indications about:

− The servicing of the engine during operation.
− The necessary media (oil, water, air, fuel).
− The functions of components and systems.
Remark: The maintenance and overhaul instructions are found in the
Maintenance Manual.
2. Where to find what
You can find the group titles in the Table of Contents 0020−1. You can also look in
the Subject Index 0030−1.
In the cross section and longitudinal section illustrations, important components
are shown with their group numbers. These group numbers have hyperlinks to the
different groups in the manual, which give more data about the engine.
The cross section and longitudinal section illustrations shown below can have
small differences because of different engine revisions.
3. Abbreviations
The abbreviations used in the Operation Manual are given in 0035−1.

Abbreviations used in illustrations are shown in the related keys.

Cross Section
2751−1 8017−1
2728−1
3403−1
2124−1 6500−1
2138−1
5562−1
8019−1
8016−1 6545−1
6510−1
8018−1
6606−1
4325−1
2303−1 6420−1
3326−1
3603−1
5801−1 8345−1
5556−1
5551−1
3303−1
5552−1
8016−1
4104−1
WCH00993

Longitudinal Section
2751−1
3403−1
2124−1
2722−1
1903−1
3326−1
5801−1
5552−1
3146−1
9223−1
1132−1
1203−1
WCH00994

Intentionally blank
General
Short Description of the Engine
1. General
General data about the engine are given as follows:

− The RT−flex engine is a single acting two-stroke diesel engine of crosshead
design with exhaust gas turbocharging and uniflow scavenging.
− The engine is reversible and is directly connected to the propeller.
− The RT−flex concept is based on the Wärtsilä Common Rail, with full
electronic control of fuel injection and exhaust valve operation.
− The engine control can have different remote controls, which are related to
our specifications, from recommended manufacturers.
− If the remote control has a failure, the engine can be controlled with the
emergency control from the local control panel.
− Tie rods hold the bedplate, columns and cylinder block together.
− A partition isolates the crankcase from the cylinder block. This partition
includes the piston rod glands for the piston rods.
− The thrust bearing and turning gear are installed on the driving end of the
engine.
− The engine control system WECS−9520 controls the exhaust valve
operation, the electronic fuel injection and the cylinder lubricating system.
− The lubrication oil, coolant water, fuel supply, booster pumps and air
compressors are parts of the engine room installation (ancillary systems).
2. Systems
General data about the systems are given as follows:

− The servo oil system opens the exhaust valves hydraulically. The exhaust
valves are closed pneumatically.
− Servo oil pumps in the supply unit supply bearing oil at the necessary
pressure through two high pressure (HP) fuel pipes to the servo oil rail.
− Bearing oil cools the pistons.
− The fuel pumps in the supply unit supply high pressure fuel through the HP
fuel pipes to the fuel rail. The fuel rail supplies fuel at high pressure to all the
injection valves.
− The servo oil system operates the injection control units.
− Fresh water cools the cylinder liners and cylinder covers.
− The central fresh water cooling system (closed circuit), or the conventional
sea-water cooling system (direct) with single-stage coolers are used to cool
the scavenge air.
− The WECS−9520 controls the engine start sequence. Compressed air flows
through the starting valve into the cylinders to start the engine.
− The exhaust gases flow from the cylinders through the exhaust valves into an
exhaust gas manifold.
− The exhaust gas turbochargers operate on the constant pressure charging
principle.
− The scavenge air from the turbocharger flows through the air cooler and water
separator into the air receiver. This air then flows through air flaps and
scavenge ports when the pistons are almost at BDC.
− At low loads, independently operated auxiliary blowers supply air to the
scavenge air space.
Winterthur Gas & Diesel Ltd. 1/ 1 Pulse / 2013

Intentionally blank
General
Working Principle of the Two-stroke Diesel Engine
First Stroke (Compression):

− The piston is at Bottom Dead Center (BDC).
− The scavenge ports and exhaust valve open.
− Scavenge air flows into the cylinder and pushes the exhaust gases through
the exhaust valve into the exhaust gas manifold and then to the turbocharger.
− The piston moves up.
Point ES:
− The piston covers the scavenge ports.
Point AS:
− The exhaust valve closes and compression starts, which heats the air.
Second Stroke (Ignition − Combustion − Expansion − Exhaust − Scavenging):

− When the piston is almost at Top Dead Centre (TDC), fuel is injected into the
cylinder.
− The fuel ignites in the compressed, heated air and then combustion starts.
− The gases expand and push the piston down (working stroke).
Point AO:
− The exhaust valve opens, exhaust gas flows out of the cylinder into the
exhaust gas manifold.
Point EO:
− The piston continues to move down to let air in through the scavenge ports.
− Scavenge air flows into the cylinder and pushes the exhaust gas through the
exhaust valve into the exhaust gas manifold and then to the turbocharger.
(See also the schematic diagram of Turbocharging 6500−1).
TDC
AS AO
ES EO
BDC

Intentionally blank
General
The Relation between Engine and Propeller
1. General
There is a specified relation between the propeller speed and the absorbed power
in ships that have fixed pitch propellers. The relation is between the propeller and
the speed at which it turns.
The formula that follows gives an approximate result, which is sufficient for
conventional vessels:
3
P1 n1
=
P2 n2
The graph from this formula is known as the propeller characteristic.

If the engine is in good condition, correctly supplied with air (i.e. turbocharger(s)
are in good condition and the resistance of the air and exhaust lines is within the
specifications) and the fuel injection quantity is correctly adjusted (see the
shoptest protocol), then the mean effective pressure (mep) developed under
service conditions (in accordance with the specified load indication), is related to
the approximate mep for this particular position on the test bed.
In the diagram (see paragraph 2), the propeller characteristic line through the
CMCR point (100% power at 100% engine speed) is known as the nominal
propeller characteristic. Engines which are to be used for the propulsion of vessels
with fixed propellers have a load applied on the test bed in accordance with this
propeller characteristic. However, during sea trial of a new ship with a smooth and
clean hull, the power requirement is lower and the operation point is below the
nominal propeller characteristic.
During service, a higher torque will be necessary for the propeller to keep its speed
than at the time of the sea trial (sea margin) because:
− there are changes in wake flow conditions because of marine growth on
the hull
− the cargo load has an effect on the depth of the vessel in the water
− the propeller has a rough surface or has mechanical damage
− the vessel operates in bad sea and weather conditions
− he vessel operates in shallow water.
The mep of the engine (and thus the fuel injection quantity) will increase. In such a
condition, the operating point will then be at the left of the initial propeller curve
which was calculated during sea trials.
Although a cleaned and repainted hull will help to decrease the resistance of the
hull. It is not possible, however, to get the hull back to its initial condition.
Because the thermal load of the engine is related to the mep, the position of the
operating point is also important. The air supply to the engine and the operating
conditions will become unsatisfactory if the operation point is far above from the
propeller curve.
To get the best conditions, the operation point of the engine for service range must
be on or below the nominal propeller characteristic.
Explanations:
CMCR = Contract Maximum Continuous Rating
P = Power
n = speed
mep = mean effective pressure

2. Fixed Pitch Propeller (FPP)
2.1 Continuous service rating (CSR)

Point A represents power and speed of a ship operating at contractual speed in
calm seas with a new clean hull and propeller. The same ship at the same speed
requires a power / speed combination according to point D, shown in the figure
below, under service condition with aged hull and average weather. Point D is then
the CSR-point.
2.2 Engine margin (EM) / operational margin (OM)

Most owners specify the contractual ship’s loaded service speed at 85% … 90% of
the contract maximum continuous rating. The remaining 10% to 15% power can be
utilized to catch up with delays in schedule or for the timing of dry-docking
intervals. This margin is usually deducted from the CMCR. Therefore, the 100%
power line is found by dividing the power at point D by 0.85 … 0.90.
Load range limits with load diagram of an engine corresponding to a specific rating point Rx:
Engine power
[% Rx]
CMCR (Rx)
110 2
Engine load range
100
1
95 10% EM / OM
D
90 B
Constant
torque 15% SM
80
76.5 A
4
70 6
3
60
5
Propeller curve
50 without SM
40 Engine speed
65 70 80 90 95 100 104
[% Rx]
F10.5249 93.8 103.2 108
Key to Illustration:
EM Engine margin
OM Operational margin
SM Sea margin

2.3 Load range limits

Once the engine is optimzed at (CMCR (Rx), the working range of the engine is
limited by the following border lines:
− Line 1 is a constant mep or torque line through CMCR from 100% speed and
power down to 95% power and speed.
− Line 2 is the overload limit. It is a constant mep line reaching from 100% power
and 93.8% speed to 110% power and 103.2% speed. The latter one is the
point of intersection between the nominal propeller characteristic and 110%
power.
− Line 3 is the 104% speed limit where an engine can run continuously. For Rx
with reduced speed (NCMCR 0.98 NMCR) this limit can be extended to
106%, however, the specified torsional vibration limits must not be exceeded.
− Line 4 is the overspeed limit. The overspeed range between 104 (106) and
108% speed is only permissible during sea trails if needed to demonstrate the
ship’s speed at CMCR power with a light running propeller in the presence of
authorized representatives of the engine builder. However, the specified
torsional vibration limits must not be exceeded.
− Line 5 represents the admissible torque limit and reaches from 95% power
and speed to 45% power and 70% speed. This represents a curve defined by
the equation: P2/P1 = (N2/N1)2.45. When approaching the line 5, the engine
will increasingly suffer from lack of scavenge air and its consequences. The
area formed by lines 1, 3 and 5 represents the range within which the engine
should be operated. The area limited by the nominal propeller characteristic,
100% power and line 3 is recommended for continuous operation. The area
between the nominal propeller characteristic and line 5 has to be reserved for
acceleration, shallow water and normal operational flexibility.
− Line 6 is defined by the equation: P2/P1 = (N2/N1)2.45 through 100% power
and 93.8% speed and the maximum torque limit in transient conditions. The
area above line 1 is the overload range. It is only allowed to operate the
engines in that range for maximum duration of one hour during sea trails in the
presence of authorized representatives of the engine builder. The area
between lines 5 and 6 and constant torque line (shown as a dark area) should
only be used for transient conditions, i.e. during fast acceleration. This range
is called ’service range with operational time limit’.

3. Controllable Pitch Propeller (CPP)
3.1 Load ranges

After engine start, the engine is operated at an idle speed of up to 70% of the rated
engine speed with zero pitch. From idle speed, the propeller pitch is to be
increased with constant engine speed up to at least point E, the intersection with
the line 9.
Engine power [% Rx] CMCR (Rx)

− Line 9 is the bottom load limit between 70% and
100% speed, with such a pitch position that at 100%
speed a minimum power of 37 % is reached, point F.
The formula shown on page 1 is used for this
calculation.
− Along line 8 the power increase from 37% (point F)
to 100% power (CMCR) at 100 % speed is the
5 constant speed mode for shaft generator operation.
7
8 − Line 5 is the top load limit and relates to the admissi-
ble torque limit.
− The area between 70% and 100% speed and
between lines 5 and 9 shows the area within which
the engine with CPP must be operated.
Line 7 shows a typical combinator curve for variable
speed mode.
Maneuvering at maximum speed with low or zero pitch is
not permitted. Thus installations with main engine-driven
9 generators must be equipped with a frequency converter
when electrical power is to be supplied (e.g. to thrusters)
at constant frequency during manoeuvring. As an
alternative, power from auxiliary engines can be used for
this purpose.
For test purposes, the engine can be operated at rated
speed and low load during a one-time period of 15
minutes on the testbed (e.g. NOx measurements) and 30
minutes during dock trials (e.g. shaft generator
adjustment) in the presence of authorized
representatives of the engine builder. More requests
must be agreed from WCH.
Engine operation Operate the engine

is not permitted in this area when a
Engine speed [% Rx] in this area CPP is installed

3.2 Control system

The CPP control functions are usually part of the engine control system and
include the functions that follow:
Combinator mode 1:
Combinator mode for operation without shaft generator. Any combinator curve
including a suitable light running margin may be set within the permissible
operating area, typically line 7.
Combinator mode 2:
Optional mode used in connection with shaft generators. During manoeuvring, the
combinator curve follows the line 9. At sea the engine is operated between point F
and 100% power (line 8) at constant speed.
For manual and/or emergency operation, different setpoints for speed and pitch
are usually supplied.
An alarm is also usually given in the main engine safety system, or the alarm and
monitoring system when the engine operates for more than 3 minutes in the
operation area that is not permitted. If the engine operates for more than 5 minutes
in the operation area that is not permitted, the engine speed must be decreased to
idle speed (less than 70% ).

Intentionally blank
General
Engine Numbering and Designations
Turbocharger
1 2 3 4 5
Cylinder
Number
DRIVING END FREE END

1 2 3 4 5 6 7
Main Bearing
Number
Thrust Bearing Pads
Exhaust Waste Gate

(Option)
Rail Unit
FUEL SIDE EXHAUST SIDE
Supply Unit
Counterclockwise Clockwise
Rotation Rotation
WCH00995
Winterthur Gas & Diesel Ltd. 1/ 2 V2 / 2013

Engine Numbering and Designations
flex Parts:
Fuel Pump 1
Fuel Pump 2
Fuel Pump 3
Fuel Pump Actuator 1

FUEL SIDE Servo Oil Pump 2
Supply Unit
Servo Oil Pump 1
DRAWN FOR 7 & 8 013.149/05 DRIVING

CYLINDERS END
Crank Angle Sensors
Sensor 2 Sensor 1
(GT5127C) (GT5126C)
FUEL SIDE
013.150/05
FREE END
2013 / V2 2/ 2 Winterthur Gas & Diesel Ltd.

Preparation before Taking into Service
Prepare the Engine before Start after a Short Shut-down (One or More Days)
1. Starting position
For the start position, the engine must be in the condition that follows:
D All components which had an overhaul are correctly assembled and installed.
All components which had an overhaul have had tests or checks to make sure
that they function correctly.
D All devices, tools and materials are removed from the engine.
D The fuel pump settings and the connections of the actuators to the regulating
linkages are correct.
Attention! The venting valves 2.21 and 2.27 in the start air line must be open when
the starting air shut-off valve 2.03 is in the manually CLOSED position (see Control
Diagram 4003−2).
2. Checks and preparations
⇒ Do a check of the fluid levels of all the tanks in the engine systems (and the
leakage drain tanks).
⇒ Make sure that all the shut-off valves for the cooling water system and
lubrication oil system are in the correct position.
⇒ Open the air supply from the shipboard system and from the starting air
bottles 9.01 to the control air supply A .
⇒ Open the shut-off valve at connection A1 and set the air spring venting 4.08 to
the operation position (see Control Air Supply 4605−1).
⇒ Heat the lubricating oil to approximately 35_C (through the separating circuit
or the heaters in the oil drain tank).
⇒ Heat the cylinder cooling water to min. 60_C.
⇒ Set to on the remote control system and the WECS−9520.
⇒ In the power supply box E85, set all the circuit breakers to on.
⇒ Make sure that the two green LEDs on all FCM−20 modules come on.
D The FCM−20 modules can operate if no red LEDs come on after the
countdown process.
⇒ Prepare the servo oil system (see 0130−1).
⇒ Start the pumps for cylinder cooling water, bearing and crosshead bearing
lubricating oil and set the pressures to their usual values (see Operating Data
Sheet 0250−1).
⇒ Set to on the control box for the automatic filter (see the documentation of the
automatic filter manufacturer).
⇒ Set to on the main switch of the servo oil service pump.
⇒ Prepare the cylinder lubricating system (see 0140−1).
⇒ Prepare the fuel oil system (see 0120−1).
⇒ Make sure that you correctly release all the air from all systems.
⇒ Make sure that there is an air spring supply and make sure that all exhaust
valves are closed.
⇒ In the remote control, use the parameter Exv. A/M Cmd to manually open and
close all exhaust valves 4.01 until all air is released in the hydraulic actuators
(see 4002−3 User Parameters and Maintenance Settings, paragraph 1).
Remark: You cannot start the engine if the exhaust valves are not fully closed.

Prepare the Engine before Start after a Short Shut-down (One or More Days)
⇒ Open the indicator valve on all cylinder covers.

Attention: Make sure that no personnel are near the flywheel.
⇒ Use the turning gear to turn the engine a minimum of one full turn to make sure
that all the running gears will operate correctly.
Remark: Oil, water or fuel must not come out of the indicator valves.
⇒ If water oil or fuel spray from the indicator valves, do a check of the applicable
cylinder liner, cylinder cover, piston or injection valves.
⇒ Set the cylinder lubrication to on.
⇒ Close the indicator valves on all cylinders.
⇒ Make sure that all the clamps lock all the crankcase doors.
⇒ Make sure that the fuel pump regulating linkage moves freely in the spring
links.
⇒ Check the pressure in the starting air bottles and open their drains until any
condensate has been drained.
⇒ Open the drain and test valve 2.06 to drain possible condensate water.
⇒ Close the drain and test valve 2.06.
⇒ Close the venting valves 2.21 and 2.27.
⇒ Open the main shut-off valves on the starting air bottles 9.01.
⇒ Turn the handwheel 2.10 of the shut-off valve for starting air 2.03 to the
position AUTOMAT.
⇒ Open the shut-off valve at connection A2 (see Control Air Supply 4605−1).
⇒ Make sure that the pressure gauges on the instrument panel show starting air
pressure and control air pressure.
⇒ Make sure that a pressure indication shows on the pressure gauges for the
control air supply.
The different circuits are:
− Air spring air
− Control air.
Remark: The air supply from the control air board supply and the back-up supply
from the starting air system flow through the pressure reducing valve 19HA.
For the necessary pressures, see the Operating Data Sheet 0250−1.
⇒ Set the switches on the control panels for the auxiliary blowers to AUTOMAT.
⇒ Set to off the servo oil service pump.
⇒ Disengage the turning gear and lock the lever.
⇒ Open the test valve 2.06 of the shut-off valve for starting air 2.03 for a short
time. Make sure that you can hear the valve open.
⇒ Close the test valve 2.06.
Attention: Make sure that no personnel are near the flywheel.
⇒ Push the SLOW TURNING button in WECS−9520 manual control panel on
the local control panel (4618−1, Local Control Panel, paragraph 2.1). The
engine will slowly turn one time (see also Slow Turning 0220−1).
⇒ Make sure that at the location where you want to start the engine, the related
WECS−9520 control panel has control (e.g. the bridge, control room or local
control panel).
⇒ Make sure that no personnel are near the flywheel.
⇒ Tell personnel on the bridge that the engine is prepared for operation.
2013 / Pulse 2/ 2 Winterthur Gas & Diesel Ltd.

Prepare the Fuel Oil System for Operation
1. For diesel oil operation
See 0720−1 ’Layout of the fuel oil system’, Fig. ’B’.

⇒ Set the three-way valve 4 in the suction line of the low pressure feed pump 7 to
let diesel oil flow from the daily tank 3 to the pump and to the mixing unit 8.
⇒ Make sure that the shut-off valves upstream and downstream of the engine
are open.
⇒ Start the pumps 7 and 10.
⇒ Drain the daily tanks and the mixing unit.
⇒ Use the pressure regulating valve 5 to set the pressure in the fuel system.
Remark: During operation with diesel oil (and low fuel temperature) a small
over-pressure is sufficient. If a change-over to heavy fuel oil (HFO) is necessary,
the setting of usual pressure is recommended from the start.
⇒ Use the pressure retaining valve 17 to set the fuel pressure at the fuel pump
inlet (pressure difference upstream / downstream of the pressure retaining
valve, see the Operating Data Sheet 0250−1).
2. For heavy fuel oil operation
See 0720−1 ’Layout of the fuel oil system’.

Remark: The fuel system is not ready for service until the HFO upstream of the fuel
pumps is at the necessary temperature (see the Viscosity-Temperature Diagram
0710−1).
The high pressure circuit on the engine must be heated for between four to six
hours after a long shut-down period (more than 24 hours).
Attention! Do not start the engine with HFO before the high pressure circuit
is heated.
⇒ Set to on the heating for the HFO daily tank 2, mixing unit 8, end-heater 11 and
filter 12.
⇒ Set to on the heating for the fuel system on the engine (fuel rail 11 (3.05), fuel
rising pipes 10 and 10a (3.29) and the fuel leakage system (see 8019−1).
⇒ Do a check of the steam pipes to make sure they are tight. If leaks are found,
they must be repaired before the first commissioning or after maintenance on
the fuel system.
⇒ Set the three-way valve 4 in the suction line of the low pressure feed pump 7
so that HFO flows from the daily tank 2 to the pump 7 and the mixing unit 8.
⇒ Drain the settling tank, daily tanks and mixing unit 8.
⇒ Make sure that the shut-off valves upstream and downstream of the engine
are open.
⇒ Start the pumps 7 and 10.
⇒ Heat the HFO. This is necessary to get the HFO to the necessary viscosity
(see Changing Over from Diesel Oil to Heavy Fuel Oil 0270−1).
⇒ Use the pressure regulating valve 5 to set the pressure in the fuel system.
⇒ Use the pressure retaining valve 17 to set the fuel pressure at the fuel pump
inlet (pressure difference upstream / downstream of the pressure retaining
valve, see the Operating Data Sheet 0250−1).

Prepare the Fuel Oil System for Operation
3. Vent and leak test of fuel oil system on the engine
See 0720−1 ’Layout of the fuel oil system’ Fig. ’B’ and Fuel Oil System 8019−1, Fig.
’A’.
Remark: The numbers in the parentheses ( ) below refer to items in 0720−1,
’Layout of fuel oil system ’Fig. ’B’. The numbers in the square brackets [ ] refer to
items in 4003−2, Control Diagrams. Numbers that do not have parenthesis or
square brackets refer to items in 8019−1, Fig. ’A’.
Procedure:
The fuel oil system can be vented manually as follows:
D The engine control system WECS−9520 is set to on.
⇒ Start the low pressure feed pump (7) and the booster pump (10).
D When the booster pump (10) starts, fuel flows through the fuel pumps 3 [3.14],
then flows through the fuel rising pipes 10 and 10a [3.29] into the fuel rail 11
[3.05].
⇒ Use the hand lever on the fuel shut-down pilot valve 24 [3.08] to bleed the fuel
rail through the fuel pressure control valve 23 [3.06].
Leak test:
To do a leak test, use the servo oil service pump [4.88] to keep the high pressure
circuit pressurized.
⇒ Remove the plug 35 [3.39] and the plug on stop valve [3.40].
⇒ Connect the tool 94583 (pipe) between the fuel rail 11 [3.05] and the servo oil
rail [4.11] and open the stop valve [3.40].
⇒ Set to on bearing oil pump and servo oil service pump [4.88].
D The pressure (70 bar to 100 bar) can be seen on pressure gauge of the servo
oil service pump.
⇒ Do the leak test.
⇒ Close the stop valve [3.40].
⇒ Remove the tool 94583 (pipe).
⇒ Apply Never-Seez NSBT-8 to the thread and seating surface of the plug 35
[3.39].
⇒ Torque the plug 35 [3.39] to 300 Nm.
⇒ Install and tighten the plug on the stop valve [3.40].

Prepare the Servo Oil System
1. Procedure
For more data, see 8016−1 ’Servo oil system’, paragraph 4.
Do the checks that follow:

CHECK
⇒ Make sure that the stop valve 14 (4.37) upstream of the automatic filter 1
(4.20) is open.
⇒ Make sure that the stop valve 18 (3.40) is closed.
⇒ Make sure that at free end of the servo oil rail 7 (4.11), the plug is installed.

Intentionally blank
Prepare the Cylinder Lubricating System
1. Procedure
For more data, see Cylinder Lubrication 7218−1 Fig. ’A’, Fig. ’B’, Fig.’ C’, Fig. D’
and Fig. ’I’.
D The WECS−9520 engine and remote control system are set to on.
D The servo oil service pump 4.88 operates.

CHECK
⇒ Make sure that:

− On all ALM−20 modules the green LEDs come on.
− The stop valve 5 (4.30−5) is open (see Fig. ’B’).
− The ball valve 5 downstream of the lubricating oil filter 1 (8.17) is open (see
Fig. ’C’).
− The lubricating oil filter 1 (8.17) and the measurement tube 4 (8.19) has no air
(see Fig. ’C’).
− The ball valve 10 downstream of the measurement tube 4 (8.19) is open (see
Fig. ’C’).
− The shut-off valve 6 (to the servo oil inlet of the lubricating pumps 8.06) is open
(see Fig. ’D’).
− The stop valve 7 (in the lubricating oil pipes to the exhaust valve) is closed
(see Fig. ’I’).
Remark: The stop valve 7 must be open during the first commissioning of the
engine until the end of the sea trial, or after an exhaust valve overhaul (see 7218−1
’Additional lubrication of exhaust valve spindle’).
− There is no air in the lubricating pumps 8.06 (servo and lubricating oil).
− There is no air in the lubricating pipes to the lubricating quills.
Remark: You must only do the air removal procedure:

− Before first commissioning
− After maintenance
− After a long shut-down period
− When there are problems during operation (pressure, feed rate).

Intentionally blank
Operation during Usual Conditions
Summary
1. General
The data that follow are about engine operation during usual conditions e.g all
cylinders operate correctly:
0210−1 Safety Precautions and Warnings
0220−1 Slow Turning
0230−1 Starting
0240−1 Usual Operation.
During maneuvering, it is possible to operate the engine from the control room, the
bridge or the local maneuvering stand.
For operation during unusual conditions, see 0500−1.
Operation includes all maneouvers from the first start at cast off until the last
maneuver when the vessel is moored.
The engine is designed to operate with heavy fuel oil (HFO) from pier-to-pier, i.e.
without a change-over to diesel oil.
When the engine is at a standstill, the fuel flows through the fuel pumps if the
booster pump operates.
The necessary conditions of HFO before operation are as follows:
− The HFO is correctly treated.
− The HFO is kept at the correct temperature during the full in-service period,
which includes manoeuvring and stand-by.

Intentionally blank
Safety Precautions and Warnings (General Information)
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
2. Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
3. Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
4. Clean areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
5. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
6. Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
7. Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
8. Crankcase doors − Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
9. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4
10. Crankcase, cylinder, exhaust pipes and receiver . . . . . . . . . 3/4
11. Carbon Dioxide (CO2) gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4
12. Crankcase doors − Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4
13. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
14. Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
15. Frost hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
1. General
A correctly maintained engine gives problem−free and safe operation. Use the
data given below as a guide to the maintenance personnel.
For more data about the general maintenance procedures, see the Maintenance
Manual 0011−1 and 0012−1.
2. Warnings
Injury Hazard: When you remove valves from the cylinder cover, do not let oil
or fuel fall on to the hot piston. This can cause an explosion.
Injury Hazard: Be careful when you disassemble the engine without the
correct tools and/or the necessary precautions. Compressed springs can
suddenly expand and cause injury.
Injury Hazard: When you open valves and shut−off devices, hot fluids or
gases can be released. To prevent injury, always open slowly the valves and
shut-off devices and look at the direction the medium is released.
3. Lighting
There must be good permanent lighting. Also, hand lamps must be available at
different locations in the engine room.
4. Clean areas
Attention! Do not use water or any cleaning fluid to clean the WECS electronic
control boxes on the rail unit. Damage can occur if fluids go into these control
boxes.
Always keep the engine as clean as possible.
Keep the WECS electronic control boxes on the rail unit clean and dry.
You must repair all leaks as soon as possible.
Dust, sand and chemical vapors must not go into the engine room.

5. Fire
Injury Hazard: Be careful when you use paints and solvents in the engine
room. These materials are flammable.
Injury Hazard: Insulation material that is soaked with oil or fuel is

flammable and must be replaced.
Make sure that you know the fire fighting instructions.

Before you do welding work or work that causes sparks, make sure that there are
no explosive fluids in the work area.
Make sure that fire fighting equipment is immediately available if you must do work
that causes sparks in the engine room.
Some components e.g. the turbocharger silencer and WECS electronic control
boxes, must be protected with an applicable cover.
Keep covers and casings closed until the engine has cooled to decrease the risk of
fire or explosions.
The engine room and the area below the floor plates must be kept clean. This will
help prevent a fire in the engine room and in different areas.
Make sure that no fire extinguisher gases can be automatically released when
personnel are in the engine room.
Make sure that the emergency exits are clearly marked.
6. Tools
Put hand−tools in locations where you can easily get access to them. Put special
tools and devices in positions in the engine room near the area where you use
them.
All tools must be prevented from unwanted movement and must have protection
from corrosion.
7. Spare parts
Keep large spare parts as near as possible to the position where they will be
installed and near the engine room crane.
You must prevent the unwanted movement of large spare parts.
All the spare parts must have corrosion protection. The corrosion protection agent
must be easy to remove. Examine the corrosion protection agent at regular
intervals and replace if necessary.
The spare parts must also have protection from mechanical damage.
Spare parts that are removed from the store must be replaced as soon as possible.
8. Crankcase doors − Open
Danger: If you think that parts of the running gear or bearings have become
too hot, it is possible that the engine must be shut down. Before you open
the crankcase doors, you must wait for a minimum of 20 minutes. This will
prevent an explosion.
Injury Hazard! Be careful when you touch hot parts with your hands. This
can cause injury.

9. Temperature
Danger: If you think that parts of the running gear or bearings have become
too hot, it is possible that the engine must be shut down. Before you open
the crankcase doors, you must wait for a minimum of 20 minutes. This will
prevent an explosion.
Injury Hazard! Be careful when you touch hot parts with your hands. This
can cause injury.
When commissioning an engine after an overhaul of its running gear, do a

temperature check to find unusually high temperatures in areas of the engine. Do
this temperature check after 10 minutes of engine operation.
Do the temperature check again after approximately one hour of engine operation.
After a short period of operation at full load, do the temperature check again.
10. Crankcase, cylinder, exhaust pipes and scavenge air receiver
Before you go into the spaces of the crankcase, cylinder, exhaust pipes and
scavenge air receiver, make sure that:
D Starting air to the engine is blocked and venting valves 2.21 and 2.27 are open
(see Control Diagram 4003−2).
D The turning gear is engaged (see also Maintenance Manual 0011−1
Precautionary measures before beginning of maintenance work).
Attention! Other ships in the water cause currents, which will make the
propeller and the engine turn. The engine and propeller cannot turn when
the turning gear is engaged.
11. Carbon Dioxide (CO2) gas
Injury Hazard! Where CO2 is used to extinguish a fire in the engine, there is a
risk of suffocation. Make sure that all related spaces have good airflow to
remove all CO2 gas before you go into the engine.
12. Crankcase doors − Close
Make sure that all crankcase doors are closed and locked before you operate the
engine. This is also applicable to short periods of engine operation e.g. running-in,
after the replacement of bearings, etc.

13. Turning gear
When the turning gear is used, the indicator valves in the cylinder covers must be
open. If the air spring system is not pressurized, the indicator valves can stay
closed.
The lubricating oil pump must operate if possible, but the oil pressure cannot fully
increase when the exhaust valves are open.
Injury Hazard! Make sure that no personnel and components are in the danger
areas (crankcase, piston underside, propeller shaft, etc). The propeller coupling
also turns.
Remark: If the engine is stopped for overhaul, you must engage the turning gear to
prevent engine movement.
If the engine is ready for maneuvering, the turning gear must not be engaged.
Before the you start the engine, make sure that the turning gear is disengaged and
the lever is locked. It is possible that the blocking valve 2.13 (see 4003−2 Control
Diagram) can prevent engine start.
14. Instruments
Calibrate the instruments (and gages) at regular intervals before you use them.
15. Frost hazard
If the temperature decreases below 0°C and the engine is not in service, it is
possible that water in the engine, pumps, coolers and pipe systems will freeze. To
prevent this, drain the systems, increase the temperature in the engine room or
use an antifreeze (see 0760−1 Cooling Water / Cooling Water Treatment,
paragraph 5).

Operation under Usual Conditions
Slow Turning
1. General
To make sure that the running gear turns freely, we recommend (as long as the
classification society did not make more primary specifications) to turn the
crankshaft a minimum of one full turn before start-up. This does not apply if the
engine was at standstill during a maneuvering period.
2. Turning gear
The turning gear is used to turn the crankshaft (approximately one turn in 10
minutes). An arrow next to the flywheel shows the direction and distance that the
crankshaft has turned.
3. SLOW TURNING with starting air
A controlled quantity of starting air is is released to turn the running gear at

approximately 5 rpm to 10 rpm.
The WECS−9520 has the command SLOW TURNING for this operation.
The active control stand is used to start the SLOW TURNING operation:
− From the remote control
− At the ECR manual control panel in the control room
− At the local control panel (see 4618−1 ’WECS−9520 manual control panel’).
3.1 Conditions
Remark: The numbers e.g. 2.03 refer to items in the Control Diagram 4003−2.
Before you start the SLOW TURNING operation, make sure that:
D The turning gear is disengaged
D WECS−9520 is set to on
D The oil pumps operate (bearing and crosshead oil)
D The related control stand has control
D The indicator valves are closed
D The handwheel 2.10 on the shut-off valve for starting air 2.03 is in the position
AUTOMAT
D The shut-off valves on the starting air bottles are open
D The cylinder lubrication is set to on.
3.2 Function
The function below is almost the same as the engine start function.
D The control valve 2.05 opens the shut-off valve for starting air 2.03 and
starting air flows to the starting air valves 2.07 in the cylinder covers.
D The FCM−20 modules control the 5/2-way solenoid valves upstream of the
starting valves. The starting valves open and close for short periods only.
D You can use the remote control to change the timing of the starting valves
(open / close) to get the best slow turning speed.

Intentionally blank
Operation under Usual Conditions
Starting
1. General
Before you start the engine (also, before trials and using starting air to turn the
engine) see:
D Preparation before Taking into Service 0110−1
D Prepare the Fuel Oil System for Operation 0120−1
D Prepare the Servo and Control Oil System 0130−1
D Prepare the Cylinder Lubricating System 0140−1
You can start the engine from the locations that follow:
− The bridge or control room with remote control
− At the backup control box in the control room
− At the local control panel on the engine.
2. Engine start − control stand in control room
Prepare the engine as follows:

⇒ At WECS−9520 manual control panel (see 4618−1), push the button
REMOTE AUTOM. CONTROL (Remote Control) for mode transfer to the
remote control.
⇒ At the control room console, push the button REMOTE AUTOM. CONTROL
(Remote Control) to get control.
For more procedures to start the engine with the remote control, see the
documentation of the remote control manufacturer. If you move the telegraph from
STOP to a different position, a start signal is released automatically.
3. Engine start − local control panel
You use this mode if e.g. the electronic speed control system or the remote control
becomes defective.
Attention! The operator must not leave the local maneuvering stand. The
operator must regularly monitor the speed indication to immediately adjust the fuel
supply if the speed changes.
Prepare the engine as follows:
⇒ At the WECS−9520 manual control panel, push the button LOCAL MANUAL
CONTROL (Local Control) for mode transfer to local manual control.
Engine start
⇒ Push the button AUX. BLOWER PRESEL.
⇒ Push the button FUEL CONTROL MODE.
⇒ Turn the rotary knob to set the fuel injection quantity to approximately 15%.
⇒ Push the button START AHEAD or START ASTERN until the engine
operates.
⇒ Slowly turn rotary knob to adjust the fuel injection quantity until the engine
operates at the necessary speed. You can see the related value on the display
and speed indicator.
⇒ Read the instructions for speed/power increase (see Maneuvering 0260−1)
and monitor the data (see Operating Data Sheet 0250−1).
You can also do the engine start procedure above from the ECR manual control
panel.
Remark: You can use the buttons and rotary button only at the related active
control stand (see 4618−1 ’WECS−9520 manual control panel’).

Intentionally blank
Usual Operation
1. General
To get the best performance, operate the engine at constant power. You must only
change the engine load and / or speed slowly, unless there are unusual conditions.
2. Checks and precautions
During usual operation, you must do regular checks and use precautions. This lets
CHECK you operate the engine without problems. The most important of these regular
checks and precautions are given below:
D Regular checks of pressures and temperatures. You must obey the limits (see
Operating Data Sheet 0250−1).
D You must compare the values of the instruments with those given in the
acceptance records and include the engine speed and power values. This
gives a good indication of engine performance. If there are differences in the
values, these must be identified. If there is no risk to the engine, replace
instruments that are possibly defective. Feel the pipes to compare
temperatures.
⇒ Do a check of the values that follow:
− Fuel injection quantity
− Fuel rail pressure
− Servo oil rail pressure
− Engine speed
− Turbocharger speed
− Scavenge air pressure
− Exhaust gas temperature upstream of the turbine.
Other important data is the value of the daily fuel consumption and the lower
calorific value.
⇒ Do a check to make sure that all shut-off valves in the cooling and lubricating
system are in the correct position.
D The shut-off valves for the cooling inlets and outlets on the engine must
always be fully open during operation. These shut-off valves are used only to
isolate cylinders from the cooling water system during overhauls.
D When unusually high or low temperatures are found at a water outlet, the
temperature must be gradually adjusted to the usual value. Sudden
temperature changes can cause damage (see also Cylinder Liner 2124−1
and Cooling Water System 8017−1).
D The maximum permitted exhaust temperature at the turbine inlet must not be
more than the limit given in the Operating Data Sheet 0250−1. Compare the
exhaust gas temperature indications at the cylinder outlet with the related
values in the acceptance records. If larger differences between the cylinders
are shown, you must find the cause.
D Look at the colors of the exhaust gases from the funnel. No dark smoke must
come out.
D Keep the correct scavenge air temperature downstream of the air cooler with
the usual water flow (see Operating Data Sheet 0250−1). A higher scavenge
air temperature will give an unsatisfactory quantity of charge air in the
cylinder. This will cause a higher fuel consumption and higher exhaust gas
temperatures.
D Do a check of the scavenge air pressure decrease through the air cooler. Too
much resistance will cause to a decrease of air to the engine.

Usual Operation
D The fuel must be carefully cleaned before use. See the recommendations in
0720−1 Fuel Treatment, Fuel Oil System and the documentation of the
separator manufacturer.
⇒ Open the drain valves of all fuel tanks and and fuel filters regularly for short
periods to drain possible sludge or water.
⇒ Keep the fuel pressure correct downstream of the low pressure feed pump
and the inlet of the mixing unit (see the Operating Data Sheet 0250−1 and
0720−1, paragraph 4 Layout of the fuel oil system).
⇒ Use the pressure retaining valve in the fuel return pipe to adjust the pressure
at the fuel pump inlet. The fuel will flow in the low pressure circuit of the engine
at the usual supply capacity of the booster pump.
D The heavy fuel oil must be sufficiently heated to make sure that its viscosity
upstream of the inlet to the fuel pumps is in the limits given in 0710−1
Viscosity-Temperature Diagram, paragraph 3.1).
D Do regular checks of the cylinder lubricating oil quantity that is used.
Continuous service will give the best cylinder lubricating oil quantity. Do not
lubricate the cylinders too much. For the usual quantity used, and how to
calculate it, see Measurement of the Cylinder Lubricating Oil Consumption
7218−2.
D The cooling water pumps must operate at their usual flow capacity i.e. the
supply head is related to the given system layout. The result of the flow rate
and temperature difference between the inlet and outlet will approximately
relate to the values given in the Operating Data Sheet 0250−1. If the
temperature difference is too much, repair or replace the related pump as
soon as possible.
D To adjust the correct supply head of the cylinder cooling water pump, the
supply rate must be throttled in the engine outlet manifold. There must always
be positive pressure at the suction side of the pump to prevent air flow through
the stuffing box.
D Keep the vents at the top of the cooling water spaces constantly open to
release the air.
D Do a check of the level in all water and oil tanks, and all the drainage tanks of
the leakage pipes. Look for unusual changes.
D Look at the cooling water. If there is contamination or oil in the cooling water,
the cause must be found and the defect repaired.
D Each week, open the butterfly valves 18 and 18a for a short period to flush out
possible dirt particles. Regularly examine the sight glasses 20 and 20a of the
condensate collectors to do a check of the water flow (see Drainage System
and Wash-water Piping System 8345−1, Fig. ’A’).
D If there is a pressure decrease, do a check of the oil filters. Clean the oil filters if
necessary.
D Do regular checks of the differential pressure through the automatic filter and
the flush process.
D You must monitor for a period, bearings that are replaced or bearings that are
installed after an overhaul. You must obey the precautions to prevent
crankcase explosions (see 0460−1).
D Always keep the covers of the rail unit closed when the engine operates.

Usual Operation
D When you listen to the engine, unusual noises will show that there is a
possible defect.
D Hand-drawn diagrams give data about the combustion process and
pressures in the cylinder (see Indicator Diagrams 0420−1).
When the quality of the fuel used changes (diesel oil, heavy fuel oil from
different bunkerings), the maximum pressure in the cylinder at service power
must be found as soon as possible. You must compare this pressure to the
pressure measured during the related shop trial (speed, power).
In case considerable firing pressure differences are detected, i.e. too high or
too low, they must be adjusted by the electronic FQS in the remote control
(see 4002−3 ’User parameters’).
D Put the lubricating oil through a centrifuge. Get samples at regular intervals
and compare these samples with the values given in Lubricating Oils 0750−1.
D Do a check of the dirty oil drain pipes from the piston underside to make sure
that there are no blockages. Use your hand to touch each drain pipe to feel for
a temperature difference. A pipe is blocked when there is a temperature
difference along its length. You must clear all blockages as soon as possible.
D Examine regularly the lubricating and fuel oil systems for leaks (see 8016−1
Servo oil leakage system and 8019−1 Fuel leakage system). To find leakages
in the rail unit, open the related hinged covers and casings. You must repair
leaks as soon as possible.

Intentionally blank
Operating Data Sheet
Pressure and Temperature Ranges at Continuous Service Power MCR
Medium System Location of Gage pressure Temperature

measurement [bar] [°C]
Min. Max. Min. Max. Diff.

Fresh water Cylinder cooling Inlet 3.0 5.0 65 − max.
Outlet − − 80 90 15
each cylinder
SAC, high temperature circuit HT Inlet 3.0 5.0 65 80 −
(two-stage scavenge air cooler) Outlet − − − 120
SAC, low temperature circuit LT Inlet 2.0 4.0 25 36 See 3)
(two-stage scavenge air cooler) Outlet − − − −
SAC, low temperature circuit LT Inlet 2.0 4.0 25 36 See 3)
Outlet − − − 57
Lubricating oil Crosshead bearing Inlet 10 12 40 50 −
(high pressure)
Lubricating oil Servo oil Servo oil pump 2.6 5.5 − − −
(low pressure) inlet
Main bearing Inlet 3.6 5.0 40 50 −
Piston cooling Inlet 3.6 5.0 40 50 max.
Outlet − − − 80 30
Thrust bearing Outlet − − − 60 −
Torsional vibration damper Supply 3.6 5.0 − − −
(steel spring damper) Damper inlet 2.8 2) 5.0 4) − − −
Axial vibration damper Supply 3.6 5.0 − − −
(chamber pressure) Monitoring 1.7 − − − −
Turbocharger bearing (ABB, TPL and Inlet 1.0 2.5 − − −
A100−L type) (with internal oil supply) Housing outlet − − − 110 −
Turbocharger bearing (ABB TPL) Inlet 1.3 2.5 − 80 −
(with internal oil supply) Housing outlet − − − 120 −
Turbocharger bearing (ABB A100−L) Inlet 1.3 2.5 − 85 −
(with external oil supply) Housing outlet − − − 130 −
Turbocharger bearing (MHI, MET type) Inlet 0.7 1.5 − − −
Housing outlet − − − 85 −
Fuel oil Supply unit (fuel pump) Inlet 7.0 1) 10 2) − 150 −
Downstream of pressure retaining valve Return 3 5 − − −
(fuel pump)
Scavenge air Cooler After each cooler − − 25 60 −
Intake from engine room (pressure decrease) Air filter / silencer max. 10 mbar − − −
Intake from outboard (pressure decrease) Ducting and filter max. 20 mbar − − −
Scavenge air cooler (SAC) New SAC max. 30 mbar − − −
(pressure decrease)
Dirty SAC max. 50 mbar − − −
Air Starting air Engine inlet 12 25 / 30 − − −
Control air Engine inlet 6.0 7.5 − − −
normal 6.5 − − −
Air spring of exhaust valve Main distributor 6.0 7.5 − − −
normal 6.5 − − −
Exhaust gas Receiver Downstream of − − − 515 Tolerance
cylinder ±50
Turbocharger − − − 515 −
inlet
Manifold after turbocharger New max. 30 mbar − − −
Dirty max. 50 mbar − − −
Winterthur Gas & Diesel Ltd. 1/ 2 2017−11

Pressure and Temperature Ranges at Continuous Service Power MCR
Notes to pressure and temperature ranges:
D For the slow-down and shut-down alarm limits, see group 0250−2.
D Pressure measured approximately 4 m above crankshaft centerline.
1) At 100% engine load.

2) At stand-by condition. During commissioning of the fuel oil system, the fuel pressure at the
inlet of the fuel pumps is adjusted to 10 bar.
3) The water flow must be within the specified limits (scavenge air cooler specification).
4) The value can be different. For the applicable setting value, refer to the specification of the damper
manufacturer.
2017−11 2/ 2 Winterthur Gas & Diesel Ltd.

Alarms and Safeguards at Continuous Service Power
Medium Performance Physical unit Location Signal No. Func- Type Setting Function
1) tion of value time delay
2) signal [bar / _C] [sec]
3)
Cylinder cooling water Pressure Engine inlet PT1101A ALM L 3 bar 0

SLD L 2.8 bar 60
PS1101S SHD L 2.5 bar 60
Temperature Engine inlet TE1111A ALM L 65_C 0
Outlet each cylinder TE1121A −27A ALM H 90_C 0
SLD H 95_C 60
Scavenge air cooling water Pressure Cooler inlet PT1301A ALM L 3.0 bar 0
HT circuit SLD L 2.5 bar 60
Two-stage SAC 4) Fresh water Temperature Cooler outlet TE1331A −32A ALM H 120_C 0
SLD H 125_C 60
LT circuit Pressure Cooler inlet PT1361A ALM L 2 bar 0
Two-stage SAC 4) Fresh water Temperature Cooler inlet TE1371A −72A ALM L 25_C 0
Cooler outlet TE1381A −82A ALM H 60_C 0
LT circuit Pressure Cooler inlet PT1361A ALM L 2 bar 0
Single-stage SAC 4) Fresh water Temperature Cooler inlet TE1371A −72A ALM L 25_C 0
Cooler outlet TE1381A −82A ALM H 70_C 16) 0
Lubricating oil Pressure Engine inlet PT2001A ALM L 3.6 bar 0
Bearing and piston cooling SLD L 3.4 bar 60
(low pressure supply) PS2002S SHD LL 2.9 bar 10
Temperature Engine inlet TE2011A ALM H 50_C 0
SLD H 55_C 60
Outlet TE2102A −07A ALM H 65_C 0
SLD H 70_C 60
Crosshead bearing oil Pressure Engine inlet PT2021A ALM L 10 bar 0
(high pressure supply) 10) SLD L 9 bar 60
Temperature Outlet TE2301A −07A ALM H 65_C 0
SLD H 70_C 60
Servo oil Pressure Lubricating pump PT2041A ALM L 40 bar 3
(for cylinder lubrication) Inlet Free End H 70 bar 3
Pressure Lubricating pump PT2046A ALM H 10 bar 0
(leakage) Inlet Free End
Servo oil Pressure Servo oil pump inlet PT2051A ALM L 2.6 bar 0
Failure Automatic filter XS2053A ALM F − 0
Flow Servo oil pump FS2061A −62A ALM L no flow 0
12)
Oil leakage monitoring Level Supply unit 7) LS2055A ALM H max. 17) 0
Thrust bearing oil Temperature Thrust bearing TE2101A ALM H 65_C 0
outlet SLD H 70_C 60
TE2121A ALM H 65_C 0
SLD H 70_C 60
TS2121S SHD H 85_C 60
Oil mist Concentration Crankcase AS2401A ALM H − 18) 0
AS2401S SLD H − 19) 60
Failure Detection unit XS2411A ALM F − 20) 0
Piston cooling oil Temperature Outlet each cylinder TE2501A −07A ALM H 80_C 0
SLD H 85_C 60
Diff. pressure Inlet each cylinder PS2541S −47S SHD H 0.4 bar 15
Flow Inlet each cylinder FS2521S −27S SHD L no flow 15
TE2201A −07A SLD H 70_C 60

Medium Performance Physical unit Location Signal No. Func- Type of Setting Function
1) tion signal value time delay
2) 3) [bar / _C] [sec]
Crank bearing oil Temperature Outlet TE2201A −07A ALM H 65_C 0
SLD H 70_C 60
Turbocharger oil Pressure Inlet PT2611A −12A ALM L 1 bar 0
(ABB, TPL and A100-L type) SLD L 0.8 bar 60
PS2611S −12S SHD L 0.6 bar 5
Temperature Housing outlet TE2601A −02A ALM H 110_C 0
SLD H 120_C 60
Pressure Inlet PT2611A −12A ALM L 1.3 bar 0
(with external SLD L 1.1 bar 60
oil supply) PS2611S −12S SHD L 0.9 bar 5
(TPL type) SLD H 120_C 60
Temperature Housing outlet TE2601 −02A ALM H 110_C 0
A100-L type) SLD H 120_C 60
Additional requirement with external Inlet TE2621A ALM H 80_C 0
oil supply (TPL type) SLD H 85_C 60
oil supply (A100-L type) SLD H 90_C 60
Turbocharger oil Pressure Inlet PT2611A −12A ALM L 0.7 bar 5
(MHI, MET type) SLD L 0.6 bar 60
PS2611S −12S SHD L 0.4 bar 5
SLD H 90_C 60
oil supply SLD H 65_C 60
Torsional vibration damper oil Pressure Damper inlet PT2711A ALM L 2.2 bar 23) 0
(steel spring damper)
Axial vibration damper oil Pressure Chamber aft side PT2721A ALM L 1.7 bar 60
Chamber fore side PT2722A ALM L 1.7 bar 60
Cylinder lubricating oil Diff. pressure Filter PS3121A ALM L 0.5 bar 0
Fuel oil Temperature 4) before supply unit TE3411A ALM H 50 −160_C 0
ALM L 20 −130_C 0
(see Viscosity-Temp. Pressure before supply unit PT3421A ALM L 7 bar 0
Diagram 0710−1) Viscosity 4) before supply unit 5) ALM H 17 cSt 0
ALM L 13 cSt 0
Temperature Fuel pump TE3431A −34A ALM D −30_C 30
outlet 13) 14)
Fuel leakage monitoring Level Rail unit 7) LS3444A 7) ALM H max. 0
Supply Unit LS3426A ALM H max. 0
ICU/Fuel Pipe LS3446A ALM H max. 0
Exhaust gas Temperature after each cylinder TE3701A −07A ALM H 515_C 0
11) ALM D ±50_C 0
SLD H 530_C 60
SLD D ±70_C 60
before each TC 6) TE3721A −22A ALM H 515_C 0
11) SLD H 530_C 60
after each TC 6) TE3731A −32A ALM H 480_C 0
11) SLD H 500_C 60

Medium Performance Physical unit Location Signal No. Func- Type of Setting Function
1) tion signal value time delay
2) 3) [bar / _C] [sec]
Scavenge air Temperature Air receiver TE4031A −32A ALM L 25_C 0
after cooler ALM H 50_C 0
SLD H 60_C 60
Temperature each piston TE4081A −88A ALM H 80_C 0
underside
(fire detection) SLD H 120_C 60
Condensation water Level Scavenge air LS4071A −72A ALM H max. 0
receiver 15) SLD H max. 60
LS4075A −76A ALM H max. 0
15) SLD H max. 60
Starting air Pressure Engine inlet PT4301C ALM L 12 bar 0
Air spring air 8, 9) Pressure Distributor PT4341A ALM H 7.5 bar 0
ALM L 5.5 bar 0
SLD L 5 bar 60
PS4341S SHD LL 4.5 bar 0
Leakage oil of air spring air Level Exhaust valve air LS4351A ALM H max. 0
spring
Control air normal supply Pressure Engine inlet PT4401A ALM L 6 bar 0
8)
PT4411A ALM L 5.5 bar 0
safety supply Pressure Engine inlet PT4421A ALM L 5 bar 0
9)
Fuel pump actuator 21) Failure CV7231C (A1) XS5046A ALM F − 0
CV7232C (B1) XS5047A ALM F − 0
WECS−9520 control system Power failure Power supply box XS5056A ALM F − 0
E85
Cylinder lubricating system Power failure Power supply box XS5058A ALM F − 0
E85
Engine performance data Speed Crankshaft ST5111S −12S SHD H 110% 0
overspeed
Turbocharger overspeed Speed TC casing 22) ST5201A −02A ALM H 97% 0
Remarks to alarms and safeguards:

1) Signal number indicates interface to remote control (see 4003−3).
2) Function:
SLD = Slow down
SHD = Shut down
ALM = Alarm
3) Type of signal:
D = Deviation
F = Failure
H = High
L = Low
LL = Very Low
4) Alternative design.
5) Not included in standard engine scope of supply.
6) Other abbreviations:
TC = Turbocharger
SAC = Scavenge Air Cooler
7) Location of measurements and signal numbers see 8016−1 ’Servo oil
leakage system’ and 8019−1 ’Fuel leakage system’.

8) Board system supply for control and air spring air through the pressure
reducing valve 23HA.
9) Starting air pipe supply upstream of the shut-off valve (from starting air bottles
9.01) for control and air spring air through pressure reducing valve 19HA.
10) Alarm and slow-down are effective only above 40% engine power.
11) Signal designation changes after amplifier (on engine) from TExxxxA to
TTxxxxA.
12) Alarm is effective only above 30% engine power.
13) Alarm is effective only above 40% engine power.
14) Deviation from median (acts as ’no flow’ detection).
15) With 4 level switches.
16) Setting value:
IMO TIER II = 80_C
17) Sensor adjustment: adjustment−screw in position MAX
18) Concentration high = contact open; two different switch types: Schaller
Visatron and Graviner MK6
19) Concentration high = contact closed; two different switch types: Schaller
Visatron and Graviner MK6
20) Unit failure = contact open
21) Only for actuator Heinzmann StG10-01
22) Turbocharger overspeed detection from sensor ST5201−02C; specifications
see ST5201C
22) The alarm value can be different. For the applicable setting value, refer to the
specification of the damper manufacturer.

Operation
Manoeuvring
1. General
Correct maneuvering, which causes an increase in engine load up to service

power and a decrease in load from service power, is very important. Engine loads
in the higher power ranges that are changed too quickly can cause increased wear
and fouling, specially piston rings and cylinder liners.
Slow load changes let the piston rings adapt to the new conditions and therefore
make sure of the best sealing.
There must always be sufficient power available in a short time for safe
manoeuvring in ports and waterways.
2. Maneuvering
Maneuvering is the operation between leaving port and release to SEA SPEED
and from the approach to port until FINISHED WITH ENGINE. This also includes
all changes during usual service e.g. changes of direction.
The manoeuvring range is the speed range between FULL AHEAD and FULL
ASTERN. This range is usually divided into four manoeuvring steps with related
given speeds in each direction.
Remark: Because of torsional vibration, it is possible that the engine has more
than one barred speed range. Also, it is possible that the engine has a barred
speed range if the axial damper becomes defective. Data about the barred speed
range can be found near the telegraph on the bridge, and/or near the local control
panel.
Usually, the FULL maneuvering speed, for engines that have fixed pitch
propellers, is related to approximately 70% of the maximum rated engine speed.
This is approximately 35% of the maximum power. This means that when sailing
straight ahead, the ship will be at approximately 66% of its maximum speed.
A fully serviceable engine can be manoeuvred in the range given above with no
time or performance limits. Fuel and scavenge air necessary for engine operation
are controlled electronically.
With controllable pitch propellers the speed and torque can be freely selected.
During maneuvering, the limits are the same as for fixed pitch propellers. The time
period to change the propeller pitch position from zero pitch to FULL must be a
minimum of 20 seconds.
If the engine is increased quickly to FULL maneuvering speed (or the propeller
blades brought to FULL pitch), the momentary engine load is higher when the
vessel is at standstill. When the vessel is at sea speed, the engine load is
decreased.
You can do maneuvering operations from the bridge (if the remote control is
installed), from the engine control room or at the local control panel on the engine.
Make sure that you know the special precautions for maneuvering operations from
the local control panel.
Heavy fuel oil or diesel oil can be used during maneuvering, but heavy fuel oil is
recommended (see 0270−1, paragraph 1 General).
The fuel used must have sufficient treatment (see Fuel Treatment, Fuel Oil System
0720−1).
The data given in 0250−1, Operating Data Sheet is also applicable during
manoeuvring.

Manoeuvring
When heavy fuel oil is used for maneuvering, the fuel must be heated sufficiently.
This keeps the viscosity at the fuel pump inlets in the range given in the
Viscosity-Temperature Diagram 0710−1.
The heating of the fuel oil system must stay set to on. Keep the temperature of the
cooling media as close as possible to the higher limits given for usual service (see
Operating Data Sheet 0250−1).
2.1 Reversing during usual operation, at control room manoeuvring console

Because different remote controls can be connected to the engine controls, data
about the operation from the manoeuvring stand in the control room is not given
here. For this operation, see the documentation of the remote control
manufacturers.
2.2 Reversing at local control panel

(see also Local Control Panel 4618−1 and 4003−1 ’Engine local control’)
Transfer and take−over from REMOTE AUTO. CONTROL (Remote Control) to LOCAL MANUAL
CONTROL (Local Control):
⇒ At the control room console, push the button LOCAL MANUAL CONTROL
(Local Control) for mode transfer to local manual control.
⇒ At the WECS−9520 manual control panel (see 4618−1), push the button
LOCAL MANUAL CONTROL to take over the control.
Use this operation mode for long periods only when necessary e.g. until speed
control system defects or other defects in the remote control can be repaired.
In installations with controllable pitch propellers or clutch couplings, more
precautions are necessary. There must be good communication between the
bridge and the local manoeuvring stand.
Remark: Because the speed control system is not in control of the engine speed ,
an engineer must stay at the local manoeuvring stand. The engineer can then
make changes immediately if necessary.
Reversing:
⇒ Turn the rotary button to 15% fuel injection quantity (see display).
⇒ Push the button START AHEAD or START ASTERN until the engine runs in
the applicable direction.
Remark: On ships under way, this procedure can be some minutes, because the
propeller is dragged in the opposite sense of rotation.
You can also use the ECR manual control panel to do the reversing procedure
given above.
You can use the buttons and rotary button only at the related active control stand
(see 4618−1 ’WECS−9520 Manual control panel’).

Manoeuvring
2.3 Installations with controllable pitch propeller

For data about installations with controllable pitch propellers, refer to the
documentation of the propeller manufacturer.
2.4 Installations with clutch couplings

You must make sure that the couplings are engaged before you start the engine.
3. Increase power after release to SEA SPEED and decrease
You must only increase and decrease the engine load during a given time period.
This time period is usually between 40 minutes to 45 minutes between full
maneuvering and service power. However, the time period must not be less than
that given as follows:
D For an increase in engine load, not less than 30 minutes
D For a decrease in engine load, not less than 15 minutes.
You use the related devices in the engine room to manually increase and decrease
the engine load as follows:
D For fixed pitch propeller installations:
− Speed setting.
D For controllable pitch propeller installations:
− Speed setting
− Propeller pitch setting lever
− Speed and propeller pitch setting lever (combinator).
The time limits given above for speed and power are not applicable if a faster
decrease of engine load is necessary when:
D There are critical alarm conditions in the engine room
D A shut-down or automatic slow-down signal is activated.
4. Emergency manoeuvre
The safety of the vessel is very important. If an emergency manoeuvre is

necessary, all the limits specified in paragraphs 2 and 3 are not applicable, i.e. you
can use the the full power of the engine.

Intentionally blank
Operation
Change-over from Diesel Oil to Heavy Fuel Oil and Back
1. General
Continuous operation with heavy fuel oil is recommended for engines and plants.
You must only change from heavy fuel oil to diesel oil if necessary, for example
when:
D The engine is flushed before maintenance
D The heating plant is set to off in the dry dock
D There are environmental conditions.
To make sure that the change-over is safe, see the paragraphs that follow:
2. Recommended viscosity at inlet to fuel pumps
For the temperature necessary to make sure that the fuel upstream of the inlet to
the fuel pumps is at the correct viscosity, see the Viscosity-Temperature Diagram
0710−1.
A viscosimeter controls the temperature increase of the fuel.
Remark: During engine standstill fuel flows through the fuel pumps on the supply
unit but not through the fuel rail. Change-over is thus not possible.
2.1 Change-over from diesel oil to heavy fuel oil

See 0720−1 Fuel Treatment, Fuel Oil System, Fig. ’B’.
Plant side
After the position of the three-way valve 21 is changed, there is a mixture of diesel
oil (DO) and heavy fuel oil (HFO) in the mixing unit 24.
The viscosimeter controls the end-heater 26, which keeps the fuel temperature at
the necessary viscosity. You must only increase the fuel temperature slowly (i.e.
the temperature increase must be a maximum of 2_C each minute).
Remark: It is possible that sudden temperature changes can seize the fuel pump
plungers.
Make sure that the heating for the fuel filter 27, fuel supply and fuel return pipes is
set to on until the fuel is at the necessary temperature (the temperature is shown
on the thermometer upstream of the inlet to the fuel pumps).
Do a check of the fuel pressure downstream of the low pressure feed pump and at
the fuel pump inlet (see Operating Data Sheet 0250−1).
Engine side
The trace heating on the engine (fuel pressure pipes and fuel rail) must be set to on
when there is a change-over from diesel oil to heavy fuel oil in the plant. All covers
of the rail unit must be closed.
If the engine room is cold, you must set to on the trace heating approximately one
hour before the change-over.
Before you stop the engine, the change-over procedure must be fully completed.
This prevents a mixture of diesel oil and heavy fuel oil in the fuel rail, which can
cause viscosity problems during the next engine start.
It is recommended that for the change-over, the fuel is at the necessary
temperature and the CMCR load is not more than 75%.

Change-over from Diesel Oil to Heavy Fuel Oil and Back
2.2 Change-over from heavy fuel oil to diesel oil
Plant side
To change from HFO to DO, you must first change the position of the 3-way valve
21. HFO and DO is mixed in the mixing unit 24. The viscosity of the fuel mixture
decreases quickly at a specified temperature, which is related to an increased
proportion of DO to HFO. After a short period the heating can be set to off.
Engine side
Attention! If you operate the engine with diesel oil and the trace heating is set to
on, damage to the engine will occur.
The trace heating on the engine (fuel pressure pipes and fuel rail) must be set to off
during change-over from HFO to DO in the plant.
Remark: The time to complete a change-over will be longer if the engine operates
at low load.
Before you stop the engine, the change-over procedure must be completed. This
will prevent a mixture of DO and HFO in the fuel rail which can cause viscosity
problems during the next start.
It is recommended that the CMCR load is less than 50% CMCR power for the
change-over from HFO to DO.

Operation
Operation at Low Load
1. General
See the data that follow:

D Checks and precautions in 0240−1.
D Trace heating of the fuel oil system during operation.
D Temperature of cooling medium within the usual range (see Operating Data
Sheet 0250−1).
D Careful treatment of the fuel oil (see Fuel Treatment, Fuel Oil System
0720−1).
D 0750−1 Operating Media, paragraph 3 Cylinder Lubricating Oil.
The cylinder lubricating oil quantity automatically adapts to the lower engine load.
The WECS−9520controls the lubricating oil quantities related to the engine load.
2. WECS−9520 Injection control
At low load the WECS−9520 automatically cuts out one of the three injection
valves in each cylinder. At very low load, two of the three injection valves are cut
out.
This makes sure that the engine has the best fuel mist and combustion properties,
which decreases smoke from the funnel and fuel consumption.
The WECS−9520 changes the cutting out of the three injection valves at regular
intervals to get an equal thermal load in the combustion chamber.
There is no time limit to operate the engine at low load.

Intentionally blank
Operation
Operation at Overload
1. General
Usually, the engine is only operated at overload (110% of CMCR power) during sea
trials when there is an authorized representative of the engine builder on board the
ship.
The limit for operation of the engine at overload is a maximum of one hour each day
(see also The Relation between Engine and Propeller 0070−1).
During operation at overload, you must carefully monitor the engine. If there are
unusual indications, you must decrease the load (power).
The load indication (fuel injection quantity) and the exhaust gas temperature
upstream of the turbine show the engine load (see Operating Data Sheet 0250−1
and Acceptance Records).
The coolant temperatures must be kept in their usual ranges.
In usual service, the full load position of the load indication (fuel injection quantity)
must stay in the limits given (see the Acceptance Records).
The maximum permitted position of the load indication (fuel injection quantity) is
given in the Acceptance Records. The adjustments are only permitted to show the
CMCR power, during sea trials with an overspeed of 104% to 108% of CMCR
power.
The conditions given below have an effect the speed of the ship:
− Sailing into strong head winds
− Sailing in heavy seas
− Sailing in shallow water
− When there is unwanted heavy growth on the hull.
The governor increases the fuel quantity to keep the speed of the ship constant.
The position shown on the load indication (fuel injection quantity) will increase.

Intentionally blank
Engine Shutdown
General
1. Engine load decrease
When possible, we recommend that the engine load is decreased slowly, see
Maneuvering 0260−1.
2. Engine stop
From the control room − remote control:

Because different types of remote control can be connected to the engine controls,
we do not give a procedure of the operation from the manoeuvring stand in the
control room. For this procedure, see the applicable documentation of the remote
control manufacturer.
Usually, it is sufficient to move the telegraph to the position STOP.
From the control room − ECR manual control panel:

When you push the STOP button on the WECS−9520 manual control panel in the
ECR, the WECS−9520 decreases the engine speed/power, then shuts down the
engine.
From the local control panel:

See the Control Diagram 4003−2 and Local Control Panel 4618−1.
When you push the STOP button on the WECS−9520 manual control panel the
WECS−9520 decreases the engine speed/power, then shuts down the engine.
Remark: You can use the buttons and rotary knob only at the related active control
stand.
2.1 In an emergency
To stop the engine immediately, push the EMERGENCY STOP button in the
control room, or on the local control panel. The fuel pressure control valve 3.06
releases the pressure in the fuel rail. At the same time, the fuel pump actuators
move the regulating linkages to the zero position.
2.2 Last option to stop the engine

Attention! Do this emergency procedure only as a last option.
You can also stop the engine as follows:

D In the supply box E85, set to off the electrical power to the WECS−9520.

Intentionally blank
Engine Shutdown
Procedures after Engine Stop
1. Procedures for shorter service breaks (some days to a some weeks)
1.1 Engine is maneuverable

If the engine must still be maneuvered after it has stopped, see the conditions that
follow:
D The WECS−9520 engine control system must stay set to on.
D All the pumps for coolant water, lubricating oil and fuel must operate.
D Control air must be available and the starting air bottles must be full.
D Keep the cylinder cooling water at the correct temperature.
D Do not cool the lubricating oil.
D Keep the fuel at the necessary temperature in accordance with the
Viscosity-Temperature Diagram 0710−1.
1.2 Engine is not maneuverable

If the engine is not maneuverable, see the conditions that follow:
D After the engine has stopped, the coolant water and lubricating oil pumps
must operate for a minimum of 20 minutes to let the temperatures become
stable. Do not let these media cool below their usual inlet temperatures. The
sea-water pump can, thus, usually be stopped immediately.
D If the engine was shut down during operation with heavy fuel oil, then the
supply must flow through the fuel pumps and the fuel rail. The fuel system
must continue to operate.
D The fuel pipe heating system at the engine must be set to on. If this is not
necessary, change the engine operation to diesel oil before shut-down (see
0270−1 ’Change-over from heavy fuel oil to diesel oil’ and Measures to be
taken before Putting Out of Service for Extended Period 0620−1).
D The low pressure feed pump and booster pump can be stopped, if the engine
was shut down during operation with diesel oil (see 0720−1 ’Layout of the fuel
oil system’).
D Open the indicator valves in the cylinder covers.
D The turning gear can be engaged.
D WECS−9520 engine control system can be set to on.
D Where possible, keep the cooling water warm to prevent the engine from
cooling down too much. The cooling water pump thus, continues to operate
unless it is necessary to stop the pump for maintenance.
⇒ At frequent intervals and with the indicator valves open, use the turning gear
to turn the engine as necessary (possibly done daily in damp climates). Do
this procedure while the lubricating oil pump and servo oil service pump
operate and set to on the cylinder lubrication at the same time. After
completion of this procedure, make sure that the piston stops in a different
position each time.
Remark: Make sure that you know the safety precautions before you do repair
work or overhauls (see Maintenance Manual 0011−1 and 0012−1). If necessary,
release the pressure from the fuel oil system.
⇒ Repair all the defects found in service (leaks, etc).

Starting air manifold venting / Stop the starting air system:

Because of low air pressure after engine stop, the venting of the starting air
manifold 6 cannot be done correctly. Thus, dirt and grease stay in the starting air
manifold and can cause the piston rings of the starting air valve 7 to stick.
Use high-pressure air at regular periods, to make sure that all dirt and grease is
removed from the starting air manifold.
Do the steps that follow:
⇒ Engage the turning gear.
⇒ Open the drain and test valve 3 momentarily. If you can hear the starting air
flow into the shut-off valve 1, close the drain and test valve 3. The starting air
manifold 6 is pressurized with high-pressure starting air.
⇒ Close the shut-off valves of the starting air bottles.
Remark: You can usually find the venting valve 5 installed at the free end of the
starting air manifold. But on some engines the venting valve is installed at the
driving end. It is possible that two venting valves are installed on different engine
types.
⇒ Open the venting valve 5. The high-pressure air is released. Dirt and grease in
the starting air manifold are removed.
⇒ Lift the lever then turn the handwheel 2 to position CLOSED.
⇒ Open the venting valve 4 to drain the shut-off valve 1.
7 8 1 2
WCH01073
6 5 4 3
Key to Illustration: Starting air system

1 Shut-off valve for starting air 5 Venting valve 2.27
2 Handwheel for shut-off valve 6 Starting air manifold
3 Drain and test valve 2.06 7 Starting air valve
4 Venting valve 2.21 8 5/2-way solenoid valve

Engine Shutdown
Post-lubrication of the cylinders:

Post-lubrication starts automatically during slow-down of the engine (speed
below 8%).
⇒ Close the shut-off valve on the control air supply (supply of air from the board
system).
Remark: Make sure that the lubricating oil pump is set to off before you bleed the
air spring system.
2. Procedures for service breaks for a longer period (weeks or months)
Refer to paragraph1.2 above and to Measures to be taken before Putting Out of

Service for Extended Period 0620−1.

Intentionally blank
Special Measures in Operation
Running-in of New Cylinder Liners and Piston Rings
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
3. Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
4. Cylinder Lubricating Oil Feed Rate . . . . . . . . . . . . . . . . . . . . . . 3/4
5. Running-in Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
1. General
After new components of the piston running system are installed, it is very
important that you do a running-in procedure. This procedure makes sure that the
profiles of the piston rings and the cylinder liner adapt and get the same shape.
The running-in procedure has different engine load steps (see Fig. 1), which are
lubricated more than usual. The higher amount of lubricating oil absorbs the large
quantity of wear debris, which were made during the running-in procedure.
The new components will be run-in until the engine has the maximum load. If the
engine was run-in until load L1 and you want to operate the engine at a higher load
L2 (L2 > L1 + 10% CMCR), you must first start a new running-in process until load
L2. For data about the engine load ranges, see 0070−1 The Relation between
Engine and Propeller.
After new cylinder liners are installed, or after piston rings are replaced, a
running-in procedure must be completed. Running-in makes sure that there is
good sealing of the piston rings in a short time. The running-in procedure is very
important for engines with non-chrome ceramic piston rings.
It is very important that no scuffing occurs on the running surfaces of the cylinder
liner and/or the piston rings during the running-in procedure. You must obey the
data given in the guidelines of the running-in programme (see paragraph 5) to
run-in new components. Do not complete the load-up programme faster than
recommended.
It is also very important that spare cylinder liners are purchased from approved
manufacturers who apply modern material and machining technologies.
1.1 Before Engine Start

1. Prepare the engine for start, see 0110−1.
2. Do a check of the condition of the piston rings.
3. Do a check of the condition of the cylinder liners from the piston underside and
for signs of condensation or leakage (if the engine has not started for some
time).
4. Do a check of the scavenge air receiver and piston underside for
contamination.
5. Make sure that the water separator is in a clean condition.
6. Make sure that the scavenge air receiver drains are open and the high level
alarm operates correctly.
7. See the data given in paragraph 4 to set the cylinder lubricating oil supply rate.

8. In the remote control system, get the USER PARAMETERS in the USER page
(see 4002−3, User parameters and Maintenance Settings).
9. Set to off the VIT.
10. Set the FQS to 0.00 degree.
1.2 Running-in
1. See paragraph 5 for data about the running-in sequence.
2. Do not complete the load-up sequence faster than the recommended time.
Remark: It is usually necessary to inspect the condition of the running surfaces of
the piston rings and the cylinder liner to make an estimate of the running-in status.
3. Do frequent checks to make sure that the cooling water quantity and
temperature is stable (differences in temperature are not permitted), (see
2124−1 Cylinder Liner).
4. For the running-in of one cylinder, you can temporarily decrease its load. See
step a) and step b):
a. In the remote control, get in the MAINTENANCE SETTINGS in the
ADJUST page (see 4002−3, User parameters and Maintenance
Settings).
b. In the Inj. correction factor page, set the applicable value.
2. Fuel
For running-in, use heavy fuel oil (HFO). Make sure that the fuel has the correct
treatment and viscosity (i.e. heated to the correct temperature).
3. Cylinder Lubricating Oil
For usual operation and running-in conditions, use cylinder lubricating oil that has
a high-alkaline base number (BN) (see 0750−1, paragraph 3 Cylinder Lubricating
Oil) when HFO with a high sulphur content is used.

4. Cylinder Lubricating Oil Feed Rate
4.1 Increase Feed Rate

During the running-in period, the feed rate to the related cylinder must be
increased to 1.4 g/kWh (see 7218−1 paragraph 8.4 Lubricating Oil Feed Rate −
Adjustment).
1. In the remote control system, get the USER PARAMETERS in the USER page
(see 4002−3, User parameters and Maintenance Settings).
2. In the Lubrication field, select the applicable cylinder(s).
3. In the Adjustment column, adjust the feed rate until 1.4 g/kWh shows in the
Feed Rate column for the applicable cylinder number.
4.2 Decrease the Feed Rate

For maximum power, the feed rate can be decreased to (see Fig. 1):
D 1.2 g/kWh after approximately 15 hours of operation
D 1.0 g/kWh after 50 hours of operation
D 0.9 g/kWh after 200 hours of operation and after inspections of the piston rings
and cylinder liners.
Because of regular checks of the piston rings and cylinder liners during the next
500 hours to 1000 hours of operation, the feed rate can be decreased. The feed
rate must be decreased in small steps until the guide feed rate is at 0.8 g/kWh (see
paragraph 5, Running-in Sequence).
4.3 Decrease the Feed Rate to Less than the Guide Feed Rate
If there are satisfactory conditions after 1000 hours of operation, it is possible to
decrease the feed rate to less than the guide feed rate.
You must decrease the feed rate in steps of approximately 0.1 g/kWh, with periods
of 500 hours to 1000 hours of operation between each step.
If the inspection results of the running surface of the piston rings and cylinder liner
(through the scavenge ports) are satisfactory, the feed rate can be decreased.
The data above for usual operation is related to:
D The condition of the engine
D The sulphur content of HFO
D The cost of cylinder lubricating oil compared to a replacement cylinder liner
and maintenance costs
D The selection of lubricating oil
D The oil analysis of the piston underside drain.

5.
Note: If the engine operates at low load (less than 60% CMCR), the running-in procedure can be
done at a later time. But, this is only possible when a full set of Chrome Ceramic rings (obey the g/kWh g/BHPh
2015-07
data given in the Service Bulletins RT-135 and RT-135_A1) is installed together with a new, fully eff. eff.
honed cylinder liner (or a cylinder liner that was run-in before).
0410−1/A2
At the next load-up (e.g. procedure to clean the turbocharger or boiler soot removal) the running-in
procedure must then be completed and must include 75% engine load before the ship goes back 2.0
to low load operation again. 1.2
1.6
Inspection of piston rings and cylinder liners 1.5 1.1
1.4
1.0
Running-in Sequence
The adjustment of the cylinder oil feed
1.)
1.3
rate is related to the power
0.9
1.2
Note to Fig. 1
1.1 0.8
CMCR
Power 1.0
0.7
% 0.9
Guide feed rate
0.8 0.6
4/ 4
Operation
100
pulse lubricating systems.

Service speed / load 0.7
0.5
0.6
0.5 0.4
80
60
Fig. 1: Running-in Sequence − Pulse Lubricating Systems1)

5 10 15 20 25 50 200 500 1000 Running hours
Winterthur Gas & Diesel Ltd.

Approved for pulse feed lubricating systems, pulse jet lubricating systems and retrofit
Indicator Diagrams
1. General
Indicator diagrams must only be drawn with a serviceable indicator at constant

power and speed, and ships sailing in calm sea and deep water.
To give you data about the indication diagrams, make a note of the related cylinder
number, engine speed, the positions of the load indicator and VIT..
2. Description of cylinder pressures
Higher compression ratio and fuel injection delay are used to decrease the NOx
value for engines so that the IMO rules are obeyed.
The ratio of the maximum firing pressure to the compression pressure is in the
range of 0.90 to 1.25 at 100% load.
The engine rating is related to IMO tuning. This means that the curves in the
diagram can be different within the two examples that follow:
Example A Example B
pF
pC
pC
Cylinder pressure [bar]
Cylinder pressure [bar]
pF
Crank angle [_CA] Crank angle [_CA]
PC = Compression pressure at TDC PF = maximum firing pressure
3. Indicator diagrams and related engine adjustments
Remark: The diagrams, which were made during the acceptance trial, must be
used as references. For reference values about compression and maximum firing
pressures for the related load and speed, refer to the trial reports and performance
curves.

Indicator Diagrams
PF
3.1 Maximum firing pressure is too high at the
PC Example A
correct compression pressure
Possible causes:
D Ignition (start of injection) too advanced for
the fuel type in use.
⇒ In the user parameters, enter a positive
004.758/00
PC setting to adjust the FQS to ”later” to correct
PF Example B
the ignition pressure (see user parameters
4002−3).
You can only do a correction of the FQS if all
cylinders show the same pressure difference.
004.757/00
PF
3.2 Maximum firing pressure is too low at the
PC Example A correct compression pressure
Possible causes:
D Unsatisfactory combustion: Nozzle tip has
trumpets is worn.
⇒ Do a check of the injection nozzles.
004.756/00
PC D Ignition (start of injection) too retarded for the
PF Example B fuel type in use.
⇒ In the user parameters, enter a positive
setting to adjust the FQS to “earlier” to correct
the ignition pressure.
You can only do a correction of the FQS if all
cylinders show the same pressure difference.
004.755/00
PF
PC
3.3 Compression and maximum firing pressure
Example A
too low
Possible causes:
D The load is less than you think.
D The exhaust valve has a leak.
004.754/00 ⇒ Do a check of the exhaust valve.

PC
PF Example B
D The scavenge air pressure too low.
⇒ Clean the turbocharger or scavenge air
cooler.
D The suction temperature too high.
D VEC timing is incorrect i.e. exhaust valve
closing time too late (parameter in
004.753/00 WECS−9520).

Indicator Diagrams
PF
PC Case A
3.4 Compression pressure and maximum firing
pressure too high
Possible cause:
D Engine has too much load.
D VEC timing incorrect.
004.752/00
PC
PF Case B
004.751/00

Intentionally blank
Procedures to Prevent Contamination and Fire in the Scavenge Air Spaces
1. General
The primary cause of contamination is when combustion materials are blown

between the piston and cylinder into the scavenge air spaces (blow-by). The
contamination will be more if the fuel is not fully burned (exhaust smoke).
2. Causes and procedures
2.1 Causes of unsatisfactory combustion

D The injection valves do not operate correctly (nozzle tip has trumpets or is
worn).
D The fuel is too cold, specially at low load.
D Operation with a temporarily low air supply during large differences in engine
load and the scavenge air pressure fuel limiter set too high.
D Too much load.
D Low air supply because the ventilation in the engine room is not sufficient.
D Contamination of the silencer and diffuser on the air side of the turbocharger.
D Contamination of the wire mesh and nozzle ring upstream of the turbocharger.
D Contamination of the exhaust gas boiler, the air cooler and water separator,
the air flaps in the scavenge air receiver and the scavenge ports.
2.2 Causes of blow-by

D Worn piston rings, broken piston rings or piston rings that cannot move.
D Worn cylinder liner.
D Incorrect operation of a lubricating quill.
D The running surface of the cylinder liners are damaged.
If there are one or more of these conditions, the remaining particles (fuel not fully
burned and cylinder lubricating oil) will collect at the areas that follow:
D Between piston ring and piston ring groove.
D On the piston skirt.
D In the scavenge ports.
D On the bottom of the cylinder block (piston underside).
2.3 Causes of fires

D Combustion gases and sparks that bypass the piston rings between the
piston and cylinder liner running surface go into the piston underside.
D If sealing rings of the piston rod gland leak and drain pipes from the piston
underside are blocked, system oil and cylinder lubricating oil will collect. This
is a primary fire risk.
Remark: Do periodic checks of the bottom of the cylinder block and scavenge air
receiver. If necessary clean the cylinder block and scavenge air receiver.

2.4 Indications of a fire

D You can hear the related temperature alarms.
D A large increase in the exhaust gas temperature of the related cylinder and an
increase in piston underside temperature.
D In some conditions the turbocharger can surge.
2.5 Fire fighting procedures

We recommend the procedures that follow:
⇒ Decrease the engine power.
⇒ Cut out the injection of the related cylinder (in the remote control, user
parameters, select Inj. CUT OFF).
⇒ Although there is high temperature in the cylinder(s), increase the feed rate of
lubricating oil to maximum (see 4002−3 ’User Parameters and Maintenance
Settings’ paragraphs 1 and 1.1).
If the plant has a specified fire extinguisher system, (carbon dioxide CO2) the
containers can be attached to the applicable connections on the scavenger air
receiver. The related shut-off valve must be fully leak-proof.
⇒ If you think there is a fire, shut down the engine and fill the scavenge space
with CO2 gas.
Remark: Make sure that you read 0210−1 Safety Precautions and Warnings,
paragraph 11 Carbon Dioxide (CO2) gas.
If steam is used to extinguish a fire, you must do the procedures to prevent
corrosion.
It is possible that after approximately 5 minutes to 15 minutes, a fire will be
extinguished. To make sure that a fire is extinguished, do a check of:
D The exhaust gas temperatures
D The temperatures of the doors to the piston underside space.
After the procedures above, you must stop the engine as soon as possible and find
the cause of the fire.
CHECK
D The cylinder liner running surface, piston and piston rings.
D The air flaps in the scavenge air receiver (replace if necessary).
D Possible leakages.
D The piston rod gland as much as possible.
D The injection nozzles.
⇒ After a careful check, or if necessary a repair, do the procedure that follows:
− Start the engine.
− Start the injection and slowly increase the load.
− Set the lubricating oil feed rate to the applicable value.
⇒ If the engine must stay in operation and the fire is extinguished, do the
procedure that follows:
− Cut in the injection and slowly increase the load.
− Set the lubricating oil feed rate to the applicable value.
Remark: Do not operate the engine for long periods with a high cylinder lubrication
setting.

2.6 Procedures to prevent fire

Good engine maintenance will help to prevent a fire in the scavenge air spaces.
The data that follow will also help to prevent fire:
⇒ Make sure that the injection nozzles are serviceable (i.e. the spray from the
nozzles must come out correctly).
⇒ Do regular inspections of the air and gas pipes.
⇒ Regularly clean the the air and gas pipes.
⇒ Dirty oil from the piston underside must always drain through the dirty oil
outlet.
⇒ Use your hand to feel the drain pipes. If there is a blockage, a drain pipe will
have a temperature difference between different areas. You must clean the
related drain pipe as soon as possible.

Intentionally blank
Instructions Concerning the Prevention of Crankcase Explosions
1. General
Examples of crankcase explosions in diesel engines have shown that they can
only occur in special conditions, and thus do not occur frequently.
The cause of crankcase explosions is oil mist. Oil mist comes from components
that have become unusually hot.
Engines have oil mist detectors (see Oil Mist Detector 9314−1), which
continuously monitor the concentration of oil mist in the crankcase. If there is a high
oil mist concentration the oil mist detector activates an alarm.
Correct engine maintenance will help prevent explosions in the crankcase.
2. Procedure
If an oil mist detector activates an alarm, do the procedures given below:

Attention! Get away from the engine. There is a risk of explosion.
⇒ Decrease the engine speed (power) immediately.
⇒ When possible, stop the engine and let the temperature decrease for a
minimum of 20 minutes.
⇒ Find the cause and repair if possible (see Operating Problems 0840−1).
Attention! Do not open the crankcase doors or the checking covers for a minimum
of 20 minutes. If air goes into the crankcase, an explosion can occur.
To prevent accidents no person must be in the possible range of gases that can
come out of the relief valves on the crankcase doors. If no fire-extinguishing
system is installed or not in use, a portable fire extinguisher must be kept ready
when the crankcase doors are opened.

Intentionally blank
Operation during Unusual Conditions
General Data
1. General
The data below give the procedures for engine operation when:
D The parts cannot be immediately repaired
D The engine must continue to operate, or
D When engine operation must continue as soon as possible.
2. Decreased power output
In an emergency, when the engine must operate (with one or more cylinders out of
operation, turbochargers out of service or decreased coolant flow etc.) the power
must be decreased to prevent damage to the engine.
Make sure that the load indication is always less than the full load position (fuel
injection quantity) and that the gas temperature at the turbocharger inlet is less
than the maximum temperature (see Operating Data Sheet 0250−1). If necessary
decrease the engine speed and power.
Because of torsional vibration, it is possible that the engine has more than one
barred speed range. Also, it is possible that the engine has a barred speed range if
the axial damper becomes defective. Data about the barred speed range can be
found near the telegraph on the bridge, and/or near the local control panel.
The exhaust smoke must be monitored because the engine must not operate with
dark exhaust smoke. The speed and power must be decreased until the exhaust
smoke is satisfactory.
3. Cylinders out of operation
When one or more cylinders are out of operation the turbocharger can surge. This
makes a loud sound. Large differences in the scavenge air pressure will show on
the pressure gage.
If the turbocharger surges for short periods or continuously, you must decrease the
speed sufficiently.
Remark: When cylinders are out of operation, it is possible (when an engine has
only e.g. five cylinders) that the engine will stop in a position from which it cannot
start. This is because none of the serviceable pistons are in the correct position to
start the engine again. Start the engine momentarily in the opposite direction to get
the crankshaft to a different position. It is possible that the engine will not reverse
correctly and you must do related precautions together with the bridge.

Intentionally blank
Operation with Injection Cut Out (One or More Cylinders)
1. Cut out the injection
If the injection of one or more cylinders must be cut out, do the procedure that
follows:
⇒ In the remote control, select Inj. CUT OFF to cut out the applicable cylinder
(see 4002−3 User Parameters, paragraphs 1 and 1.1).
Remark: If there is a defect in the injection system (injection valve, high pressure
pipe, etc.) only cut out the injection of the related cylinder. If possible, the exhaust
valve must always operate.
Attention! For safety, disconnect the electrical connections 10 from the rail valves
9 of the related cylinder (see Fig. ’A’).
If it is necessary to operate the engine with the injection cut out for a long period, do
the procedure that follows:
⇒ Record the lubricating oil feed rate settings.
⇒ Decrease the lubricating oil feed rate for the related cylinder to the minimum
setting.
2. Injection start
Replace defective injection control unit as soon as possible (see Injection Control
Unit 5564−1 in the Maintenance Manual).
Risk of injury! You must use gloves and safety goggles when you do work on hot
components.
2.1 Replace the defective injection control unit
⇒ Stop the engine.
⇒ Close the heating pipes.
⇒ Set to off the fuel booster pump 3.15 and the bearing oil pump.
⇒ Remove the screw plug 7 from the stop valve 8.
⇒ Carefully open the stop valve 8 to release the pressure in the servo oil rail 2
(see Fig. ’B’).
⇒ Operate the hand lever 6 on the fuel shut-down pilot valve 5 to release the
pressure in the fuel rail 1. Make sure that the fuel rail has no pressure (see Fig.
’C’).
⇒ Replace the defective injection control unit (see 5564−1 in the Maintenance
Manual).
⇒ Close the stop valve 8.
⇒ Install and tighten the screw plug 7.
⇒ Set to on the fuel booster pump 3.15, bearing oil pump and the servo oil
service pump 4.88.
Do a check for leaks.
CHECK
⇒ Set to off the servo oil service pump 4.88.
⇒ Open the heating pipes.
⇒ Adjust the lubricating oil feed rate for the related cylinder to the settings you
recorded before (see your recorded settings and 7218−1 ’Adjusting the feed
rate of lubricating oil’).
⇒ Connect the electrical connections 10 to the rail valves 9.
⇒ In the remote control, select Inj. RUN to cut in the applicable cylinder (see
4002−3 paragraphs 1 and 1.1).

A B
10
FREE
END
10
015.454/07
3
015.228/07 78 2
3 4 5
6
DRIVING
END
1
015.455/07
Key to Illustrations: ’A’ Injection control unit

’B’ Servo oil rail at free end
’C’ Fuel rail at driving end
1 Fuel rail 3.05 6 Hand lever
2 Servo oil rail 4.11 7 Screw plug
3 Injection control unit 3.02 8 Stop valve 3.40
4 Fuel pressure control valve 3.06 9 Rail valve 3.76
5 Fuel shut-down pilot valve 3.08 10 Electrical connection

2.2 Replace the defective injection pipe

Replace the defective injection pipe as soon as possible.
Remark: You can use the drain screws on the flange to find a defective injection
pipe that leaks (see 8019−1 ’ Fuel leakage system’ Fig. ’E’ items 53 and 54).
As a temporary procedure, do as follows:
⇒ Disconnect the two electrical connections 10 from the related rail valve 9 on
the injection control unit 3 to isolate the defective injection pipe.
Injection will continue to operate through the remaining injection pipes, but this
makes the injection time longer and releases an alarm ’Inj. time too long’.
⇒ Replace defective injection pipe (see Fuel Pressure Piping 8733−1 in the
Maintenance Manual).

Intentionally blank
Faults in High Pressure Fuel System
Overview
1. Defective fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
2. Defective actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
3. Defective injection control unit . . . . . . . . . . . . . . . . . . . . . . . . . . 4/8
4. Defective fuel pressure control valve 3.06 . . . . . . . . . . . . . . . 7/8
1. Defective fuel pump
1.1 Fault identification

D Higher regulating shaft positions of the fuel pump rows at the same output
compared with the acceptance report.
D Unusual noises e.g. knocks, rings and scrapes.
D The level switch LS3426A 17 shows an alarm (see 8019−1 ’Fuel leakage
system’, Fig. ’E’). A visual examination shows a leak indication LI3427L at the
leakage drain pipe.
1.2 Causes
D The pump plunger is seized, the spring is broken, the regulating sleeve is
blocked.
D The roller is blocked, there is damage to the cam, the roller guide is seized.
D An HP pipe is broken.
D The regulating linkage is blocked.
1.3 Procedures
⇒ Cut out the related fuel pump (see Cutting Out and Cutting In of the Fuel Pump
5556−2).
⇒ Replace the defective parts as soon as possible (see Fuel Pump 5556−1 and
Supply Unit 5552−2 in the Maintenance Manual).
2. Defective actuator

D If an actuator fails, its regulating output stays in position or turns slowly to zero
supply. The toothed rack does not change when the load changes.
D At higher fuel consumption, the serviceable actuator has control of the fuel
quantity regulation.
D At lower fuel consumption, the fuel pressure control valve 3.06 has the fuel
pressure regulating function.
Remark: If all the actuators become defective, their regulating outputs stay in
position or turn slowly to zero delivery. The toothed rack does not change when the
load changes. Fuel quantity regulation is not possible at lower fuel consumption.
The fuel pressure control valve 3.06 has the fuel pressure regulating function for
lower fuel consumption. The fuel quantity that flows off goes into the fuel return.
Operation with these regulating functions must be avoided if possible, or operate
for some hours only. Decrease the rail pressure (see paragraph 2.3 Procedures
and in 5562−1 Fuel pressure control valve 3.06).
If there is an overpressure in the HP fuel system (i.e. the fuel pressure control valve
3.06 becomes defective), the fuel overpressure safety valve 3.52 opens and the
level switch LS3426A activates an alarm.

Faults in HP Fuel System
2.2 Causes
D The actuator is blocked.
D There is electrical interference (a cable coupling is defective, a cable is
defective etc).
2.3 Procedures
2.3.1 One actuator is defective

⇒ Do a check of the control signals from the WECS−9520 and the electrical
cables. If necessary, replace the electrical cables.
⇒ Make sure that the regulating linkage moves freely.
⇒ Install the spacer 3 (tool 94555A) to the toothed rack 2 in the center-line
position on the fuel pump 1 that has the defective actuator 5 (see Fig. ’A’).
⇒ Replace the defective actuator as soon as possible (see Regulating Linkage
5801−1 in the Maintenance Manual).
D You can install the spacer 4 (tool 94555) as an alternative to the spacers 3 in
the position max. or min. (e.g. at full load). Fuel pressure regulation through
the fuel pressure control valve 3.06 must be prevented if possible.
⇒ Turn the knurled screw on the fuel pressure control valve 3.06 (see 5562−1)
fully counterclockwise.
A
Max. Min.
3 3
2 5 4
010.513/02
WCH01001
Key to Illustrations: ’A’ Spacers for center-line and Max. / Min. positions
1 Fuel pump 3.14 4 Spacer (tool 94555)
2 Toothed rack 5 Actuator 3.21
3 Spacer (tool 94555A)

2.3.2 Three fuel pumps (5 and 6 cylinders), one pump blocked

For engines with 5 and 6 cylinders, see the table below for the applicable engine
output ranges:
Tool Position of Range of engine

toothed rack output
94555A Center-line approx. 20% to 80%
94555 Min. approx. 0% to 40%
94555 Max. approx. 40% to 100%
2.3.3 Three fuel pumps (7 cylinders), one pump blocked

For engines with 7 cylinders, see the table below for the applicable engine output
ranges:
Tool Position of Range of engine

toothed rack output
94555A Center-line approx. 10% to 90%
94555 Min. approx. 0% to 70%
94555 Max. approx. 30% to 100%
2.3.4 All actuators are defective

⇒ Install the spacers 3 and 4 (tools 94555A and 94555) to the toothed racks 2 in
the center-line position and ’Max.’ to all fuel pumps (see Fig. ’B’).
D The spacers 3 and 4 can be installed in different positions for the applicable
engine output.
⇒ Turn the knurled screw on the fuel pressure control valve 3.06 (see 5562−1)
fully counterclockwise.
B 4
3 1
Max.
2 6
Min.
WCH01001
Key to Illustration: ’B’ Spacer for position ’Min.’ and ’Max.’

1 Fuel pump 3.14 4 Spacer (tool 94555)
2 Toothed rack 5 Actuator 3.21
3 Spacer (tool 94555A) 6 Damper

2.3.5 Three fuel pumps (5 and 6 cylinders), two pumps blocked

For engines with 5 and 6 cylinders, see the table below for the applicable engine
output ranges:
Tool Position of toothed rack Range of engine

output
94555A and 94555 Centerline and Max. approx. 80%
94555A and 94555 Centerline and Min. approx. 30%
2.3.6 Three fuel pumps (7 cylinders), all pumps blocked
Tool Position of toothed rack Range of engine

output
94555A and 94555 2x Centerline and 1x Max. approx. 70%
94555A and 94555 1x Centerline and 2x Max. approx. 90%
94555A and 94555 1x Max. and 2x Min. approx. 40%
Remark: With this emergency operation, fuel quantity regulation is not possible at
higher fuel consumption. The fuel pressure control valve 3.06 gets control of the
fuel pressure regulating function at lower fuel consumption. The fuel quantity that
flows off goes into the fuel return.
Emergency operation with these regulating functions must only be for some hours.
If there is an overpressure in the HP fuel system (i.e. the fuel pressure control valve
3.06 becomes defective), the fuel overpressure safety valve 3.52 opens and the
level switch LS3446A activates an alarm.
3. Defective injection control unit

D Alarm indication in WECS−9520 (remote control).
D The fuel injection is cut off automatically (Inj. CUT OFF) on the related
cylinder, and a SLOW DOWN signal will be released.
D The injection control unit has a leak.
D The level switch LS3446A activates an alarm indication because of a leak at
the injection pipes (see 8019−1 ’Fuel leakage system’).
3.2 Causes
D The fuel quantity sensor is defective.
D The fuel quantity piston 3.42 is against the stop (rail valve failure).
D The rail valve 3.76 is defective.
D There ia a crack in the injection control unit.
D The injection control valve has seized.
D The fuel quantity piston is seized.
D An injection pipe is broken.

3.3 Procedures
3.3.1 Fuel quantity sensor
Remark: It is not necessary to stop the engine. Engine operation is also possible
with a defective fuel quantity sensor.
Replace the defective fuel quantity sensor as follows:
⇒ Disconnect the electrical connection from the fuel quantity sensor 2 (see Fig.
’C’).
⇒ Remove the screws 3 and washers.
⇒ Remove the fuel quantity sensor 2. Make sure that O-ring 4 stays in the
housing 5.
⇒ Put oil on the O-ring 4.
⇒ Put the new fuel quantity sensor in position in the housing 5.
⇒ Put Never-Seez NSBT-8 on the threads of the screws 3.
⇒ Install the washers and screws 3. Torque the screws to 20 Nm.
⇒ Connect the electrical connection to the fuel quantity sensor 2. Make sure that
the electrical connection is tight.
C
5
2
3
4 1
015.456/07
Key to Illustration: ’C’ Injection control unit

1 Injection control unit 3.02 4 O-ring
2 Fuel quantity sensor 3.03 5 Housing
3 Screw
3.3.2 Fuel quantity piston

⇒ If the fuel quantity piston is against the stop, use the fuel shut-down pilot valve
3.08 (EM. STOP ZV7061S) to manually release the pressure in the fuel rail.
Remark: If a rail valve stays in the ’Inject’ position, it is possible that this will cause
a hydraulic lock. This can prevent movement of the fuel quantity piston. Usually,
this not a seized piston.
⇒ If the procedure above is not satisfactory, see paragraph 3.3.4, Injection
control unit.
Remark: You can find the fuel shut-down pilot valve 3.08 (EM. STOP ZV7061S) on
the fuel pressure control valve 3.06 (see 5562−1, Fig. ’B’).

3.3.3 Rail valve

Replace the defective rail valve as soon as possible.
⇒ Set to off the bearing oil pump.
⇒ Remove the screw plug 8 from the stop valve 7 (see Fig. ’D’).
⇒ Carefully open the stop valve 7 to release all the pressure in the servo oil rail 2.
⇒ Disconnect the two electrical connections 6 from the rail valve 4.
⇒ Remove the four screws 5 and the rail valve 4 at the same time.
⇒ Make sure that the the three O-rings are installed in the new rail valve and their
surfaces are clean.
⇒ Apply Never-Seez NSBT-8 to the threads of the four screws 5.
⇒ Put the rail valve and screws 5 in position on the rail valve 4.
Important! Make sure that the bores are aligned.
CHECK
⇒ Torque the four screws 5 to 2.5 Nm (see Injection Control Unit 5564−1 in the
⇒ Connect the electrical connections 6 to the rail valve. Make sure that the
electrical connections are tight.
I
9
3
6
1
4
FREE
END
4 5
I
2
6
010.153/02
WCH01006
8 7
Key to Illustration: ’D’ Servo oil and fuel rail
1 Fuel rail 3.05 6 Cable

2 Servo oil rail 4.11 7 Stop valve 3.40
3 Injection control unit 3.02 8 Screw plug
4 Rail valve 3.76 9 Rail unit
5 Screw

3.3.4 Injection control unit

The fuel injection must be cut out as an immediate procedure if:
− The injection control unit has cracks
− The injection control valve or fuel quantity piston is seized.
See 0510−1 paragraph 1, Cut out the injection.
Remark: With injection cut out (Inj. CUT OFF) you can can only operate the engine
at decreased load.
⇒ Replace the defective injection control unit as soon as possible (see 0510−1
’Restarting of the injection’ and Injection Control Unit 5564−1 in the
3.3.5 Injection pipe

⇒ If an injection pipe is broken, cut out the injection to the injection valves (see
0510−1 paragraph 1, Cut out the injection).
⇒ Replace the defective injection pipe as soon as possible (see 0510−1
’Replace the defective injection pipe’ and Fuel Pressure Piping 8733−1 in the
4. Defective fuel pressure control valve 3.06

D The engine load decreases or the engine stops.
D The fuel rail pressure is too low (alarm).
D The regulating shaft position is higher than usual or at maximum.
D You can hear whistling noises when the engine operates.
4.2 Causes
D The retaining pressure is set too low, i.e. the knurled screw 4 is not at the
bottom stop (see Fig. ’E’).
D The fuel pressure control valve 2 is defective.
D The fuel pressure control valve has opened or has a leak.
Remark: If the knurled screw 4 is at the bottom stop and fuel drains from the fuel
pressure control valve, there is an indication of an internal leak.

4.3 Procedure
⇒ Turn the knurled screw 4 to the bottom stop (see Fig. ’E’).
⇒ Overhaul or replace the defective fuel pressure control valve 2 as soon as
possible.
⇒ Do a check of the oil supply to the fuel pressure control valve. Clean the filter in
the inlet.
Attention! You must only replace the fuel pressure control valve when the engine
has stopped.
The oil supply from the bearing oil system 7 and the fuel rail 3 must have no
pressure.
⇒ Set to off the fuel booster pump 3.15 and the bearing oil pump.
⇒ Use the hand lever 6 on fuel shut-down pilot valve 5 to release the pressure in
the fuel rail.
E
1 2 6
4 5
7
FUEL SIDE
WCH01008
WCH01008
DRIVING END
Key to Illustration: ’E’

1 Rail unit 5 Fuel shut-down pilot valve 3.08
2 Fuel pressure control valve 3.06 6 Hand lever
3 Fuel rail 3.05 7 Oil supply from bearing oil system
4 Knurled screw

Operation with Exhaust Valve Control Unit Cut Out
1. General
If an exhaust valve control unit, exhaust valve or a hydraulic pipe becomes

defective, the defect must be repaired immediately.
If this not possible because the engine must stay in service, do the procedures
given in paragraphs 2 and 3 on the related cylinder.
2. Emergency operation with exhaust valve closed
2.1 Exhaust valve control unit

If the exhaust valve is defective and there is a large difference between the closing
or opening time, cut out the exhaust valve control unit.
The exhaust valve stays closed in the emergency procedure that follows:
⇒ Cut out the injection (see 0510−1 paragraph 1).
⇒ In the remote control, use the parameter Exv. A/M Cmd to manually close the
exhaust valve control unit for the related cylinder (see 4002−3 paragraphs 1
and 1.1).
Attention! For safety, disconnect the electrical connections 7 from the rail valve 6
on the related cylinder (see Fig. ’A’).
2.2 Procedure with exhaust valve control unit cut out
After the procedure above is completed, the engine can be put back in service.
Remark: With one or more exhaust valve control unit(s) cut out, you can only
operate the engine at decreased load.
Read the data in 0500−1. The exhaust gas temperature downstream of the
cylinders must not be more than the maximum limit of 515_C.
2.3 Start the exhaust valve control unit
Replace the defective exhaust valve control unit, or the hydraulic pipe as soon as
possible as follows:
2.4 Replace the defective exhaust valve control unit or hydraulic pipe
⇒ Remove the screw plug 3 from the stop valve 2.
⇒ Carefully open the stop valve to release the pressure in the servo oil rail 1.
Make sure that the servo oil rail has no pressure.
⇒ Loosen the screws 10 on the flange 8 to drain the hydraulic pipe 5 through the
check bore ’CB’ in the cover 9.
⇒ Replace the defective exhaust valve control unit or the hydraulic pipe (see
5612−1 and 8460−1 in the Maintenance Manual).
⇒ Install the screw plug 3.
⇒ Set to on the bearing oil pump.
⇒ Cut in the injection (see 0510−1, paragraph 2).
⇒ In the remote control, use the parameter Exv. A/M Cmd to set the exhaust
valve control unit on the related cylinder to Auto (see 4002−3 paragraphs 1
and 1.1).
⇒ Connect the electrical connections 7 to the rail valve 6.
Do a visual check for leaks.
CHECK

FREE
END
015.454/07
3 2 1
I
5
5
8 I
8
7 10
4
6
1 7
9
CB
11 4
WCH01013
WCH01012
FREE
END
Key to Illustration: ’A’ Servo oil rail / exhaust valve control unit
1 Servo oil rail 4.11 7 Electrical connections
2 Stop valve 3.40 8 Flange
3 Screw plug 9 Cover
4 Exhaust valve control unit 4.10 10 Screw
5 Hydraulic pipe 4.66 11 Servo oil return pipe 4.63
6 Rail valve 4.76 CB Check bore

3. Emergency procedure with exhaust valve opened
This emergency procedure is only necessary if there are water leakages into the
combustion chamber (see also 0545−1).
3.1 Exhaust valve out of service

⇒ Remove the damper 1 from the housing 2 (see Fig. ’B’).
⇒ Close the air spring vent 4.08 in the control air supply A . The air in the air pipe
to the exhaust valves is released and the exhaust valve stays open (see the
Control Diagram 4003−2).
⇒ Install the pressure element 3 (tool GF 94259) as shown in Fig. ’C’.
⇒ Disconnect the electrical connections from the rail valve of the related
cylinder.
⇒ Open the air spring vent 4.08.
⇒ Disconnect the electrical connection from the start air pilot valve 4 on the
starting valve.
After the procedure above is completed, the engine can be put back in service.
Remark: With one or more exhaust valve control unit(s) cut out, you can only
operate the engine at decreased load.
3.2 Start the exhaust valve control unit

After completion of the emergency operation with the exhaust valve opened, you
must do a check of the seating surfaces of the valve seat and head. The surfaces
must be in perfect condition (no hard dirt particles). Seating surfaces with large
particles must be overhauled. See 2751−3 and 2751−4 in the Maintenance
Manual.
After the overhaul is completed, do the procedure that follows:
⇒ Close the air spring vent 4.08 in the control air supply A . The air in the air pipe
to the exhaust valves is released and the exhaust valve stays open
⇒ Remove the pressure element 3 (tool GF 94259).
⇒ Install the damper 1 (see Fig. ’B’).
⇒ In the remote control, select Inj. RUN to cut in the applicable cylinder (see
4002−3 paragraphs 1 and 1.1).
⇒ Open the air spring vent 4.08.
⇒ Connect the electrical connections to the rail valve.
⇒ Connect the electrical connection to the start air pilot valve 4 on the starting
valve.

1
3
B C
2 2
4
VS
WCH01014 WCH01014
Key to Illustrations: ’B’ and ’C’

1 Damper
2 Upper housing
3 Pressure element (tool GF 94259)
4 Start air pilot valve (ZV7241-47C)
VS Maximum exhaust valve stroke

Faults in Servo Oil System
1. Defective automatic filter
1.1 Identification
An alarm indication shows in the ship alarm system and in the control box of the
automatic filter (XS2053A).
The differential pressure is too high.
Flushing intervals are shorter.
1.2 Causes
The filter elements are clogged.
The control or power supply is defective.
The system oil parameters are more than the limits given in 0750−1 paragraph 2.2
Alert limits for selected system oil parameters.
1.3 Procedures
⇒ If the automatic filter is clogged, select bypass. The engine stays in operation.
⇒ Clean the clogged filter elements manually.
⇒ Find the cause of the clogged automatic filter.
⇒ Repair the defective automatic filter (see the supplier documentation for the
automatic filter).
⇒ Do a check of the condition of the system oil (see 0750−1 paragraph 2.4 Oil
samples).
⇒ If no flushing cycle is released, find the cause (i.e. no control air, the motor
turns, the position switch or the pneumatic flushing valve is defective).
2. Defective servo oil pump
2.1 Identification
The flow sensors FS2061A − FS2063A indicate that a pump is defective, i.e. an
alarm is activated in the alarm and monitoring system (’Servo oil pump n. flow’).
2.2 Causes
The servo oil pump is blocked, the carrier at overload protection has broken (see
Servo Oil Pump 5551−1).
The actuators are defective CV7221C − CV7222C.
There is a problem with the control current (the cable coupling is defective).
2.3 Procedure
If a pump becomes defective, the engine can continue to operate through the full
load range.
⇒ Replace the defective servo oil pump as soon as possible. See the data in:
− 8016−1, paragraph 6.2 Pressure release and drain
− The Maintenance Manual 5552−1 Supply Unit.
Attention! Do not operate the the engine for long periods if one servo oil pump is
defective. If the other pump becomes defective, the engine cannot operate.

3. Defective exhaust valve control unit
3.1 Identification
An alarm indication shows in the WECS−9520 (remote control ’Exh. valve late/not
opening’).
The fuel injection is cut out automatically (Inj. CUT OFF) on the related cylinder,
and a slow down signal will be released.
The level switch LS3444A activates an alarm indication because of leakages at the
hydraulic pipes to the exhaust valves (see 8016−1 paragraph 5, Servo oil leakage
system).
3.2 Causes
The rail valve is defective.
The piston or slide rod in the exhaust valve control unit cannot move.
A hydraulic pipe to the exhaust valve is broken.
3.3 Procedures
3.3.1 Rail valve

Replace the defective rail valve as soon as possible.
⇒ Remove the screw plug 2 from the stop valve 1 (see Fig. ’A’).
⇒ Carefully open the stop valve 1 to release the pressure in the servo oil rail 3.
Make sure that the servo oil rail 3 has no pressure.
⇒ Disconnect the electrical connections 9 from the rail valve 7.
⇒ Remove the four screws 8, then remove the rail valve 7.
⇒ Make sure that the three O-rings are in the new rail valve and their surfaces
are clean.
⇒ Attach the rail valve 1 to the exhaust valve control unit 4 with the four screws 8.
Important! Make sure that the bore positions are correctly aligned.
CHECK
⇒ Torque the four screws 8 to 4.0 Nm.

⇒ Connect the electrical connections 9 to the rail valve 7. Make sure that the
electrical connections are tight.

I
10
6 9
I 7
FREE
END
7
8
3
5
9
4
010.153/02
018.987/09
2 1
Key to Illustration: ’A’ Servo oil rail at free end
1 Stop valve 3.40 6 Fuel rail 3.05

2 Screw plug 7 Rail valve 4.76
3 Servo oil rail 4.11 8 Screws
4 Exhaust valve control unit 4.10 9 Electrical connection
5 Servo oil return pipe 4.63 10 Rail unit
3.3.2 Defective exhaust valve control unit

The exhaust valve control unit must be shut off as an immediate procedure if:
− The piston or slide rod in the exhaust valve control unit is seized.
See 0520−1 paragraph 2, Emergency operation with exhaust valve closed.
Remark: With one or more exhaust valve control unit(s) cut out, you can operate
the engine only at decreased load.
⇒ Replace the defective exhaust valve control unit as soon as possible. See the
data in:
− 0520−1 paragraph 3.2, Start the exhaust valve control unit
− The Maintenance Manual 5612−1.
3.3.3 Hydraulic pipe to exhaust valve

⇒ If a hydraulic pipe to the exhaust valve is defective, cut out the injection of the
related cylinder. See 0510−1 paragraph 1, Cut out the injection.
⇒ Replace the defective hydraulic pipe as soon as possible. See the data in:
− 0520−1 paragraph 2.4, Replace the defective exhaust valve control unit
or hydraulic pipe
− The Maintenance Manual, 8460−1.

Intentionally blank
Operation without Crosshead Lubricating Oil Pump
1. General
If the crosshead lubricating oil pump becomes defective, the crosshead bearing oil
system operates at the lower pressure of the main bearing oil.
At decreased load, the engine can continue to operate for a short time until the
crosshead bearing oil pump is repaired or replaced.
Attention!
D The engine power must not be more than 40%. See 0820−1 ’Crosshead
bearing oil pressure decreases’.
D Do not operate the the engine for long periods. The booster pump must be
repaired or replaced as soon as possible and set to on.

Intentionally blank
Operation with Running Gear Partially or Totally Removed
1. General
If the engine must operate after a defect in the running gear (of a cylinder), which
cannot be immediately repaired, do the related procedures that follow in
paragraph 2 or paragraph 3.
2. Piston removed
2.1 Breakdown examples

− The piston is cracked or has a leak.
− There is damage to the piston and/or cylinder liner.
− There is damage to the piston rod gland and/or piston rod.
2.2 Procedure
The exhaust valve stays closed during the emergency operation that follows:
⇒ Cut out the injection (see 0510−1 paragraph 1, Cut out the injection).
⇒ Cut out the exhaust valve control unit (see 0520−1 paragraph 2, Emergency
operation with exhaust valve closed).
⇒ Remove the control air pipe 7 from elbow 6 (Fig. ’A’).
⇒ Remove the elbow 6 from the starting air pipe 5.
⇒ Install the blank flange 8 (tool 94831).
⇒ Disconnect the electrical connection 11 from the from the start air pilot valve
on the starting valve.
⇒ Install the cover plate 9 (tool 94345D) in place of the piston rod gland.
⇒ Install the cover and lifting plate 10 (tool 94324) to the crosshead.
⇒ If necessary, close the cooling water supply and the return pipe of the related
cylinder.
Remark: You can operate the engine only at decreased load.

3. Piston, crosshead and connecting rod removed
3.1 Breakdown examples

− The crosshead or guide shoes are defective.
− The connecting rod bearing is damaged.
− The crosshead pin or on the connecting rod are defective.
3.2 Procedure
The exhaust valve stays closed during the emergency operation that follows:
⇒ Cut out the injection (see 0510−1 paragraph 1, Cut out the injection).
⇒ Cut out the exhaust valve control unit (see 0520−1 paragraph 2, Emergency
operation with exhaust valve closed).
⇒ Remove the control air pipe 7 from elbow 6 (Fig. ’A’).
⇒ Remove the elbow 6 from the starting air pipe 5.
⇒ Install the blank flange 8 (tool 94831).
⇒ Disconnect the electrical connection 11 from the from the start air pilot valve
on the starting valve.
⇒ Install the cover plate 9 (tool 94345D) in place of the piston rod gland .
⇒ If necessary, close the cooling water feed and the return pipe of the related
cylinder.
⇒ Blank off the oil supply for piston cooling at ’OS’.
⇒ Blank off the oil supply for the crosshead lubrication outside the engine.
⇒ Remove the toggle lever 3.
Remark: You can operate the engine only at decreased load.

A
7
6
1 B
11
9
8
008.591/02
C
10
9
B
2 4
C
3 2
008.591/02
OS
016.005/07
Key to Illustrations: ’A’ Seal off the cylinder

’B’ Cover plate for piston rod gland
’C’ Seal off the crosshead
1 Exhaust valve 8 Blank flange (tool 94831)
2 Crosshead 9 Cover plate (tool 94345D)
3 Toggle lever 10 Cover and lifting plate (tool 94324)
4 Compression shim 11 Electrical connection
5 Starting air pipe
6 Elbow
7 Control air pipe OS Oil supply

Intentionally blank
Operation with Water Leakage into the Combustion Chamber
1. General
If there is water leakage into the combustion chamber (e.g. a crack in the cylinder
cover or liner) the related part must be replaced immediately.
If this not possible because the engine must stay in service, do the procedures
given in paragraph 2 on the related the cylinder.
2. Procedure
⇒ Close the valves to the cooling water inlet and outlet from the related cylinder
(disconnect from the cooling system) and drain the cooling water from the
drain pipe.
⇒ See 0510−1 Operation with injection cut out.
⇒ See Operation with Exhaust Valve Control Unit Cut Out (see 0520−1
paragraph 3, Emergency procedure with exhaust valve opened).
Remark: When the cooling system of the related cylinder is disconnected, there is
a risk that compression heat will cause the combustion chamber to become too
hot. Thus, the exhaust valve must be open to prevent damage to components.
After the procedure above is completed, the engine cannot operate at full load.
Do not operate the the engine for long periods. The defective cylinder cover or
cylinder liner must be replaced as soon as possible.
After this emergency operation is completed, see 0520−1 paragraph 3.2 for the
procedures to start the exhaust valve control unit.

Intentionally blank
Overpressure in the Combustion Chamber
1. General
It is possible that overpressure can occur in the combustion chamber. Over-

pressure in the combustion chamber (i.e. too much fuel, oil, water or a permanently
closed exhaust valve etc.) can cause the relief (safety) valve to open and / or the
cylinder cover to lift.
Attention! Investigate the cause(s) of the overpressure immediately.
2. Measures
Remove the cylinder cover and the water guide jacket for a visual inspection of the
combustion chamber (see 2708−1 in the Maintenance Manual).
⇒ Use the correct round bar to make sure that the nuts of the elastic studs 5 are
tight.
⇒ Put the hydraulic tensioning device 94215 in position as given in 2708−2
Maintenance Manual.
⇒ Carefully operate the hydraulic tensioning device. Increase the pressure until
the nuts become loose.
− If the pressure is almost the same as the nominal tightening pressure, the
elastic studs are not overstressed and can be used again.
− If the nuts become loose at a pressure of less than 20% of the nominal
tightening pressure, replace the elastic studs as given in the Mainte-
nance Manual 2751−1.
⇒ Make sure that:
− The gasket 6 is serviceable.
− The surfaces ’AF’ on the cylinder cover 1 and liner 2 are in perfect condi-
tion.
− The O-rings 7, 8, and 9 are replaced with new items.
− If a relief valve is fitted (depending on Class requirements), do a check in
accordance with 2745−1 in the Maintenance Manual.
− On the crankshaft, the two marks ’MA’ on all cylinders are in line. If the
marks are not in line, the crank has turned.
Attention! If the crank has turned, contact Wärtsilä Services Switzerland Ltd.
immediately.
Remark: If the engine must be operational as soon as possible and the problem
cannot be rectified within reasonable time, see the instructions give in:
D Operation with Running Gear Partially or Totally Removed 0540−1
D Operation with Injection Cut Out (One or More Cylinders) 0510−1 or other re-
lated instructions.

Overpressure in the Combustion Chamber
A B
5
7
3
8
AF 9
4 019.005/09
6
019.021/09
2
WCH01040
MA Ğ15 mm
11
10
Key to Illustrations:
1 Cylinder cover 8 O-ring

2 Cylinder liner 9 O-ring
3 Water guide jacket (upper part) 10 Crank
4 Transition tube 11 Shaft journal
5 Elastic stud
6 Gasket AF Seating surface
7 O-ring MA Mark (recess)
3. Cylinder cover
See the Maintenance Manual for:

− Removal and Fitting of the Cylinder Cover and Water Guide Jacket 2708−1
− Loosening and Tensioning of the Cylinder Cover Elastic Studs 2708−2

Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers
1. Scavenge air cooler out of service
When a scavenge air cooler (SAC) is defective, water can go into the scavenge air
receiver. The water then goes out through the drain pipe into the float / solenoid
switch unit of the SAC drain. The related level switch activates an alarm.
Because seawater is also used to cool the scavenge air, there is a risk that a leak
can cause bad corrosion of the air flaps, etc in the receiver.
Remark: If you see water flow through the sight glass of the SAC drain during
engine standstill (and water is pumped), do a check for faults as soon as possible.
If there is a fault in the SAC, we recommend that you do the procedure that follows:
⇒ Replace the defective SAC with the spare as soon as possible.
⇒ Shut down and drain the defective SAC (this is only possible with a
dual-system of coolers and turbochargers).
⇒ Seal the cooling water supply and return pipes of the defective SAC.
⇒ Open the vent and drain valves. The vent and drain valves must stay open.
D Leakage water that goes into the receiver flows away through the drain pipes
of the SAC and water separator into the collection pipe.
D During operation in this mode, the scavenge air temperature and exhaust gas
temperature will increase.
D You can only load the engine so that the scavenge air temperature (measured
downstream of the SAC) is not more than the usual limit at service output. You
must continuously and carefully monitor the scavenge air temperature.
D If the scavenge air temperature increase is too high, the engine speed must
be decreased (maximum permitted scavenge air temperature downstream of
the cooler, see Alarms and Safeguards 0250−2).
Remark: You can operate the engine only at approximately 25% load.
In an emergency, you can seal the defective SAC pipes (see Maintenance Manual
6606−1 ’Locating and sealing of leaking cooler tubes in service’).
2. Defective auxiliary blowers
If one of the auxiliary blowers becomes defective, you can start and operate the
engine. At partial load, there will be more exhaust smoke.
If the two auxiliary blowers become defective, the engine cannot start.

Intentionally blank
Defective Remote Control
1. General
If a fault occurs in the remote control, which prevents engine control from the
control room, you can operate the engine from the local control panel.
The data are given in the groups that follow:
− Starting 0230−1
− Maneuvering 0260−1
− Shutting Down 0310−1
− Procedures after Engine Stop 0320−1
− 4003−1 ’Engine local control’
− Local Control Panel 4618−1
Attention! You must operate the engine during unusual conditions only when
necessary. You must not leave the maneuvering stand. You must monitor the
engine speed frequently to make sure that procedures are immediately done if
large differences in engine speed occur.

Intentionally blank
Defect in Speed Control System
1. General
Defects in the speed control system must be repaired as soon as possible (see the
documentation of the manufacturer). If this is not possible, you can control the
engine at the local control panel.
If the fuel command signal from the speed control system is missing during engine
operation, the speed control system will continue to operate. However, the last
known fuel command will be used and you will hear an alarm.
The data are given in the groups that follow:
− Starting 0230−1
− Maneuvering 0260−1
− Engine Shutdown 0310−1
− Procedures after Engine Stop 0320−1
− 4003−1 ’Engine local control’
− Local Control Panel 4618−1
Attention! You must operate the engine during unusual conditions only when
necessary. You must not leave the maneuvering stand. You must monitor the
engine speed frequently to make sure that procedures are immediately done if
large differences in engine speed occur.

Intentionally blank
Turbocharger Out of Service
1. General
If a turbocharger becomes defective, you must shut down the engine as quickly as
possible to prevent damage.
If repair or replacement of a turbocharger is not be immediately possible, the
engine can operate in Emergency Operation at decreased load after the
procedures below are completed.
In Emergency Operation, you must only operate the engine for as long as
necessary (see 0500−1 paragraph 2, Decreased power output).
The loads (outputs) given are guidance values, which are related to the condition
of the engine. It is possible that these values will be decreased.
2. Defective condition 1
On engines that have two turbochargers, one turbocharger is defective.
Output related to CMCR:

Approximately 50%
1
Procedure
⇒ Remove the expansion joint between the defective
2 turbocharger and the exhaust manifold
⇒ Install the blind flanges 1 and 2.
⇒ Remove the expansion joint between the air outlet
of the defective turbocharger and the diffuser.
⇒ Install the blind flanges 3 and 4 (install the blind
3
flange 3 only if there is a suction pipe).
⇒ Lock the rotor of the defective turbocharger as given
4 in the turbocharger manual.
Remark: Do not let the scavenge air pressure,

turbocharger speed and firing pressures be more than
the values given for usual operation.
WCH01017

Defective turbocharger on engines without an exhaust bypass pipe.
Output related to CMCR:

Approximately 10% to 15% is related to the output of
1 the auxiliary blowers.
Procedure
⇒ Lock the rotors of the defective turbochargers as
given in the turbocharger manual.
⇒ Open the cover 2.
⇒ Set the auxiliary blower to on.
⇒ If an auxiliary blower becomes defective, install the
cover 1 on the defective blower side.
Remark: The exhaust gas temperature must not be

higher than at usual operation. Thick, black exhaust
2
smoke must be prevented.
WCH01017

Failure of turbocharger on engines with only one turbocharger and exhaust

bypass pipe.
1 Output relative to CMCR:

Approximately 25% to 30% is related to the output of
the auxiliary blowers.
2
Procedure
⇒ Lock the rotor of the defective turbocharger as
given in the turbocharger manual.
⇒ Open cover 3 on the air duct.
⇒ Remove the cover 1 from the bypass pipe.
⇒ Set the auxiliary blower to on.
D If an auxiliary blower becomes defective, install the
cover 2 to the defective blower side.
Remark: The exhaust gas temperature must not be
higher than at usual operation. Thick, black exhaust
smoke must be prevented.
3
WCH01017

Intentionally blank
Special Procedures before and after Operation
Procedures before Starting after a Long Shutdown Period or an Overhaul
1. General
If the engine was shut down for some days, you must do the same procedures
before starting as those given in 0110−1 Preparation before Taking into Service.
2. Special procedures
Remark: The numbers (e.g. 4.11) refer to items shown in the control diagrams
4003−2 and 4003−3.
⇒ Do a check of the engine control as given in 4003−1 paragraph 4, Engine
Control System.
⇒ If bearings or parts of the running gear were replaced or removed (for checks),
do a check of the the lubricating oil supply at the usual oil pressure (see
Operating Data Sheet 0250−1). Do a visual check through the open running
gear doors to see if there is sufficient oil flow from all bearing locations.
During the operation period, it is recommended that you monitor the parts for
unusual heat. You monitor the parts as follows:
⇒ Stop and start the engine for short intervals (see 0210−1 paragraph 9,
Temperature).
⇒ Compare the temperatures of the newest parts with those that were installed
before.
⇒ Stop and start the engine for longer intervals.
⇒ Compare the temperature again as given above.
D For data about running-in new pistons, piston rings and cylinder liners, see
0410−1 paragraph 1.2, Running in.
⇒ After the servo oil rail 4.11 is drained, make sure that the stop valve 3.40 is
closed and the screw plug is installed and tight (see 8016−1 paragraph 6.2,
Pressure release and drain).
⇒ Make sure that the scavenge air and exhaust gas can flow freely.
⇒ If the cooling water for the scavenge air cooler was drained, fill and bleed the
system.
⇒ Make sure that the drains in the exhaust gas manifold and on the exhaust gas
pipe are closed.
⇒ Make an analysis of the lubricating oil quality after a long shutdown period
(some months), see 0750−1 Lubricating Oils.

Intentionally blank
Special Procedures before and after Operation
Procedures before Putting Out of Service for a Long Period
1. General
If the engine is put out of service for an extended period, make sure that you know
the correct precautions to protect the engine from corrosion. There are two
conditions as follows:
Condition 1:
D A period of some weeks with (less) crew on board.
Condition 2:
D A period of some months without a crew on board.
Remark: If the engine is to be stopped for a long period, it must be thoroughly
cleaned and preserved on the inside and the outside (ask for the preserving
instructions from Wärtsilä Services Switzerland Ltd.).
2. Condition 1
2.1 Procedures and checks

Remark: It is recommended to operate the engine on diesel oil as an alternative to
heavy fuel oil for some time before shutting it down (see Change−over from Diesel
Oil to Heavy Fuel Oil and Back 0270−1).
Remark: The numbers (e.g. 2.10) refer to items shown in the control diagrams
4003−2 and 4003−3.
⇒ Close the stop valves on the starting air bottles.
⇒ Turn the handwheel 2.10 on the shut-off valve for starting air 2.03 to the
position CLOSED.
⇒ Open the vent valves 2.21 and 2.27.
⇒ Make sure that the pressure gauges show zero pressure.
D The water and oil pumps must operate for a minimum of 20 minutes after the
engine has stopped. This is to make sure that the temperature of the cooled
engine parts become as stable as possible.
⇒ Open the indicator valves on the cylinder covers.
D Lubrication starts automatically during the slow-down of the engine (speed is
more than 8%).
⇒ When the engine has stopped, cut out the fuel pumps, see 5556−2 paragraph
1 and paragraph 2.
⇒ Close the stop valves on the fuel tanks.
⇒ Open the drain valves of the exhaust gas manifold and on the exhaust gas
pipe to drain the condensate.
⇒ Close the drain valves of the exhaust gas manifold and on the exhaust gas
pipe.
⇒ Put a cover (e.g. a tarpaulin) on the exhaust gas manifold and the
turbocharger silencer to make an airtight seal. This will prevent air flow
through the engine and thus condensation.

Procedures before Putting Out of Service for a Long Period
⇒ For the scavenge air coolers, see the recommended procedures in the
documentation of the manufacturer. If this is not available, we recommend
that the coolers are completely drained or the cooling water pump operated
daily for approximately 30 minutes (with the flow quantity control valves in the
same position as for usual operation conditions).
⇒ Keep cylinder cooling water approximately at room temperature. Monitor the
temperature for a risk of frost.
⇒ Repair all the damage and leaks found during the operation period before and
the checks made after shut-down.
⇒ Do all scheduled overhauls and obey the general guidelines for maintenance
(see Maintenance Manual 0011−1 and 0012−1).
⇒ Where the auxiliary engines and boilers are also put out of operation and there
is risk of frost, completely drain all of the cooling systems (in such conditions,
protect the drained systems from corrosion).
⇒ In the power supply box E85, use the circuit breaker to set the WECS−9520 to
off.
⇒ Set to off the control box for the automatic filter.
⇒ Within 48 hours after you have put the engine out of service, do the checks
that follow:
⇒ Open cover on rail unit and look for signs of condensation and corrosion.
⇒ Remove the inspection cover from supply unit and look for signs of
condensation and corrosion on the internal housing, camshaft, cams and
roller.
2.2 Procedures and checks

Do the procedures that follow each week:
⇒ With the indicator valves open, use the turning gear to turn the engine until
one of the pistons is at 60_ before or after TDC (look on the flywheel). Cylinder
lubricating oil can then flow directly into the piston ring pack.
⇒ In the field MANUAL LUBRICATION ON CYL. in the operator interface, select
the related cylinder number.
Remark: The lubricating oil pump and the servo oil service pump must operate
(see Prepare the Cylinder Lubricating System 0140−1).
⇒ Use the turning gear to turn the engine two full turns to apply the cylinder
lubricating oil on to the cylinder liner wall.
⇒ The recommended intervals are:
− Weekly in dry climates
− Daily in damp climates.
⇒ Stop the engine each time in a different position.
⇒ Open the cover on the rail unit and look for signs of condensation and
corrosion.
⇒ Remove the inspection cover from supply unit and look for signs of
condensation and corrosion on the internal housing, camshaft, cams and
roller.
⇒ If there are signs of corrosion, carefully clean the applicable parts.
⇒ Apply an anti-corrosion oil to give protection.
⇒ Decrease the lubrication intervals.
⇒ Apply oil as a spray to the dry parts.

Operating Media
Diesel Engine Fuels
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
2. Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/12
3. Data about heavy fuel oil specifications . . . . . . . . . . . . . . . . 5/12
4. Distillate fuel specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/12
5. Data about distillate fuel specifications . . . . . . . . . . . . . . . . . 9/12
6. Bio derived products and fatty acids methyl esters . . . . . 12/12
7. Fuel additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/12
1. General
Almost all mineral residual and distillate and some renewable fuels can be burned
in a diesel engine if applicable procedures are done. But, the quality of the fuel will
have an effect on the frequency of overhauls and the work necessary to prepare
the fuel. It is the primary economic considerations that according to the type, size
and speed of the engine, and its application gives the fuel quality margins.
Gas oils and diesel oils (distillates) can be used in all Wärtsilä engines with some
limits. Wärtsilä 2-stroke diesel engines are designed to operate on up to
700 mm2/s (cSt) at 50_viscosity heavy fuel oil (ISO 8217:2010 RMK 700 grade) if
sufficient fuel heating and treatment is done. When fuels with a very low sulphur
content are used, operators must be careful when running-in new piston rings and
cylinder liners.
Heavy fuel oil must be treated in an applicable fuel treatment plant.
When bunkering, it is possible that the fuel suppliers will report only some of the
values given in the Quality Specifications. Frequently, only the density and maxi-
mum viscosity is given. This makes the analysis of a fuel difficult, thus it is impor-
tant to get a full certificate of analysis with each bunker.
The supplier must guarantee the stability of the fuel, i.e. resistance to the formation
of sludge. Also, the fuel must not have a corrosive effect on the injection equipment
and must not contain used lubricating oil or chemical waste.
If possible, oils from different bunkers must not be mixed because there is a risk
that the fuels will have different compositions (e.g. this can cause fouling of filters
or too much sludge, which will overload the fuel preparation equipment). Fresh
bunkers must always be put into empty tanks and not on top of old bunkers.

Diesel Engine Fuels
2. Heavy fuel oil
Diesel engine fuels include many different petroleum products from gas oil to
Heavy Fuel Oil (HFO). Gas oil is made from crude oil by distillation and processing.
HFO is the remaining material after distillation of the crude oil. To get the necessary
viscosity, the material is mixed with lighter, less viscous components. Modern re-
fineries also apply a secondary conversion process, such as viscosity breaking
(visbreaking) and catalytic cracking to get a higher yield of lighter products. The
remaining products are mixed to get HFO.
Viscosity is usually used to identify diesel engine fuels. The viscosity is shown in
mm2/s, referred to as centistokes (cSt) and measured at 50_C. The fuels are clas-
sified in accordance with ISO 8217 and the latest revision is the fourth edition
dated 15 June 2010.
Viscosity itself is not a quality criterion. To make an analysis of the fuel quality (to
make sure that the fuel is applicable for use in a diesel engine), refer to the proper-
ties such as those given in the Table 1.
To make an estimate of the ignition properties of a distillate diesel fuel, the CE-
TANE number (standardized engine test) or the CETANE index (calculation) were
used. The ignition and combustion properties are very important for medium and
high-speed engines. For low-speed diesel engines, the ignition properties are not
very important.
Remark: Some very poor fuels that are not frequently found can have import-
ant ignition properties.
Very good supervision, engine maintenance and fuel treatment equipment is ne-
cessary when fuel with properties near the maximum limits are used. Fuel prepara-
tion that is not sufficient and poor quality fuels cause overhauls to be more frequent
and thus, an increase in the cost of maintenance.
The values in the column Bunker limit (ISO 8217:2010 RMK700) show the mini-
mum quality of heavy fuel as bunkered, i.e. as supplied to the ship/installation.
Good operation results come from commercially available fuels that are in the
ISO 8217 limits. But the use of fuel with metal, ash and carbon contents and a
lower density can have a positive effect on overhaul periods. These effects can
improve combustion and exhaust gas composition as well as a decrease in wear.
The fuel as bunkered must be processed before it goes into the engine. It is recom-
mended that you refer to the related specifications of Winterthur Gas & Diesel Ltd.
for the design of the fuel treatment plant. The minimum centrifuge capacity is 1.2 x
CMCR x BSFC / 1000 (litres/hour), which is has a relation to 0.21 l/kW. The fuel
treatment must remove sludge and decrease catalyst fines and water to the rec-
ommended engine inlet limits.
In ISO 8217, foreign substances such as used oil or chemical waste must not be
added to the fuel. This is because of the hazards to the crew, machines and the
environment. Tests that are done for unwanted substances as acids, solvents and
monomers with titrimetric, infrared and chromatographic methods, are recom-
mended. This is because of the damage these substances can cause to fuel treat-
ment, fuel injection equipment, pistons, rings, liners, and exhaust valves and
seats. Turbocharger, exhaust system and boiler contamination can also occur be-
cause of poor fuel quality.

Diesel Engine Fuels
The engine inlet fuel quality uses the latest ISO 8217:2010 specification. Bunkers
that comply with ISO 8217:2005 can be used until the latest ISO specification is
fully released. In such conditions, the higher values for carbon residue and vana-
dium can be satisfactory.
It is very important that the fuel is fit for purpose in the related engine application.
Table 1: Fuel Specifications

Parameter Unit Bunker Limit Test Method Necessary Fuel
Quality at
Engine Inlet
Kinematic viscosity at 50_C mm2/s [cSt] Maximum 700 ISO 3104 13 to 17 2)
Density at 15_C kg/m3 Maximum 1010 3) ISO 3675/12185 Maximum 1010
CCAI − 870 Calculated 870
Sulphur 4) m/m [%] Statutory ISO 8754/14596 Maximum 3.5
specifications
Flash point _C Minimum 60.0 ISO 2719 Minimum 60.0
Hydrogen sulphide 5) mg/kg Maximum 2.00 IP 570 Maximum 2.00
Acid number mg KOH/g Maximum 2.5 ASTM D 664 Maximum 2.5
Total sediment aged m/m [%] Maximum 0.10 ISO 10307−2 Maximum 0.10
Carbon residue: micro m/m [%] Maximum 20.00 ISO 10370 Maximum 20.00
Pour point (upper) 6) _C Maximum 30 ISO 3016 Maximum 30
Water v/v [%] Maximum 0.50 ISO 3733 Maximum 0.20
Ash m/m [%] Maximum 0,150 ISO 6245 Maximum 0,150
Vanadium mg/kg [ppm] Maximum 450 ISO 14597/ Maximum 450
IP501/470
Sodium mg/kg [ppm] 100 IP501/IP470 Maximum 30
Aluminum plus Silicon mg/kg [ppm] Maximum 60 ISO 10478/ Maximum 15
IP501/470
Used lubricating oils (ULO) ULO shows if: Do not use if:
may not be present: Ca>30 and Zn>15 IP501 or Ca>30 and Zn>15
Calcium and zinc mg/kg or IP470 or
Calcium and phosphorous Ca>30 and P>15 IP500 Ca>30 and P>15
Winterthur Gas & Diesel Ltd. fuel specifications and quality limits at the engine inlet related to
ISO 8217:2012 1)

Diesel Engine Fuels
The notes that follow are related to the data in Table 1:

1mm2/s=1cSt (Centistoke)
*1) You can get ISO standards from the ISO Central Secretariat, Geneva, Swit-
zerland (www.iso.ch).
*2) For W−X engines the fuel viscosity at the fuel pump inlet can be in the range of
between 10 mm2/s (cSt) and 20 mm2/s (cSt). When the engine operates on
HFO, Winterthur Gas & Diesel Ltd. recommends a fuel viscosity at the fuel
pump inlet in the range of between 13 mm2/s (cSt) and 17 mm2/s (cSt).
*3) The maximum limit is 991kg/m3 if the fuel treatment plant cannot remove wa-
ter from high-density fuel.
*4) ISO 8217:2010, RMK700. Note that lower sulphur limits can apply and are re-
lated to statutory specifications and sulphur limits not given in ISO 8217:2010.
*5) The hydrogen sulphide limit is applicable from 1 July 2012.
*6) Purchasers must make sure that the pour point is sufficient for the equipment
on board, specially for operation in cold climates.
Remark: For data about the parameters given in the table above, see para-
graph 3.1 to paragraph 3.12.
Damage Hazard: Hydrogen Sulphide (H2S) is a very toxic gas and exposure
to high concentrations is dangerous and can kill you. Be careful when tanks
or fuel lines are opened because there can be H2S vapor. At low concentra-
tions H2S smells almost the same as bad eggs. You cannot sense H2S at
moderate concentrations. H2S will cause nausea and dizziness.

Diesel Engine Fuels
3. Data about Heave Fuel Oil Specifications
3.1 Viscosity
The recommended viscosity range upstream of the engine is between 13 mm2/s
(cSt) and 17 mm2/s (cSt). You get the necessary temperature for a given nominal
viscosity from the data in Fig. 1 below:
Example:
To get the recommended viscosity upstream
of the fuel pumps, the fuel of 380 mm2/s
[cSt] at 50°C must be heated to between
130°C and 140°C.
WCH03126

Diesel Engine Fuels
The maximum permitted viscosity of the fuel that can be used in an installation is
related to the heating and fuel preparation facilities available. The flow rate and the
temperature of the fuel that flows through the centrifuges must be adjusted in rela-
tion to the viscosity to get good separation. Do not heat the fuel to more than 150_C
to get the recommended viscosity at the engine inlet. This is because the fuel can
start to decompose, get contamination and be dangerous as it is possible that the
temperature will be higher than the flash point.
3.2 Density
The composition of the fuel gives the density. A high density shows a high aromatic
content. It is not always possible to use conventional methods to measure the den-
sity at 15_C. Thus, the measurement is made at a higher temperature and then
converted and adjusted to the reference temperature. Most bunkers are to the ISO
8217:2010 RMG specification, which has a maximum density of 991.0 kg/m3. Ap-
plicable fuel preparation equipment, which can be adjusted for a fuel density great-
er than 991.0 kg/m3, must be available on board if high density fuels are used.
3.3 CCAI (Calculated Carbon Aromaticity Index)

The ignition and combustion properties of the fuel in a diesel engine are related to
the specific engine design, load profile and fuel properties.
The CCAI is a calculated quantity of the ignition properties or ignition interval of the
fuel related to the viscosity and density. The CCAI has no effect on the combustion
properties. The CCAI limit is useful to measure fuels with unusual density-viscosity
relations.
More tests are available to find ignition and combustion properties and these can
be helpful to examine the performance of fuels.
3.4 Sulphur
Sulphur limits are not specified in ISO 8217:2010 because statutory specifications
put a limit on this value. The maximum sulphur level that can be used in Wärtsilä
2-stroke engines is 4.5% m/m.
The alkalinity (base number (BN)) of the cylinder lubricating oil must be selected in
relation to the sulphur level of the fuel in use. The engine can operate for short peri-
ods (some hours) with a cylinder lubricating oil that has an incorrect BN, but a
longer operation time must be prevented.
Indications for the selection of the BN of the lubricating oil in relation to the sulphur
content of the fuel are found in:
D 0410−1 Running-in of New Cylinder Liners and Piston Rings
D 0750−1 Lubricating Oils, paragraph 3.
3.5 Flash point

The flash point is an important safety and fire hazard parameter for diesel fuels.
Fuel is always a fire hazard because there can be flammable vapors above the
remaining fuel in the tanks. There must be caution on ships when the remaining
fuel is heated to above the flash point to help with the filter process and injection.
3.6 Hydrogen sulphide

Danger: Hydrogen Sulphide (H2S) is a very toxic gas and exposure to high
concentrations is dangerous and can kill you. Be careful when tanks or fuel
lines are opened because there can be H2S vapor. At low concentrations H2S
smells almost the same as bad eggs. You cannot sense H2S at moderate
concentrations. H2S will cause nausea and dizziness.

Diesel Engine Fuels
3.7 Acid number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mg KOH/g, can cause problems. Some naphthenic fuels can have an acid
number of more than 2.5 mg KOH/g, but still be permitted. Only a full laboratory
analysis can find the strong acid number.
3.8 Sediment, carbon residue, asphaltenes

High quantities of sediment, carbon and asphaltenes decrease the ignition and
combustion quality of the fuel and increase wear and damage to engine compo-
nents. Asphaltenes also have an effect on the stability of mixed fuels and can
cause too much sludge in the separators and filters. If the mixed fuel is not stable,
particles can collect on the bottom of the tank.
To keep risks to a minimum, make sure that bunkers from different suppliers and
sources are not mixed in the storage tanks on board. Also be careful when HFO is
mixed on board to decrease the viscosity. Paraffinic distillate, when added to an
HFO of low stability reserve, can cause the asphaltenes to collect, which causes
heavy sludge.
HFO can contain up to 14% asphaltenes and will not cause ignition and combus-
tion problems in 2-stroke engines if the fuel preparation equipment is adjusted cor-
rectly.
3.9 Pour point

The operation temperature of the fuel must be kept between approximately 5_C to
10_C above the pour point to make sure that the fuel can flow easily.
3.10 Water
The separator and the correct configuration of drains in the settling and service
tanks is used to decrease the water quantity in the fuel. A complete removal of wa-
ter is highly recommended to decrease the quantity of hydrophilic cat fines and so-
dium in the fuel. Sodium is not a natural oil component, but diesel engine fuel often
has sea water contamination, which has sodium. 1.0% sea water in the fuel is re-
lated to 100 ppm sodium.
To get a good separation effect, the flow rate and temperature of the fuel must be
adjusted in relation to the viscosity. For high-viscosity fuels the separation temper-
ature must be increased, although the flow rate must be decreased in relation to
the nominal capacity of the separator. For the recommended data to operate the
separator, refer to the instruction manual.
3.11 Ash and trace metals

Fuels with a low content of ash, vanadium, sodium, aluminium, silicon, calcium,
phosphorous and zinc are recommended. These materials can increase mechan-
ical wear, high-temperature corrosion and particles in the turbocharger, exhaust
system and boilers.
3.11.1 Vanadium and sodium

Sodium compounds decrease the melting point of vanadium oxide and sulphate
salts, specially when the vanadium to sodium ratio is 3:1. High sodium quantities
(as well as lithium and potassium) at the engine inlet can damage the turbochar-
ger, exhaust system and boilers. Ash modifiers can correct the effect of high-tem-
perature corrosion and particles.

Diesel Engine Fuels
3.11.2 Aluminium and silicon

Aluminum (Al) and silicon (Si) in the fuel are an indication of catalytic fines (cat
fines). These are particles of hard oxides (round particles of material almost the
same as porcelain) which cause high abrasive wear to pistons, piston rings and
cylinder liners. Cat fines are used as a catalyst in some processes in petroleum
refining and can be found in diesel engine fuels. The most dangerous cat fines are
between 10 microns and 20 microns.
Cat fines are attracted to water droplets and are very difficult to remove from the
fuel. With correct treatment in the fuel separator, the aluminium and silicon content
of 60 ppm (mg/kg) can be decreased to 15 ppm (mg/kg), which is thought to be
satisfactory. For satisfactory separation, a fuel temperature as close as possible to
98_C is recommended. If there are more than 40 ppm cat fines in the bunkered
fuel, a decreased flow rate in the separator is recommended. Also, the instructions
of the equipment manufacturer must be obeyed.
Cat fines can collect in the sediment of the fuel tank from other bunkers. During bad
weather conditions, the movement of the ship mixes the sediment into the fuel.
Thus, it is better to think that all fuels contain cat fines, although it is possible that a
fuel analysis can show a different result. This makes continuous and satisfactory
separation very important.
Remark: The Al+Si limit in the new ISO 8217:2010 specification is decreased
to 60 mg/kg for the RMG and RMK grades.
3.12 Used lubricating oil and chemical waste

Used lubricating oils and chemical waste must not be mixed into the fuel pool. If
used lubricating oil is mixed in, fuel is not stable because the base oil is very paraf-
finic and can cause too much sludge. Most used lubricating oil is from the crank-
case, thus sufficiently large quantities of calcium, zinc, phosphorous and other ad-
ditives and wear metals can cause contamination. The limits in ISO 8217: 2010
and the Winterthur Gas & Diesel Ltd. specification make sure that no used lubricat-
ing oil is in the fuel. This is related to the limits of the test methods used to find the
levels of these metals, which can occur naturally in the fuel.
Chemical waste must not be added to the fuel. There were some examples of poly-
mers, styrene and other chemical substances found in fuel. These materials can
cause the fuel to become too thick, to become almost solid and to block filters.
They can also cause damage to fuel injection systems and cause fuel pump plung-
ers and injectors to stop.

Diesel Engine Fuels
4. Distillate fuel requirements
Remark: For data about the parameters given in the table above, see para-
graph 5.1 to paragraph 5.12.
Parameter Unit Bunker Limit Test Method Necessary Fuel
Quality at the
Engine Inlet
Kinematic viscosity at 40_C mm2/s [cSt] Maximum 11.0 ISO 3104 Minimum 2.0
Minimum 2.0 Not related to
temperature
Density at 15_C kg/m3 Maximum 900.0 ISO 3675/12185 Maximum 900.0
Cetane index − Minimum 35 ISO 4264 Minimum 35
Sulphur 1) m/m [%] 2.0 ISO 8754/14596 Maximum 2.0
Flash point _C Minimum 60.0 ISO 2719 Minimum 60.0
Hydrogen sulphide 2) mg/kg Maximum 2.00 IP 570 Maximum 2.00
Acid number mg KOH/g Maximum 0.50 ASTM D 664 Maximum 0.50
Total sediment by m/m [%] Maximum 0.10 ISO 10307−1 Maximum 0.10
hot filtration
Oxidation stability g/m3 Maximum 25 ISO 12205 Maximum 25
Carbon residue: micro m/m % Maximum 0.30 ISO 10370 −
method on 10% volume
distillation residue (for
grades DMX, DMA and
DMZ)
Carbon residue: micro m/m % Maximum 0.30 ISO 10370 Maximum 0.30
method (grade DMB)
Pour point (upper) winter 3) _C Maximum −6 ISO 3016 Maximum 0
Pour point (upper) summer _C Maximum 6 ISO 3016 Maximum 6
Water v/v [%] Maximum 0.30 ISO 3733 Maximum 0.20
Ash m/m [%] Maximum 0,010 ISO 6245 Maximum 0.010
Lubricity, corrected wear mm Maximum 520 − −
scar diameter (wsd 1.4) at
60_C
Winterthur Gas & Diesel Ltd. distillate fuel specifications and quality limits at the engine inlet
related to ISO 8217:2012
The notes that follow relate to data in Table 2:

1mm2/s=1cSt (Centistoke)
*1) The purchaser must specify the maximum sulphur content in accordance with
the usual statutory specifications.
*2) The hydrogen sulphide limit is applicable from 1 July 2012.
*3) Purchasers must make sure that the pour point is sufficient for the equipment
on board, specially for operation in cold climates.

Diesel Engine Fuels
Distillate fuels are used more in 2-stroke engines to meet area specified emission
standards. They are easier to operate than residual fuel, but caution is necessary
for some problems. See Service Bulletin RT−82: Distillate Fuel Use.
ISO 8217: 2010 specifies DMX, DMA, DMZ and DMB categories. The Wärtsilä en-
gine inlet specification is based on the DMB grade which is the highest viscosity
grade. The DMX grade must not be bunkered as the viscosity could be below 2.0
mm2/s and the flash point could be below 60_C.
5. Data about Distillate Fuel Specifications
5.1 Viscosity
The recommended viscosity range on residual fuel upstream of the engine inlet is
13 mm2/s (cSt) to 17 mm2/s (cSt). But, because distillate fuel does not have such a
high viscosity, a minimum viscosity of 2.0 mm2/s (cSt) at the fuel pump inlet is nec-
essary.
Operators must be careful during the change-over procedure from distillate to re-
sidual fuel and back to make sure of problem free operation. See the Service docu-
ment: Engine operation on MDO/MGO, change-over from HFO to MDO/MGO and
the Service Bulletin RT−82: Distillate Fuel Use.
In some conditions, it is possible that you cannot get the minimum viscosity of
2.0 mm2/s (cSt) at the fuel pump inlet. In such conditions, a fuel cooling system will
be necessary to make sure that the inlet to the fuel pumps has the minimum viscos-
ity.
5.2 Density
The composition of the fuel gives the distillate density and a high density indicates
a high aromatic quantity.
5.3 Cetane Index

The ignition and combustion properties of a distillate fuel in a diesel engine is re-
lated to the specific engine design, load profile and fuel properties. The Cetane
Index is a calculated quantity of the ignition properties or ignition interval of the fuel
related to the distillation and density. The density and the temperature when 10%,
50% and 90% of the fuel is distilled, gives the Cetane Index. This has no effect on
the fuel combustion properties.
5.4 Sulphur
Sulphur limits are specified in ISO 8217:2010 for distillate fuels, but statutory spe-
cifications must be obeyed. The alkalinity (BN) of the cylinder lubricating oil must
be selected in relation to the sulphur content of the fuel in use.
The engine can operate for short periods (some hours) with a cylinder lubricating
oil that has an incorrect BN, but a longer operation time must be prevented.
Indications for the selection of the BN of lubricating oil in relation to the sulphur con-
tent of the fuel are found in:
D 0410−1 Running-in New Cylinder Liners and Piston Rings
D 0750−1 Lubricating Oils, paragraph 3.
5.5 Flash point

The flash point is an important safety and fire hazard parameter for diesel fuels.
Fuel is always a fire hazard because there can be flammable vapors above the
remaining fuel in the tanks.

Diesel Engine Fuels
5.6 Hydrogen sulphide

Injury Hazard: Hydrogen Sulphide (H2S) is a very toxic gas and exposure to
high concentrations is dangerous and can kill you. Be careful when tanks or
fuel lines are opened because there can be H2S vapor. At low concentrations
H2S smells almost the same as bad eggs. You cannot sense H2S at moderate
concentrations. H2S will cause nausea and dizziness.
5.7 Acid number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mg KOH/g, can cause problems.
5.8 Sediment
High quantities of sediment decrease the ignition and combustion quality of the
fuel and increase wear and damage to engine components. High sediment quant-
ities can cause filters to block, or frequent discharge from filter systems that have
automatic cleaning. For more data about mixtures, see paragraph 3.8 in the HFO
section.
5.9 Pour point

The operation temperature of the fuel must be kept between approximately 5_C to
10_C above the pour point to make sure that the fuel is pumped easily. It is possible
that in extremely cold conditions, there could be problems for distillate fuel.
5.10 Water
The quantity of water in distillate fuel can be decreased as follows:
D Let the fuel settle in the service tanks
D Use the centrifuge to remove water from the fuel.
5.11 Ash and trace metals

Distillates must have low quantities of ash, vanadium, sodium, aluminium, silicon,
calcium, phosphorous and zinc related to residual fuels. High quantities of these
materials increase mechanical wear, high-temperature corrosion and particles in
the turbocharger, exhaust system and the boilers.
5.12 Used lubricating oil and other contaminants

Lubricating oils and chemical waste must not be mixed into the distillate fuel pool.
Lubricating oil can cause water to stay because of the large quantity of detergent.
Additive materials such as calcium, magnesium, zinc and phosphorous could in-
crease the ash content to more than that given in the specification.
Chemical waste must not be added to distillate fuel. There were some examples of
chemical waste substances found in fuel. These materials can cause the fuel to
become too thick, to become almost solid and to block filters. They can also cause
damage to fuel injection systems and cause fuel pump plungers and injectors to
stop.

Diesel Engine Fuels
6. Bio-derived products and Fatty Acid Methyl Esters (FAME)
Such components can be found in diesel engine fuels and can cause a decrease of
greenhouse gases and SOx emissions. Most bio-fuel components in the diesel
pool are Fatty Acid Methyl Esters (FAME), which come from a special chemical
treatment of natural plant oils. These components are mandatory in automotive
and agricultural diesel in some countries. FAME is specified in ISO 14214 and
ASTM D 6751.
FAME has good ignition properties and very good lubrication and environmental
properties, but the other properties that follow about FAME are well known:
D Possible oxidation and thus long term storage problems.
D A chemical force that causes fuel and water to combine
D Microbial growth can appear in the fuel
D Unsatisfactory low temperature properties.
D FAME material particles can appear on exposed surfaces and filter elements.
Where FAME is used as a fuel, make sure that the on board storage, handling,
treatment, service and machinery systems can be used with such a product.
7. Fuel Additives
Usually, fuel additives are not necessary to make sure of the satisfactory operation
of fuels that obey the ISO 8217:2010 standard. But some operators can use spe-
cified additives to change the effect of some fuel properties. Wärtsilä Services
Switzerland Ltd. can make an analysis of such additives and supply a No Objec-
tion Letter for specified additives if they are in the limits of internal specifications.
Remark: Winterthur Gas & Diesel Ltd. and Wärtsilä Services, Switzerland Ltd. do
not accept liability or responsibility for the performance or potential damage
caused by the use of such additives.

Operating Media
Fuel Treatment, Fuel Oil System
1. General
Heavy fuel oils (HFO), as they are supplied today for use in diesel engines must
have careful treatment, which makes the installation of applicable plant necessary.
The best procedure to remove solid particles and water from fuel is to use centrifu-
gal separators.
2. Treatment of heavy fuel oils and treatment plant
HFO are contaminated with solid particles and water. If HFO that is dirty or not suffi-
ciently treated goes into the engine, wear on engine components can occur (e.g.
piston rings, cylinder liners, injection pumps, valves etc). Also, too much sediment
can collect in the combustion spaces.
Sodium in the fuel (which comes from seawater) causes contamination on the pis-
tons and in the turbocharger. The water must be carefully removed from the fuel.
Settling tanks are used for the first steps of treatment, but their effect is only a
coarse separation to release water from the HFO. The settling tanks must have the
sludge and water, that collects in the bottom of the tank, drained at intervals.
Correctly operated centrifuges that are of the best size and adjustment are used to
get good results during the procedure to clean the fuel. Modern designs mean that
is not necessary to adapt the gravity discs for fuels of different densities.
Modern machines automatically remove the sludge from the centrifuge. For mod-
ern engines designed to burn HFO of the lowest grade, such centrifuges are ne-
cessary. This is applicable when HFO with densities of 991 kg/m3 and higher and
with viscosities of 700 cSt/50_C are used. For more data, see 0710−1 Diesel En-
gine Fuels.
Homogenizers can improve combustion properties, but cannot remove solid
particles from the fuel. Homogenizers thus, are only auxiliaries in the treatment
plant.
Filters hold solid particles of a specified size and shape, but cannot hold back wa-
ter. Water will cause the filters to block quickly.

3. Heavy fuel oil and diesel fuel oil separation
It is recommended that modern centrifuges are used for the treatment of heavy
fuels.
The separation effect, i.e. the cleaning effect, is related to the flow rate and viscos-
ity of the HFO. Usually, the smaller the volume (m3/h or ltr/h) and the lower the vis-
cosity of the HFO, the better the separation. If the flow rate is too high and/or the
separation temperature is too low, the effect of the separator will be decreased.
If the HFO separators do not operate satisfactorily, it is possible that impurities
(e.g. cat fines) in the bunkers will not be sufficiently removed. This can cause dam-
age to the engine (e.g. increased wear of piston ring, cylinder liner and fuel injec-
tion equipment).
The HFO must be heated before it goes into the centrifuge to keep the temperature
constant to a tolerance of ± 2° C. The separation temperature must be as near as
possible to 98° C. The instructions of the centrifuge manufacturer must be obeyed
during the separation procedure.
The sludge that comes from the separation process must be removed regularly
from the separator drum. For self-cleaning centrifuges, the sequence of the pro-
cedure can be controlled automatically. But in such a plant, personnel must keep
control of the correct function and frequency of procedures. You must do regular
checks to make sure that the sludge from the separator drum can drain freely. This
prevents back pressure, which makes sure that the centrifuge operates correctly
to clean the HFO.

4. Layout of fuel oil system
In the recommended standard plant, pressure is kept in the full fuel system to pre-
vent the evaporation of water in the fuel at the temperature necessary for the heavy
fuel oil (HFO). Refer to Fig. ’A’.
At the applicable position of the three-way valve (10), the low pressure pumps (19)
supply heavy fuel oil from the daily tank (3, 4) to the mixing unit (21). The booster
pumps (22) supplies the fuel from the mixing unit (21) through the end-
heaters (23) and fuel filter (24) to the fuel pumps in the supply unit (28). The rated
capacity of the booster pump (22) is more than that necessary for the engine. The
fuel that the engine does not use flows back to the mixing unit (21). Fuel oil leakage
from the mixing unit (21) flows into the clean fuel oil leakage tank (33) or the fuel oil
overflow tank (33). You can use the clean fuel oil leakage tank (33) to isolate ma-
rine diesel oil (MDO) or marine gas oil (MGO) leakage from HFO leakage.
The pressure regulating valve (17) sets the applicable system pressure. The pres-
sure retaining valve (27) sets the pressure at the inlet to the fuel pumps (for the
adjustment value, see 0250−1 Operating Data Sheet).
The pump (19) supplies only as much heavy fuel oil from the HFO daily tank (3) as
necessary for the engine. If necessary, the temperature of the heavy fuel oil in the
HFO daily tank (3) must be increased.
Remark: The official safety regulations give a maximum temperature limit of the
heavy fuel oil (HFO).
The temperature of the fuel between the mixing unit (21) and the fuel system on the
engine must be increased to the applicable injection temperature. The
end-heater (23) increases the temperature of this fuel. If necessary during the
temperature increase, the heating systems of the mixing unit (21) and the return
pipe can be set to on.
HFO must not go into the marine diesel oil (MDO) daily tank (6).

Key to Illustrations: ’A’ Schematic Diagram − Fuel System
1 HFO settling tank 18 Suction filter

2 HFO/LSHFO settling tank 19 Low pressure supply pump
3 HFO daily tank 20 Air overflow pipe
4 LSHFO daily tank 21 Mixing unit, heatable and insulated
5 MDO settling tank 22 Booster pump
6 MDO daily tank 23 End heater
7 Self-cleaning MDO separator 24 Fuel filter
8 MDO separator supply pump 25 Fuel rail
9 MDO suction filter 26 Fuel leakage rail unit
10 Three-way valve 27 Pressure retaining valve
11 HFO/LSHFO preheater 28 Supply unit (fuel pump)
12 HFO/LSHFO separator supply pump 29 Fuel leakage pipe injection valve
13 Suction filter 30 Main engine
14 Self-cleaning HFO/LSHFO separator 31 Sludge tank
15 Bypass pipe 32 Clean fuel oil leakage tank
16 Automatic fuel change-over unit 33 Fuel oil overflow tank
17 Pressure regulating valve
DAH Differential pressure alarm high

DPI Differential pressure indication
LAH Fluid level alarm high
LAL Fluid level alarm, low
PI Pressure indicator
TI Temperature indicator
VAH Viscosity alarm high
F Flow indicator
Heated & insulated pipes
Insulated pipes
Pressure regulating valve
Sight glass
V Viscosimeter

Operating Media
1 2 3 4 5 6 16
10 15 17
18 18
19 19
13 12 11 9 8
25
23 22
26
14 14 7 21 20
27
28
13 12 11 30
24
23 22
29
31
33 32
WCH03248

Intentionally blank
Operating Media
Scavenge Air and Compressed Air
1. Scavenge air
The turbocharger compresses the air necessary for scavenge air and charge air
for the cylinders, from the engine room or from outside (see Turbocharging
6500−1).
The air must be as clean as possible to keep the wear of cylinder liner, piston rings,
turbocharger compressor etc. to a minimum. Silencers are installed to the suction
part. The silencers have filter mats in them, which help to keep the air clean. The
filter mats must be serviced and/or cleaned regularly (see 6510−1 Cleaning the
Turbocharger during Operation).
2. Compressed air
2.1 Starting air

Compressors pump air into the starting air bottles to a maximum of 30 bar. The
starting air from the starting air bottles enters directly into the cylinder. This air must
be clean and dry. The starting air bottles must be regularly drained to remove
condensation (see 8018−1 Starting Air Diagram).
2.2 Control air

The control air and air spring air supplied from the shipboard system must be clean
and dry.
If no air comes from the control air board supply, compressed air at decreased
pressure is available from the starting air supply (see 4003−2 Control Diagram).

Intentionally blank
Operating Media
Lubricating Oils
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/16
2. System Oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/16
3. Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/16
4. Turbocharger Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/16
5. Turning Gear Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/16
6. Lubricants − Flywheel and Pinion Gear Teeth . . . . . . . . . . 12/16
7. Environmentally Acceptable Lubricants . . . . . . . . . . . . . . . 12/16
8. Validated Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13/16
1. General
The engine has different oils for system oil and cylinder lubrication.
2. System Oil
System oil lubricates the bearings, the running parts of the engine and the
crosshead assembly. System oil is also used as hydraulic fluid in the servo oil
system of the engine and used to cool the pistons (see 8016−1 Lubricating oil
system).
The system oil must have the properties that follow:
D An additive-type crankcase oil of the SAE 30 viscosity grade must be used as
system oil.
D The oil must have a minimum base number (BN) of 5.0 mg KOH/g and
detergent properties.
D The oil must have the load carrying performance from the FZG gear machine
test method A/8, 3/90 in accordance with ISO 14635−1, failure load stage 11
as a minimum.
D The oil must also have good thermal stability, anti-corrosion and anti-foam
properties, and good demulsifying performance.
Remark: Validated system oils for Wärtsilä 2-stroke engines are shown in
paragraph 8.2. For different or new lubricating oils, speak to or send a message to
Winterthur Gas & Diesel Ltd. or Wärtsilä Services Switzerland Ltd.
2.1 Oil Care
2.1.1 System Oil

To keep the lubricating oil in good condition for long periods, good oil treatment is
necessary. To do this, a self-cleaning, centrifugal separator is used.
A self-cleaning, centrifugal separator is used as a purifier in by-pass. The oil flows
from the oil tank through the centrifugal separator. The system oil volume must be
put through the centrifugal separator a minimum of three times each day. The
manufacturer of the centrifugal separator sets the output. The recommended oil
temperature for this treatment is between 96 _C and 98 _C unless otherwise
recommended by the centrifugal separator supplier.

Lubricating Oils
Solid contaminants (dirt) and water must be removed from the oil as completely as
possible. There is always a risk that water, specially sea water, can enter the
system and cause corrosion on engine parts. Water contamination can also cause
bacterial infection of the oil, which gives a decrease in lubrication and heavy
corrosion of the system. Good maintenance is the best precaution to keep water
out of the oil. The water content of the lubricating oil must not be more than 0.2% by
mass during a long period. If higher water contamination is seen, special
procedures such as treatment in the centrifugal separator, or in a renovating tank
must be done.
Make sure that the coarse and fine filters of the servo oil system are serviceable.
For more data, see the documentation of the fine filter manufacturer and
paragraph 2.3.2.
2.1.2 Servo Oil System

To increase the lifetime of the sliding parts, fine-filtered oil is used in this system.
This fine-filtered oil, which is divided from the system oil, flows through an
automatic filter which flushes back to the system oil.
The process and the low differential pressure must be monitored during the
operation of the automatic filter (see 0240−1 Usual operation and documentation
of the automatic filter manufacturer).
The bypass filter element can be used temporarily to inspect and clean the regular
filter elements, or if these must be removed.
2.2 Limits for Selected System Oil Parameters

You make an analysis of the selected parameters to estimate the condition of the
lubricating system oil. Regular checks can find deterioration early and procedures
can be done to correct the problems.
Make sure that the limits of the system oil are not more than those given in the
Table 1 for long periods in service.
Table 1: Alert Limits of System Oil Parameters

Parameter Limit Test Method
Viscosity at 40 _C Maximum 140 mm2/s [cSt] ASTM D 445
Flash point (PMCC) Minimum 200 _C ASTM D 92
Total insolubles Maximum 0.70% m/m 1) ASTM D 893b
Base Number (BN) Maximum 12 mg KOH/g ASTM D 2896
Water content Maximum 0.20% m/m ASTM D 95 or
ASTM D 1744
FZG gear machine Minimum failure load ISO 14635-1(test method
test stage 9 A/8.3/90)
1) % m/m means by mass, e.g. a water content of 0.20% m/m means that the
water content is 0.20% of the mass of the total solution.
If one of the limits of the system oil is at a value given in the table above, applicable
procedures must be done to correct the problem. Such procedures can be
purification (decrease of the flow rate, adjustment of temperatures), treatment in a
renovating tank (settling tank) or partial exchange of the oil charge. It is
recommended that you speak to the oil supplier in such a condition.
The oil condemnation limits are given in Table 2. If the oil condition has so much
deterioration that the purifier and filters cannot make the condition better, some of
the oil charge must be replaced. The oil charge will then go back to a satisfactory
performance level.

Lubricating Oils
Table 2: Condemnation Limits

Parameter Limit Test Method
Viscosity at 40 _C Maximum 150 mm2/s [cSt] ASTM D 445
Flash point (PMCC) Minimum 180 _C ASTM D 92
Total insolubles Maximum 1.0 % m/m ASTM D 893b
Base Number (BN) Maximum 15 mg KOH/g ASTM D 2896
Water content Maximum 0.30 % m/m ASTM D 95
Strong Acid Number (SAN) nil mg KOH/g ASTM D664
Calcium Maximum 6000 mg/kg ICP
[ppm]
Zinc Minimum 100 mg/kg [ppm] ICP
Phosphorous Minimum 100 mg/kg [ppm] ICP
FZG gear machine test Minimum failure load ISO 14635-1 (test
stage 8 method A/8.3/90)
These limits are a guide. The condition of the oil in the system cannot be fully
calculated by one parameter. Other oil parameters must be used to find the cause
of the problem, and the applicable treatment.
If the Base Number (BN) of the system oil increases suddenly, do a check of the
piston rod gland box and piston rod condition.
If the Base Number (BN) of the system oil increases suddenly, do a check of the
piston rod gland box and piston rod condition.
Some consumption and replenishment of the system oil is necessary to keep the
oil in good condition.
If there is an important decrease in the flash point below the recommended value
shown above, Winterthur Gas & Diesel Ltd. recommends a replenishment of the oil
charge.
By a replenishment, an increase in the system oil BN is prevented. A small
increase in BN is often an indication that the system oil consumption is low.
The open cup type of flash point test procedure (e.g. COC) must be used to decide
if some of the oil, or a full oil change is necessary. The closed cup type of flash point
test procedure (e.g. PMCC) can be used to monitor the system oil condition, but
not for oil change.
The FZG performance (to the procedure in ISO 14635−1) of the oil is important if a
new gear wheel is installed or was polished. This gives protection against scuffing
during the running-in of the gears.
If the system oil is in use for more than one year, the FZG performance of the oil
must be done to make sure that the performance is sufficient for the new or
polished gear(s).
You must do regular on-board checks of the BN and water content to get an early
indication of a lower oil quality.
2.3 Particle Size and Count

Particle size analysis can give useful data about the wear in an engine. Abrasive
particles in the oil can cause wear, thus the procedures must be carefully followed.
The hydraulic system operates the exhaust valve and the fuel and cylinder
lubricating oil injection systems, (i.e. the servo oil downstream of the fine filter,
which is usually 10 mm maximum sphere passing size). Some engines have a
25 mm maximum or other fine filter.

Lubricating Oils
The ISO 4406 particle count and size classes are applicable for the system oil
downstream of the filter and given in Table 3.
Table 3: Particle Count and Size Classes
Number of particles per 100 ml
More than: Up to and includes: Class:
250 000 000 − Less than 28
130 000 000 250 000 000 28
64 000 000 130 000 000 27
32 000 000 64 000 000 26
16 000 000 32 000 000 25
8 000 000 16 000 000 24
4 000 000 8 000 000 23
2 000 000 4 000 000 22
1 000 000 2 000 000 21
500 000 1 000 000 20
More than 4 mm 250 000
500 000 19
maximum
130 000 250 000 18
130 000 17
maximum
32 000 64 000 16
16 000 32 000 15
16 000 14
maximum
4 000 8 000 13
2 000 4 000 12
1 000 2 000 11
500 1 000 10
250 500 9
130 250 8
64 130 7
32 64 6
16 32 5
8 16 4
4 8 3
2 4 2
1 2 1
0 1 0
The ISO 4406 particle count system operates with three size classes related to a
100 ml oil sample, which are:
D R4 = number of particles equal to or larger than 4 mm
D R6 = number of particles equal to or larger than 6 mm
D R14 = number of particles equal to or larger than 14 mm.

Lubricating Oils
2.3.1 Recommended Limits for ISO 4406 Particle Count

The specification for a 100 ml oil sample is ISO 4406 19/17/14 maximum in the
servo oil downstream of the filter, which means:
D A maximum of 500 000 particles of size equal to or more than 4 mm
D A maximum of 130 000 particles of size equal to or less than 6 mm
D A maximum of 16 000 particles of size equal to or more than 14 mm.
This is the same as the specification before for a maximum of NAS Class 8 particle
count.
The samples that follow are acceptable:
D ISO 4406 19/15/11
D ISO 4406 16/13/12
D ISO 4406 15/12/10.
The samples that follow are not acceptable:
D ISO 4406 20/17/13
D ISO 4406 19/16/15
D ISO 4406 20/18/16.
2.3.2 Servo Oil − Particle Counts

If the particle count is more than the limit given, do a check of the coarse and fine
filters. This will make sure that all filter elements, gaskets and seals are not
damaged. If a high particle count continues and the filters are serviceable, it is
possible that an area of wear in the engine causes an unsatisfactory number of
particles. Too many particles can also go into the system oil if the piston rod gland
boxes do not correctly seal and used cylinder lubricating oil mixes with the system
oil.
The purifier removes particles, and you must make sure that the purifier is
operated at the correct temperature. Refer to the manufacturers
recommendations and make sure that the flow rate is adjusted to get the best
operation.
2.4 Oil Samples

At regular intervals, (i.e. at approximately each 3000 operating hours), it is
recommended to get a sample of the system oil. Send the the sample of the system
oil to a laboratory to make an analysis. The analysis must include ISO 4406 particle
counts for samples taken from downstream of the coarse filter or fine filter.
Take the sample downstream of the filter, before the oil flows into the main oil
gallery or the servo oil system. Get a sample of system oil as follows:
1.) Make sure that the oil pump operates and the engine oil is at the correct
temperature for operation.
2.) Put an applicable container below a ball valve in the lubricating system.
3.) Open the ball valve to flush out possible dirt.
4.) Close the ball valve.
5.) Use some oil to clean the container.
6.) Put the container below a ball valve.

Lubricating Oils
7.) Open the ball valve to get a sample

8.) Close the ball valve.
9.) Put the sample in a bottle.
10.) Write the data that follows on the bottle:
D Name of the ship or name of plant
D Engine type
D Engine serial number
D Date of sample
D Operating hours of oil and of engine
D Location of the sample point
D Oil brand and quality.
3. Cylinder Lubricating Oil
A high-alkaline cylinder lubricating oil of the SAE 50 viscosity grade that has a
minimum kinematic viscosity of 18.5 cSt at 100 _C is recommended. But, cylinder
lubricating oils of the viscosity grades SAE 40 and SAE 60 can be used in some
conditions. The Base Number (BN) measured in mg KOH/g in accordance with
method ASTM D 2896 shows the alkalinity of the oil.
To set the correct alkalinity of the cylinder lubricating oil, use an on−board
monitoring programme to monitor the piston underside (PU) drain oil. The residual
base number (BN) of the piston underside drain oil shows if the setting values for
the cylinder lubrication are correct. The BN of the cylinder lubricating oils is not an
index for detergency, but a direct measure of alkalinity. The alkalinity of the cylinder
lubricating oil must be set in relation to the sulphur content of the fuel, engine
operation condition and cylinder lubricating oil feed rate. The higher the sulphur
content, the higher the BN of the cylinder lubricating oil must be. For a list of
validated cylinder lubricating oils, see paragraph 8.2 Cylinder Lubricating Oils.
When the analysis of the piston underside drain oil shows that the engine operates
in the safe area shown in Fig. 2, you can adjust the feed rate and alkalinity of the
cylinder lubricating oil. The permitted maximum feed rate is 1.2 g/kWh (see
7218−1 Cylinder Lubrication and 7218−3 Feed Rate − Adjustment). If the analysis
of the piston underside drain oil shows that an adjustment to a higher feed rate than
1.2 g/kWh is necessary, you must change to a higher BN cylinder lubricating oil.

Lubricating Oils
3.1 Fuel Sulphur Content and Cylinder Oil Base Number

Fig. 1 shows recommendations of applicable cylinder lubricating oils related to the
sulphur content of the used fuel.
If you do not use an on−board monitoring programme to monitor the piston
underside drain oil, use the data given in Fig. 1 to choose an applicable cylinder
lubricating oil. For data about the applicable feed rates, see 7218−1 Cylinder
Lubrication and 7218−3 Feed Rate − Adjustment.
3 5
Fig. 1: Relation between Fuel Sulphur Content and Cylinder Lubricating Oil BN
D Range 1 (see Fig. 1): When the fuel sulphur content is more than 0.1% m/m
and less than 0.5% m/m during operation with BN 15 to BN 25 cylinder
lubricating oil, you must do an analysis of the piston underside drain oil from
the on-board monitoring system. You must obey the data that follows:
D The residual base number must not be less than BN10.
D The iron (Fe) content must be less than 200 ppm.
D Do regular checks of the piston and piston ring conditions through
scavenge port inspections. If necessary, increase the cylinder lubrication
oil feed rate to more than 1.2 g/kWh (see 7218−1 Cylinder Lubrication
and 7218−3 Feed Rate − Adjustment).
Remark: Permitted for engine operation of less than 48 hours only.
and less than 0.5% m/m during operation with BN 40 cylinder lubricating oil,
adjust the cylinder lubricating oil feed rate to the guide feed rate (see 7218-1
Cylinder Lubrication). This prevents too much piston crown and top land
deposits.
lubricating oil, adjust the cylinder lubricating oil feed rate to the guide feed rate
(see 7218-1 Cylinder Lubrication). This prevents too much piston crown and
top land deposits.

Lubricating Oils
and less than 2.0% m/m during operation with BN 100 cylinder lubricating oil,
adjust the cylinder lubricating oil feed rate to the guide feed rate (see 7218-1
Cylinder Lubrication). This prevents excessive piston crown and top land
deposits.
lubricating oil, operation is permitted only, when you do an analysis of the
piston underside drain oil from the on-board monitoring system. You must
obey the data that follows:
D Do regular checks of the piston and piston ring conditions through
scavenge port inspections.
D Do regular checks of the cylinder liner condition.
D You must obey the data given in Fig. 2.
Remark: From 1st January 2015 only fuel with less than 0.1% m/m sulphur content
must be used in Emission Control Areas (ECA). You can use SOx scrubbers to
reduce the effective exhaust sulphur content. For more data, see paragraph 7.
Remark: Use a BN 100 cylinder lubricating oil, if the fuel sulphur content is more
than 2.5% m/m and no piston underside drain oil monitoring system is installed.
Remark: Monitor the piston underside residual BN of the cylinder lubricating oil
and examine the piston rings and cylinder liners. This makes sure that you select
the applicable BN oil, set the best oil feed rate, prevent corrosion and excessive
piston crown deposits and top land deposits. For more data, see 7218−1 Cylinder
Lubrication and 7218−3 Feed Rate − Adjustment.
Cylinder lubricating oils that have a BN that is too high for the fuel sulphur content
can cause excessive deposits on the piston crown. Piston crown deposits must be
carefully monitored through scavenge port inspections. The deposits can cause
the lubricant film to break down and excessive liner, piston and piston ring wear.
BN 40 cylinder lubricating oils have neutral additives (low BN) to increase the
detergency level and thermal stability to the level of a BN 70 cylinder lubricating oil.
No significant increase in corrosive cylinder liner and piston ring wear is to be
expected when BN 40 cylinder lubricating oils are used (up to 1.5% m/m sulphur)
when the cylinder lubricating oil feed rate is kept high. You must make sure that the
cylinder lubrication feed rate is applicable (maximum 1.2 g/kWh), related to the
data from the analysis (residual base number) of the piston underside drain oil.
BN 40 lubrication oils cause less and softer deposits on the piston crown land and
in exhaust areas (e.g. on the turbocharger nozzle ring) in relation to the BN 70 and
other higher BN products at the same feed rate.
The BN 40 products can also be used safely with HFO that has a sulphur content in
the range 0.5% m/m to 1.5% m/m. It is possible that the feed rate must be
increased in relation to the remaining BN measured in the piston underside drain
oil or scrape-down samples.
There are intermediate (between BN 50 and BN 60) and other BN cylinder
lubricating oils available. To use these cylinder lubricating oils, make sure that their
performance is monitored regularly. Also, make sure that the cylinder lubricating
oil feed rate is adjusted to prevent a piston underside BN that is too low. Incorrectly
adjusted piston underside BN can cause high corrosive wear and scuffing (see the
limits and recommendations in paragraph 3.2.

Lubricating Oils
Remark: Use only the cylinder lubricating oils given in paragraph 8.2. The oil
company assumes all responsibility for the performance of the cylinder lubricating
oils in service of all Wärtsilä 2-stroke engines to the exclusion of any liability of any
Wärtsilä company belonging to the Wärtsilä group. The oil company and other
possible manufacturers and distributors of the products in question shall
indemnify, compensate and hold free from liability, Wärtsilä and companies
belonging to the Wärtsilä group from and against any claims, damages and losses
caused by the cylinder lubricating oils in question.
To prevent problems with fuel sulphur content, keep sufficient fuel from the bunker
you took before. This can be used until an analysis of the sulphur content of the
new bunker is received. The results of the bunker analysis and the values given in
the Bunker Delivery Note (BDN) can be different. Always use the higher sulphur
content value to set the feed rate to make sure that the engine operates safely.
3.2 Oil Samples − Piston Underside Drain or Scrape-down

Winterthur Gas & Diesel Ltd. recommends to get piston underside drain oil
(scrape-down oil) samples at regular intervals from each cylinder and to make an
analysis to monitor the engine condition.
These analysis are used to make an estimate of the cylinder liner and piston ring
wear and to set the applicable alkalinity and feed rate of the cylinder lubricating oil.
The data given in paragraph 3.1, 7218−1 Cylinder Lubrication and 7218−3 Feed
Rate − Adjustment are calculated values. The applicable values for each engine
can be different, related to the engine and operating conditions.
You can adjust the cylinder lubricating feed rate related to the analysis of the piston
underside drain oil. The permitted maximum feed rate is 1.2 g/kWh (see 7218−1
Cylinder Lubrication and 7218−3 Feed Rate − Adjustment). If the analysis of the
piston underside drain oil shows that an adjustment to a higher feed rate than 1.2
g/kWh is necessary, you must change to a higher BN cylinder lubricating oil.
The recommended intervals for an analysis of the piston underside drain oil are:
D At each bunker change of the HFO (very important if the sulphur content of the
HFO is more than 2.5% m/m).
D At each change of more than 10% CMCR of the average engine (24 hours).
D A minimum of one time each week.
Wear metals, the residual BN, viscosity, fuel components and water are
measured. The quantity of system oil additive metals in the sample gives an
indication about the piston rod gland box condition. It is important to monitor trends
and not full values, and to think about the actual quantity of drained oil relative to
the analysis results.
For data about the procedure to get an oil sample from the piston underside, see
8016-1 Lubricating Oil System, paragraph 2.1 Dirty Oil Samples.
The total iron in the scrape down oil is measured to determine the corrosion of the
liners and steel parts. A large quantity of system oil can be mixed with the used
cylinder lubricating oil in the piston underside space. To get an accurate view of the
used cylinder lubricating oil, a correction is necessary to remove the effect of the
system oil on the results. The iron and residual BN values are corrected in relation
to the phosphorus and/or zinc content of the system oil in the used cylinder
lubricating oil. This correction analysis must be done carefully because some
cylinder lubricating oils also include phosphorus and/or zinc.

Lubricating Oils
The analyses of many piston underside samples from a wide range of engines that
operate with a high sulphur content in the range 0.5% m/m to 3.5% m/m and
cylinder lubricating oil from BN 40 to Bn 100 has shown:
D The safe corrected piston underside residual BN to prevent piston ring and
liner corrosion is more than 25 mg KOH/g but less than 50 mg KOH/g (see
Fig. 2).
D The alert corrected limit for piston underside residual BN to prevent excessive
corrosion is approximately 15 mg KOH/g.
D The danger corrected limit is less than 10 mg KOH/g piston underside
remaining BN. It is possible that there will be excessive corrosion and fast
piston ring and liner wear if not corrected. Scuffing and the fast failure of piston
rings and very fast corrosive liner wear is possible.
It is necessary to find the safe value for continuous operation on fuel oil with a low
sulphur content (of between 0.0% m/m and 0.5% m/m) and a low BN cylinder
lubricating oil (between BN 15 and BN 25) for each engine. To find this safe value,
you monitor the piston underside samples and do regular checks of the pistons,
piston rings and cylinder liners for excessive deposits, corrosion and wear.
Fig. 2 shows data for fuel oil with a sulphur content in the range of 1.5% m/m to
3.5% m/m and cylinder lubricating oil with a base number between BN 50 to
BN 100.
Fig. 2: Piston Underside, Scrape-down or Drip Oil Analysis Interpretation
Remark: There are smooth transitions between the different areas shown in
Fig. 2.
Fig. 2 shows the operation ranges for engines with chrome ceramic piston rings
and fully honed cylinder liners installed. It shows the relation between the piston
underside total oil iron content and the residual BN. If necessary, the cylinder
lubricating oil BN and/or feed rate must be adjusted to prevent excessive corrosion
or magnetic iron in the piston underside oil.

Lubricating Oils
For engines with chrome ceramic piston rings installed, the chromium content of
the piston underside oil shows if there is corrosion or wear in the engine.
D A chromium content less than 25 mg/kg shows small corrosion or wear in the
engine.
D A chromium value more than 25 mg/kg shows corrosion or wear in the engine.
The lifetime of the piston rings and the cylinder liners can decrease.
D The chromium value must not be more than 25 mg/kg for a longer period.
Remark: Engines with cast iron or non-chrome ceramic piston rings installed, can
have a much larger total iron level than engines with chrome ceramic piston rings
under usual operation conditions.
3.3 General Recommendations

Service experience has shown that the corrosion behavior can vary significantly
while the engine operates at less than 60% CMCR (low load).
If the engine is to be operated at continuous low load (i.e. more than 24 hours of
operation below 60% CMCR) and the sulphur content of the used HFO is more
than 2.5% m/m, Winterthur Gas & Diesel Ltd. strongly recommends the use of a
BN 100 cylinder lubricating oil, as the cylinder oil feed rate cannot be adjusted to
adequately compensate for the lower alkalinity. If you use a cylinder lubricating oil
with a BN less than 100, the permitted maximum feed rate is 1.2 g/kWh (see
7218−1 Cylinder Lubrication and 7218−3 Feed Rate − Adjustment). If the analysis
of the piston underside drain oil shows that an adjustment to a higher feed rate than
1.2 g/kWh is necessary, you must change to a BN 100 cylinder lubricating oil.
For data about validated cylinder lubricating oils, see paragraph 8.2.
Remark: You can use the Wärtsilä Blending on Board package to adjust the base
number of the cylinder lubricating oil. For more data, speak to or send a message
to Winterthur Gas & Diesel Ltd. or Wärtsilä Services Switzerland Ltd.
It is necessary to monitor the residual BN at regular intervals (see paragraph 3.1
and paragraph 3.2). Winterthur Gas & Diesel Ltd. recommends the use of an
on-board monitoring programme that, at a minimum, gives you an analysis of the
residual BN from the piston underside drain oil. Winterthur Gas & Diesel Ltd. also
recommends the analysis of the total iron and chromium content in the piston
underside oil. A sudden increase of the iron or chromium content indicates
excessive cold corrosion (see paragraph 3.2). For more data, see Technical
Bulletin RT-161.
3.4 Intermediate BN Lubricating Oils

If an intermediate BN cylinder lubricating oil (BN is more than 40 mg KOH/g and
less than 70 mg KOH/g) is used, Winterthur Gas & Diesel Ltd. recommends the
procedures that follow:
D Use an on-board monitoring programme that, at a minimum, gives you an
analysis of the residual BN from the piston underside drain oil. The
recommended intervals for an analysis are:
a) At each bunker change of the HFO (very important if the sulphur content
of the HFO is more than 2.5% m/m).
b) At each change of more than 10% CMCR of the average engine
(24 hours).
c) A minimum of one time each week.

Lubricating Oils
Caution: For engine operation at less than 60% CMCR (low load) for more than 24
hours, you must only use intermediate BN lubricating oils (between BN 50 and
BN 60) if the sulphur content of the used HFO is in the range of 0.5% m/m to
2.5% m/m.
4. Turbocharger Oil
To select the turbocharger lubricating oil and keep this oil in a satisfactory
condition, refer to the recommendations given in the turbocharger instruction
manual.
The turbocharger lubricating oil is usually system oil or turbine oil.
5. Turning Gear Oil
To select the turning gear oil and keep this oil in a satisfactory condition, refer to the
recommendations given in the instruction manual of the turning gear
manufacturer.
6. Lubricants − Flywheel and Pinion Gear Teeth
To select and apply the lubricants, refer to the specification in the Maintenance
Manual 3206-1, and the recommendations from the engine manufacturer.
The lubricant suppliers are given in paragraph 8.4.
7. Environmentally Acceptable Lubricants
Environmentally Acceptable Lubricants (EAL) are currently required for ships

operating in USA waters, and this area may be extended in future.
These lubricants which are required for all oil-to-sea interfaces, which include
stern tubes, thrusters, rudders, stabilizers, variable pitch propellers, underwater
ropes and machinery and underwater transmissions are made with base oils and
additives which are significantly different to those used for system and cylinder oil.
Consequently, EAL should not be mixed into system or cylinder oils where they are
to be used in engine applications. Even small contamination of EAL (depending on
base oil quality) into system and cylinder oil can lead to elastomer compatibility,
water emulsification and high temperature deposit formation issues.

Lubricating Oils
8. Validated Lubricating Oils
8.1 Lubricating Oil Instructions and Liability

The application and handling of lubricating oils must be in compliance with the
Wärtsilä general lubricating oil requirements and recommendations given in the
Operation Manual (this manual) and the Maintenance Manual. Also, refer to the
Service Bulletins RT-138, RT-138 Appendix 1, RT-138 Appendix 2 and RT-161.
The supplier oil company takes all responsibility for the performance of the oil in
service to the exclusion of any liability of Winterthur Gas & Diesel Ltd. or Wärtsilä
Services Switzerland Ltd.

Lubricating Oils
8.2 Cylinder Lubricating Oils

Table 4: List of Validated Lubricating Oils (Last Update: January 2015)
Oil Supplier 15 ≤ BN ≤ 25 6) BN 40 6) 50 ≤ BN ≤ 60 6) 70 ≤ BN ≤ 80 6) BN 100 6)
Aegean Alfacylo 525 DF − − Alfacyclo 570 Alfacyclo100 HS 5)
(BN 25) 5) (BN 70) 5)
Bardahl − − − Naval 50 (BN 70) −
Castrol AW0053 (BN 16) Cyltech 40 SX − Cyltech 70 (BN 70); Cyltech 100 5)
(BN 40) Cyltech 80 AW
(BN 80)
Chevron Taro Special HT LF Taro Special HT Taro Special HT 55 Taro Special HT 70 Taro Special
(BN 25) LS 40 (BN 55) 3) (BN 70); HT 100 5)
Taro Special 70
(BN 70) 4)
ENI − − − Punica 570 5) −
ExxonMobil Mobilgard 525 Mobilgard L 540 Mobilgard 560VS Mobilgard 570 Mobilgard 5100
(BN 25) (BN 60) 1) (BN 70)
FL Selenia − − − MECO 5070 −
(BN 70)
Gdanska − − − Marinol RG 7050 −
(BN 70) 4)
Gulf Oil GulfSea Cylcare GulfSea DCA − GulfSea Cylcare GulfSea Cylcare
Marine ECA 50 (BN 15) Cylcare 5040H 5) DCA5070H (BN 70) 50100 5)
IOC − − − Servo Marine 7050 −
(BN 70)
JX Nippon − Marine C405 − Marine C705 −
Oil & Energy (BN 40) (BN 70)
Marine C405Z
(BN 40)
LUKOIL Navigo MCL Ultra Navigo 40 MCL − Navigo 70 MCL Navigo 100 MCL
(BN 20) 5) (BN 70)
Mexicana de − − − Marinelub 7050 −
Lubricantes (BN 70) 4)
Pertamina − − − Medripal 570 −
(BN 70)
Petrobras − Marbrax Marbrax CID−55 Marbrax CID−57 −
CID−54−APN (BN 50) 2) (BN 70)
PetroChina − − − KunLun DCA −
5070H (BN 70)
Shell Alexia S3 (BN 25) − Alexia S4 Alexia 50 (BN 70); Alexia S6
(BN 60) 1) Alexia S5 (BN 80)
SINOPEC Cylinder Oil 5025 Cylinder Oil − Cylinder Oil 5070 Cylinder Oil
(BN 25) 5) 5040 5) (BN 70) 4); 50100 5)
Cylinder Oil 5070S
(BN 70);
Cylinder Oil 5080S
(BN 80)
SK − Supermar CYL 40 − Supermar Cyl 70 −
(BN 40); plus (BN 70)
Supermar CYL 40L
(BN 40)
Total Talusia LS 25 Talusia LS 40 Talusia Universal Talusia HR 70 Talusia Universal
(BN 25) (BN 40) (BN 57) 1) (BN 70) 100

Lubricating Oils
Remarks:
1) BN 57 and BN 60 cylinder lubricating oils can be used for the sulphur range:
D Between 0.5% m/m and 3.5% m/m if an on-board monitoring
programme is used.
D Between 0.5% m/m and 2.5% m/m if no on-board monitoring
programme is used, the engine was built before the year 2011 and the
engine load is less than 60% CMCR for more than 24 hours. You must
obey the data given in paragraph 3.3.
If there is a sulphur dependency application, the lubricating oils must be
considered as BN 57 and BN 60 as applicable. The BN 60 break−point and
feed rate adjustment must be applied, see 7218-1 paragraph 6.4 Adjustment
Lubricating Oil Feed Rate.
2) For engines built before the year 2000, BN 50 cylinder lubricating oils can be
used with HFO with a sulphur content up to 2.5% m/m.
3) For engines built before the year 2011, BN 55 cylinder lubricating oils can be
used for the sulphur range:
D Between 1.5% m/m and 2.5% m/m for continuous operation, and
D Between 0.5% m/m and 1.5% m/m for intermittent operation up to 10
days.
4) Applicable only for engines built before the year 1995.
5) These cylinder lubricating oils are not validated at this time.
6). The Base Number (BN) measured in mg KOH/g in accordance with method
ASTM D 2896 shows the alkalinity of the oil.
Remark: Intermediate cylinder lubricating oils (BN is more than 40 mg KOH/g and
less than 70 mg KOH/g) can be used, but their performance must be regularly
monitored. The lubricating oil feed rate must be adjusted to prevent a piston
underside BN which is too low and can cause excessive corrosive wear and
scuffing. See the data given in paragraph 3.4.
You must be very careful, if you use intermediate BN lubricants and HFO with a
sulphur content more than 2.5% m/m.
Remark: If HFO with a sulphur content of between 1.5% m/m to 3.5% m/m is
used, see the data given in paragraph 3.2.

Lubricating Oils
8.3 System Oils

Table 5: List of Validated System Oils (Last Update: January 2015)
Oil Supplier Brand

Aegean Alfasys 305 2)
BP Energol OE−HT 30
Castrol CDX 30
Chevron Veritas 800 Marine 30
ENI Cladium 50
ExxonMobil Mobilgard 300
Mobilgard 300 HD 1)
FL Selenia MESYS 3006
Gulf Oil Marine GulfSea Superbear 3008
GulfSea Superbear 3006
IOC Servo Marine 0530
JX Nippon Oil & Energy Marine S30
LUKOIL Navigo 6 SO
Navigo 6 CO
Pertamina Medripal 307
Petrobras Marbrax CAD−308
PetroChina KunLun DCC3008
KunLun DCC3005H 2)
Shell Melina S30
Melina 30
SINOPEC Marine System Oil 3005
Marine System Oil 3006
Marine System Oil 3008
SK Supermar AS
Total Atlanta Marine D 3005
1) Applicable only for RT-flex and W-X engines built after February 2012.
2) These cylinder lubricating oils are not validated at this time.
8.4 Lubricants − Flywheel and Pinion Gear Teeth

To correctly apply the lubricants oils given in Table 6 see the Maintenance Manual
3206-1.
Table 6: List of Lubricants − Flywheel and Pinion Gear Teeth (Last Update:
October 2012)
Supplier Brand
Lubrication Engineers Inc. LE 5182
PYROSHIELD
Klüber Lubrication Klüberfluid
München KG C−F 3 ULTRA

Operating Media
Cooling Water / Cooling Water Treatment
1. General
An applicable treatment is used to give the cooling water the correct properties,
which will prevent service problems. Untreated cooling water can soon cause
problems in the cooling system from corrosion, sediment and hard particles
(crusts).
2. Raw water for closed cooling water circuits
To fill the system the raw water must be completely desalinated. Condensate water
from e.g. the fresh water generators or from auxiliary steam systems can be used,
but must have additives. Condensate water is highly corrosive and must have
corrosion inhibitors to prevent problems.
Use potable water or process water from the local mains only as a last option. The
hardness of this water must not be more than 10_dH (German hardness degrees).
If the hardness is more than this limit, desalinate the water to the values given in the
table below.
See the data in the table that follows to get the necessary raw water quality:
Parameter Value
Hardness 3_dH to 10_dH
Content of chlorides and sulphates not more than 100 mg/liter
pH value 8 to 10
Do not use seawater as raw water. Sea water has a high salt content.
In you think there is a problem, do an analysis of the water. Send the results of the
analysis to Wärtsilä Services Switzerland Ltd to get advice.
Corrosion protection oils (emulsion oils) are not recommended for the treatment of
the cooling water. If instructions about the use of corrosion protection oils are not
obeyed and coolant checks are not sufficient, then water-oil emulsion can occur.
This can cause the cooling system to become clogged.
3. Cooling water during operation
As given above, the cooling water must have the correct corrosion inhibitor. Well
proven in service are inhibitors that contain the agents NITRITE and BORATE. You
can get a list of recommended products from Wärtsilä Services Switzerland Ltd.
The instructions of the manufacturer must be obeyed for the correct dosage of the
corrosion inhibitor. You must do regular checks during operation to keep the
correct concentration.
It is recommended that you choose such suppliers of inhibitors who can also give
specified advice for the new fill and for during operation.
If there are leakages, you must add the correct quantity of water with the correct
concentration of inhibitor. If evaporation causes a decrease of the coolant, add the
applicable quantity of raw water (see paragraph 2 above). This will make sure that
the concentration of inhibitors is not too much.
The cooling water in the cooling system must have a pH value of 8 to a maximum of
10 (see the table above).

Cooling Water / Cooling Water Treatment
4. Cleaning the cooling water system
For a new fill, the complete cooling system must be clean. The cooling system
must not contain grease, oil or unwanted particles.
During operation oil or sediment can go into the system, which can cause a
decrease in the heat transfer and cooling effect. Such problems will occur after an
unusually short time if the cooling water and system is not monitored correctly. The
complete system must be treated with an applicable agent to remove grease and
chalk sediment. Before a new fill of treated cooling water, the system must be fully
flushed. This will remove sediment and oil and make sure that remaining acids are
made neutral.
There are many cleaning agents available, which we do not list here. We
recommend that you speak to specialist firms that can help you.

Operating Problems
General
1. General
If the operating and maintenance instructions are obeyed, problems during

operation can be prevented.
If a fault occurs, do not search for the cause at random. Use a sequence to find
possible causes. This applies specially to problems during engine start and engine
stop.
The possible causes of the faults below are given in their related chapters:
1.1 Problems during Engine Start and Stop (see 0810−1)
D Engine does not turn during the start sequence
D Engine moves back at start or does not get speed
D Engine turns with air during the start but gets no fuel
D Engine does not fire during the start
D A cylinder does not fire or does not fire correctly during the start
D Engine fires violently during the start
D Engine cannot be stopped.
1.2 Irregular Functions during Operation (see 0820−1)
At the same load indication compared to results or with data in the shop trial
documents.
D Scavenge air pressure decreases
D Scavenge air pressure increases
D Exhaust temperature upstream of the turbocharger increases
D Exhaust temperature of one cylinder increases
D Exhaust temperature of one cylinder decreases
D Firing pressure of all cylinders decreases
D Engine speed decreases
D Smoke comes out of the exhaust
D Engine runs irregularly or misfires at times (one cylinder or all cylinders)
D Undemanded engine stop
D Irregular functions in the cylinder cooling water system
D Crosshead bearing oil pressure decreases to main bearing oil pressure
D Cylinder lubrication becomes defective
D Problem with the exhaust valve
D Surging of turbocharger(s)
D Oil mist detector gives an alarm.
1.3 Problems and Damage with Engine Parts (see 0840−1)
D Hot running of a piston
D Hot running of running gear parts.
1.4 Failures and Defects of WECS Components (see 0850−1)
D WECS passive fault
D WECS common fault
D WECS cylinder fault
D WECS pressure fault
D WECS critical fault (WECS engine fault)
D Cylinder lubrication has a malfunction.

Intentionally blank
Operating Problems
Problems during Engine Start and Stop
1. Problems during engine start
For the designations and part code numbers, see 4003−2 Control Diagram.
Problem Possible causes Procedures

The engine does not turn The shut-off valves on the starting air bottles Open the shut-off valves.
during the start sequence are closed.
The starting air pressure is too low. Fill the air bottles.
Oil pressure, water pressure or air pressure for Cancel the SHUT-DOWN
the air spring is too low. The pressure switches signal.
activated a SHUT-DOWN signal.
The air spring did not close the exhaust valve Set to off the lubricating oil
(i.e. the upper housing is filled with oil because pump and servo oil service
the lubricating oil pump and servo oil service pump. Wait (approximately 30
pump started too early or stopped too late). minutes) until the oil flows out
of the upper housing through
the orifice.
Start the oil pumps only if all
the exhaust valves are
closed.
Engine start from the The control stand has no effect. Push the related button for
control room: mode transfer, or to get
control.
The remote control system / telegraph system Do a check of the remote
has a fault. control system (RCS), or
speak to the supplier.
The RCS shows a start interlock. Do a check of the start
interlock indication in the RCS
(turning gear, shut-down,
auxiliary blower), release the
interlock.
No signal between the RCS and the Do a check of the plugs and
WECS−9520. CAN−BUS, for loose or
broken wires.
Engine start at the engine: Control stand has no effect. Push the related button for
mode transfer, or to get
control.
The turning gear is engaged. The blocking Disengage the turning gear.
valve 2.13 prevents the flow of control air to
the valve unit. E
Control valve 2.05 to shut-off valve for starting Clean the control valve 2.05.
air cannot move, or does not open fully
The solenoid valves ZV7013C and ZV7014C Clean or replace, do a check
fail in valve unit. E of the cables.
The electrical connection(s) are disconnected Connect the electrical
from the solenoid valve(s) in valve unit. E connections.


The shut-off valve for starting air 2.03 is in the Turn the shut-off valve to the
position CLOSED. position AUTOMAT..
The shut-off valve for starting air does not Do an overhaul of the shut-off
open. The non-return valve cannot move and valve.
does not fully open.
The auxiliary blowers do not operate. Start auxiliary blowers.
The air flaps in the scavenge air receiver are Do an overhaul on, or replace
defective (the auxiliary blowers cannot give the air flaps.
pressure).
No air spring pressure or pressure too low. Open the shut-off cock 4.08,
adjust the pressure to 6 bar in
the control air supply unit. A
The non-return valve on the exhaust valve (air Do a check and install
inlet to air spring) incorrectly installed, loud correctly (see the
noises and valve does not completely close. Maintenance Manual 2751−2)
The starting valves cannot move, or the Do an overhaul on the
electrical connection is not connected. starting valves, or connect the
electrical connection
Different causes. Try to start the engine in the
opposite direction.
The engine moves back A cylinder receives no air, or the starting air is Do a check of the starting air
during the start sequence, not sufficient (starting air pipe has a blockage. pipe, flame arrester and
or does not get speed. The solenoid valve(s) ZV7241 (to 48C) cannot remove the blockage. Clean
move. The cable to the FCM−20 module is or replace the related
broken). solenoid valve(s). Do a check
of the electrical signal.
The starting air pressure too low. Fill the air bottles.
The shut-off valves and stop valves in servo oil Do a check of the positions
system are in the incorrect positions . (see 0130−1).
The engine turns on Speed control system is defective. No fuel See documentation of remote
starting air, but receives quantity signal released to the fuel quantity control supplier. Do a check
no fuel. Fuel quantity sensor. of the electrical signal from
piston stays in position the speed control system to
zero %. the WECS−9520.
Engine turns on starting Fuel rail pressure is too low. The connection Install the connecting
air but receives no fuel. between the actuators and the toothed rack is elements (see the
disconnected. Maintenance Manual
5801−1).
Fuel rail pressure is too low. The toothed rack Do a check of the toothed
is blocked in the position zero. rack. Repair the damage.
Fuel rail pressure too low. The knurled screw Do a check of the fuel
on the fuel pressure control valve 3.06 is not at pressure control valve 3.06
the bottom stop. (see 0515−1).
The piston or control slide in the injection Replace the injection control
control unit 3.02 cannot move. The piston in unit, or the rail valve (see
the rail valve ZV7201 cannot move. 0515−1).


Heavy leakage in the high pressure fuel Do a check for leaks, see
system on the engine. 8019−1 ’Fuel leakage
system’.
Fuel booster pressure is not sufficient. Adjust the fuel booster
Pressure retaining valve is set too low. Booster pressure.
pump does not release.
Shut-off valves upstream of the engine are Open the shut-off valves.
closed.
No ignition during engine Injected fuel quantity is too small. Speed Adjust the speed setting
start. setting position is too low.
Fuel is not correct, or its viscosity is too high. Prepare the fuel oil system
(see 0120−1).
Starting air pressure is not sufficient to turn Fill the air bottles.
engine quickly.
The auxiliary blower or air flaps in the Do an overhaul, or replace
scavenge air receiver are defective. the auxiliary blower / air flaps.
Compression pressures are too low, piston Replace the piston rings,
rings are in an unsatisfactory condition, grind the seating surfaces of
exhaust valves do not close correctly. the valve head and valve
seat.
High pressure circuit has a leak (fuel pump, Find the cause and repair the
rising pipe, fuel rail, injection control unit). leak with the servo oil service
pump in operation. Connect
the pipe (tool 94583) between
the fuel rail and servo oil rail.
A cylinder does not fire or Injection control unit cut out by WECS−9520 Set to on the injection in the
does not fire correctly (function). remote control (user
during engine start. parameter ’Inj. RUN’).
Injection control unit cut out. Cut in the injection control
unit, see 0510−1.
The connections on injection control unit have Tighten correctly, grind the
leaks. sealing faces.
The solenoid valve(s) ZV7201C (to H) are Replace the defective
defective. solenoid valve(s).
No electrical signal to the solenoid valve(s) Do a check of the cables. Do
ZV7201C(to H). a check of the LEDs on the
FCM−20 module. If necessary
replace the FCM−20 module.
Exhaust valve has a malfunction. No electrical Do a check of the cables. Do
signal to the solenoid valve(s) ZV7201A/B (to a check of the LEDs on the
08A/B). FCM−20 module, if necessary
replace the FCM−20 module.
The injection nozzles have leaks. The needles Replace the injection nozzles.
cannot move.


A hole in the injection nozzle is blocked. Replace the nozzle tip.
Compression pressure in the cylinder is not Replace the piston rings.
sufficient to ignite the fuel. Grind the seating faces of the
valve head and valve seat.
The exhaust valve spindle cannot move. Replace the defective parts.
No power supply to FCM−20 module. Set to on the power supply.
Electrical connection disconnected, or Connect the electrical
incorrectly connected. Internal fault. connection. Replace the
FCM−20 module.
The piston or slide rod in the exhaust valve Replace the exhaust valve
control unit 4.10, or the piston in rail valve control unit or the rail valve.
ZV7201 cannot move.
Exhaust valve control unit is cut out. Cut in the exhaust valve
control unit (see 0520−1).
Starting valves do not open, cannot move, are Do an overhaul, or replace
damaged or do not get a signal. the starting valves. Do a
check of the cables.
Violent firing when Fuel rail pressure is too high. Fuel control fails. Do a check of the power
starting. supply, cable, toothed rack.
Cylinders were lubricated too much before Decrease the speed setting
engine start. Cylinder lubricating oil has (fuel injection quantity) until
collected in the combustion spaces. the oil has burned. Prevent
too much lubrication.
The auxiliary blowers were not running during Decrease the speed setting
the engine starts before. Fuel has collected in immediately (fuel injection
the combustion space. quantity).
The fuel injection quantity (start fuel charge) is Decrease the speed setting
set too high. (fuel injection quantity).
The fuel limiter is set too high Adjust the setting to the
standard value.
2. Problems with engine stop
The engine cannot be Cable connector is defective. Push the EMERGENCY

stopped with rotary knob STOP button to stop the
or the telegraph in the engine (see Shutting Down
control room. 0310−1).
Engine cannot be stopped Cable connector is defective. Push the EMERGENCY
with rotary knob on the STOP button to stop the
local control panel. engine (see Shutting Down
0310−1).

Operating Problems
Irregular Functions during Operation
1. Load indications
At the same load indication compared to the indications before, or with the data
given in the acceptance records.

Scavenge air pressure Scavenge air cooler (SAC) dirty on the air See 6606−1 ’Air side cleaning
decreases. side. of the SAC in service’.
Water separator dirty or damaged.
High intake temperature upstream of the Make sure that there is an air
turbocharger. supply.
Diffuser, auxiliary blower and inducer to See Cleaning the
turbocharger is dirty or damaged Turbocharger in Operation
6510−1 and the Turbocharger
Manual.
The silencer upstream of the turbocharger is
dirty.
The turbine rotor blades are dirty or
damaged.
Nozzle ring of turbocharger damaged.
Exhaust gas boiler (plant side) dirty. Clean as soon as possible.
Increased resistance or back pressure
downstream of the turbine.
Scavenge air pressure Nozzle ring of turbocharger is dirty. See Cleaning the
increases. Turbocharger in Operation
6510−1.
Exhaust temperature Air is not sufficient because of a defect, or See Cleaning the
upstream of the blockage / dirt in the turbocharger, silencer or Turbocharger in Operation
turbocharger increases. scavenge air cooler. 6510−1 ’Air side cleaning of
the SAC in service’ and the
Turbocharger Manual.
The air flaps in the scavenge air receiver Clean, overhaul or replace
cannot move or are defective. the air flaps.
Injection nozzles are worn. Replace the injection nozzles.
High intake temperature upstream of the Make sure that there is an air
turbocharger supply.
Scavenge ports in the cylinder liner are dirty Clean the scavenge ports.
Exhaust temperature of a Air flaps in the scavenge air receiver dirty or Clean, do an overhaul or
cylinder increases. defective. replace the air flaps.
Injection nozzles are worn. Replace injection nozzles.
Scavenge ports in cylinder liner are dirty. Clean the scavenge ports.
There is a fire in the piston underside space. See Measures against
Fouling and Fires in the
Scavenge Air Spaces 0450−1


The exhaust valve has a leak. Grind the valve seat and
head.
The exhaust thermometer of the related cyl- Replace the exhaust
inder is defective. thermometer.
Exhaust temperature of a Injection nozzles are in an unsatisfactory Replace the nozzle tip.
cylinder decreases. condition. A nozzle tip is broken.
The related cylinder gets less fuel because Grind the sealing faces, or
injection pipes or injection valves have leaks. replace defective parts.
The exhaust valve does not open. The Cut out the injection and
exhaust valve control unit, or its pressure exhaust valve control unit of
pipe is defective. the related cylinder (see
0510−1 and 0520−1).
The exhaust thermometer of the related cyl- Replace the exhaust
inder is defective. thermometer.
Firing pressure of all The spring, in the connecting unit of the shaft Replace the spring.
cylinders decreases. encoder drive, is broken (crank angle sensor
unit)
Engine speed decreases. Speed setting from speed control system Do a check of the speed
decreased or is low. control system
Fuel injection quantity from speed control Usual operation.
system is a low setting to prevent too much
load in heavy sea.
Hull resistance increased because of See The Relation between
growth/ageing. Propeller is damaged Engine and Propeller 0070−1
A defect in an injection control unit. Defective Cut out or replace (see
injection pipe. 0510−1 and 0515−1)
Air and exhaust gas openings are dirty. See paragraph 1, Scavenge
air pressure decreases.
Smoke from exhaust. Air is not sufficient. Exhaust gas side, or air See paragraph 1, Scavenge
side of turbocharger, scavenge air cooler, air air pressure decreases.
flaps in receiver, scavenge ports in cylinder
liners are dirty. Exhaust boiler is dirty.
Engine has too much load. Decrease the fuel injection
quantity.
Engine operates with too much cylinder See 7218−1 and 7218−2.
lubricating oil
Injection nozzles do not completely change Clean, check and adjust, or
the fuel into a spray, e.g. because there are replace the injection nozzles.
trumpets, worn or blocked spray holes
Fuel is incorrect, or the viscosity is too high, See 0270−1 Recommended
or not sufficiently heated. viscosity at inlet to fuel
pumps.
Compression pressure is too low. The piston Replace the piston rings.
rings, and / or the exhaust valve has leaks. Grind the valve seat and
head.


The bores in the vent screw for the upper Do a check of the exhaust
housing of the exhaust valve are blocked. valve and clean.
The exhaust valves close too late.
The servo oil pressure is too low. The servo Do a check of the oil flow.
oil pump control is defective. There is oil Find and repair the leak(s).
leakage.
One, or no auxiliary blower operates at part Set to on the auxiliary
load blowers.
Engine runs irregularly or High water content in the fuel. See 0720−1 Treatment of
misfires at times, on one or heavy fuel oils and treatment
all cylinders. plant.
Fuel temperature upstream of the fuel pumps See 0270−1 Recommended
is too low or too high. viscosity at inlet to fuel
pumps.
Pressure in the fuel rail too low, disturbance See 0515−1 Defective fuel
with fuel pressure control valve 3.06, one or pressure control valve 3.06.
several fuel pumps do not deliver fuel Do a check of the pressure
transmitter
Engine stops (without a Fuel oil daily tank empty, or fuel supply Fill the daily tank. Clean the
shut-down indication) stopped. Fuel oil filters blocked, booster filter. Find other causes and
pump defective, switching defective, fuel rail repair them. Do a check of
pressure too low, toothed rack defective, fuel the toothed rack. Repair the
leakage. fault. Find the cause of leaks
and repair them.
Power supply to WECS−9520 is defective. Find the cause, repair the
fault, start the WECS−9520.
Speed setting system defective, e.g. broken Repair the fault.
wires.
Engine stops in heavy sea. Set to on the Heavy Sea
Mode see 4002−3 User
parameters.
Irregular functions in the Air collects in the cooling spaces or in the Bleed the cooling water
cylinder cooling water pipes because the air cannot flow freely. system.
system
Pressure changes Decrease in static pressure at inlet to cooling See plant instructions.
irregularly: water pump because of blockage in the
return pipe or the expansion tank is drained.
A crack (in the cylinder liner, cylinder cover, See 0545−1 Operation with
valve cage) causes exhaust gases to go into Water Leakage into the Com-
the cooling water. bustion Chamber.
Increased cooling water Shut-off valves in the pipes of the related Open or replace the shut−off
temperature at outlet of a cylinder(s) are closed or defective. valves.
cylinder:
Cooling spaces do not have sufficient water Make sure that there is
flow. sufficient water flow.
Cooling water pipes or water passages See Cooling Water / Cooling
blocked. Water does not flow freely. Water Treatment 0760−1


Piston runs hot See 0840−1 Problems and
Damage with Engine Parts.
A crack (in the cylinder liner, cylinder cover, See 0545−1 Operation with
valve cage) causes exhaust gases to go into Water Leakage into the Com-
the cooling water. bustion Chamber.
Increased cooling water Plant side is defective (regulating valve, See plant instructions.
temperature on all cooling water cooler etc.)
cylinders:
Crosshead bearing oil Crosshead bearing oil pump is defective. Oil Decrease engine load to
pressure decreases to main flows through the non-return valve from main 40%.
bearing oil pressure bearing oil system Repair the crosshead bearing
oil pump as soon as possible.
Until then, increase the main
bearing oil pressure as much
as possible
2. Cylinder lubrication
If the cylinder lubrication does not operate correctly, the piston rings and cylinder
liners will wear quickly. Also, the piston can seize. Only in emergencies, and then at
decreased power and only for the minimum possible time can the engine operate
without cylinder lubrication.
Faults in the cylinder lubricating system cause related messages in the
WECS–9520, which are sent to the alarm and monitoring system.
Also, the LEDs on the ALM−20 modules come on to show the related faults (see
also 0850−1 ’Malfunction of cylinder lubrication’ and 7218−1 ’LED indications’).

Cylinder lubrication is Daily tank is empty. Ball valve downstream of Fill the daily tank. Open the
defective the lubricating oil filter 8.17 is closed or the ball valve. replace or clean
No lubricating oil: filter element is clogged. The ball valve the filter element.
downstream of the measurement tube 8.19 is
closed
There is air in the cylinder lubricating system Bleed the cylinder lubricating
system (the filter, the pump
and the pipes to the
lubricating quills).
One or more lubricating quill(s) in the cylinder Do a check of the lubricating
liner are blocked. quill(s). If necessary, do an
overhaul, or replace the
defective parts.
Lubricating pump is No servo oil pressure, or pressure is too low. Open the stop valve 4.30−5.
defective: Do a check of the servo oil
pressure. Adjust the pressure
on the pressure reducing
valve 8.11−1 if necessary, or
do a check and adjust the
settings of the shut-off valve
on lubricating pump.


The 4/2-way solenoid valve, pressure Replace defective parts (see
transmitter or pump body is defective. the documentation of
lubricating pump
manufacturer)
Exhaust valve problems Inside and/or outside piston in the exhaust Do an overhaul, or replace
valve is defective. defective parts.
Exhaust valves knock: Orifice or filter in the exhaust valve control Clean the orifice or filter (see
units clogged. Maintenance Manual 5612−1)
Holes in the filter of the orifice to the exhaust Replace the orifice.
valve are much larger (wear).
Leakage in the hydraulic pipe. Repair the leakage. Replace
the pipe.
Exhaust valve does not Non-return valve 4.06 in exhaust valve is Do an overhaul, or replace
open: defective the non-return valve.
Piston or slide rod in exhaust valve control Replace the exhaust valve
unit 4.10 cannot move. control unit.
The rail valve is defective, or cable connec- Replace the rail valve, or
tion is loose. connect the cable connection
(see 0525−1 paragraph 3).
Exhaust valve does not Air spring pressure is too low (less than Find the cause: leakage,
close: 2 bar) pressure reducing valve,
pressure in starting air
bottles.
Exhaust valve spindle or onside / outside Do an overhaul, or replace
piston cannot move. the defective parts.
3. Turbocharger
Short, loud noise and the pressure changes irregularly at the same time on the air
side.
When this occurs irregularly, surging does not have a direct effect on the engine,
but the air flow rate is decreased.

Surging of turbochargers Too much load. Air is not sufficient. See 6510−1 Cleaning the
Turbocharger in Operation,
6606−1, paragraph 3 Air side
cleaning of the SAC in service
and Manual of Turbocharger.
Cylinder becomes defective (injection, Do a check of the injection
exhaust valve control). and exhaust valve control.

4. Oil mist detector
Risk of explosion! Keep away from engine. Do not go into the areas adjacent to
the explosion relief valves (see 0460−1 Instruction Concerning the Prevention of
Crankcase Explosions).

Oil mist detector gives Part of a running gear gets too hot. Decrease the load (rpm)
alarm. immediately.
Stop engine as soon as the
possible.
Find the cause, repair as
much as possible (see
0210−1 Safety Precautions
and Warnings and 0840−1
Problems and Damage with
Engine Parts).
5. Exhaust waste gate
If the exhaust waste gate is defective and Low-load Tuning causes too much
thermal load on the engine, or scavenge air pressure is too high.

Engine has too much Butterfly valve stays in OPEN position at a Adjust the screw for manual
thermal load load range of less than 85% operation on the solenoid
(slow-down signal released) valve ZV7076C (see 8135−1,
Fig B)
Do an overhaul and replace
the butterfly valve
As a temporary solution,
install a blind flange in
exhaust bypass and operate
engine only up to 85% load
Scavenge air pressure is Butterfly valve stays in the CLOSED position Do an overhaul and replace
too high at load range of more than 85% the butterfly valve
(slow-down signal released) Do a check of the function of
the solenoid valve ZV7076C.If
necessary, do an overhaul or
replace the solenoid valve
As a temporary solution,
operate the engine only up to
85% load

Operating Problems
Problems and Damage with Engine Parts
1. Hot operation of piston
Possible indications:
In the indications given below, the combustion is correct:
D Temperature increase of the piston cooling oil outlet
D Temperature increase of the jacket cooling water outlet
D Temperature increase of piston underside.
Possible causes Procedures

Gas blow-by through defective or worn piston Cut out the injection of the related cylinder for a short time
rings (see 0510−1 paragraph 1 Cut out the injection).
The cylinder liner surface is scuffed because Increase the cylinder lubrication oil feed rate of the related
there is no cylinder lubricating oil. cylinder (see 4002−3 User Parameters and Maintenance
Settings, paragraphs 1 and 1.1).
If the temperature does not decrease, or increases again
after injection is cut in, cut out the injection again (see
0510−1) and stop engine as soon as possible. Wait until the
cylinder and piston are sufficiently cool.
Do a check of the running surface of the piston and cylinder
liner.
If the damaged areas are small, use an oil stone to repair
these areas.
If there is much damage, replace the piston, piston skirt and
cylinder liner.
If a replacement of these parts is not be possible, remove
the piston (see the Maintenance Manual 3403−1, then see
0540−1 Operation with Running Gear Partially or totally
Removed, paragraphs 1 and 2).

Problems and Damage with Engine Parts
2. Hot operation of running gear parts
Possible causes Procedures

Defective oil pipe or pipe connection. Decrease the speed (power) and increase the bearing oil
pressure.
Water in lubricating oil (journals have If the temperature continues to increase, the engine must
corrosion). be stopped to let it become cool.
Dirt in the lubricating oil.
Damage to the bearing or journals during the Take necessary precautions for preventing crankcase
install procedure. explosions (see 0460−1)
Bearing clearance is not sufficient. Inspect and disassemble the bearing that was running hot
Bearing has deformation (waisted studs were Do an overhaul, replace the damaged parts, or remove the
not tightened in accordance with the defective running gear (see 0540−1).
instructions).
Bearing oil pressure is not sufficient. Do a check of the pressure gauge and oil pressure
monitoring system.
The level in the oil tank is too low. The pump
tries to supply air and oil.

Operation Problems
Failures and Defects of WECS Components
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/39
2. Failure ID and LED indications on FCM-20 . . . . . . . . . . . . . 2/39
3. LED indications on ALM-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/39
4. Failure indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/39
4.1 Failure groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/39
4.2 Failure of pulse lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/39
4.3 LED On / Off codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/39
4.4 Failure ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/39
4.5 WECS passive failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/39
4.6 WECS common failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19/39
4.7 WECS cylinder failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31/39
4.8 WECS pressure failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34/39
4.9 WECS critical failure (WECS engine failure) . . . . . . . . . . . 36/39
4.10 Malfunction of cylinder lubrication . . . . . . . . . . . . . . . . . . . 37/39
3. General
Failures and defects of WECS components cause failure messages which are
transmitted to the operator flexView and alarm and monitoring system (AMS).
The tables that follow will help you understand all failure indications. A two-digit
LED display for failure ID is given on the FCM-20 or ALM-20. An LED code is given
on the ALM-20 that can show some accurate failure indications.
Remark: The two-digit LED display 2 shows the failure ID code (see Fig. A).

4. Failure ID and LED indications on FCM-20
ÓÓÓ
A
ÓÓÓ
Inject
1
ÓÓÓ
ÓÓÓ
2
ÓÓÓ #xx
3
Exhaust ÓÓÓ
ÓÓÓ
Start Vlv
ÓÓÓ
ÓÓÓ
In/Out
Bin Out ID
ÓÓÓ InjQ
ÓÓÓ
PWM
ExD
ÓÓÓ
Power IN ExF
ÓÓÓ
AI1
1
ÓÓÓ
AI2
AI3
ÓÓÓ 1
ÓÓÓ
ÓÓÓ
CA PF
CA1
ÓÓÓ CA2
ÓÓÓ
SSI
ÓÓÓ
CA1
CA2
ÓÓÓ
ÓÓÓ
CAN
S1
S2
ÓÓÓ
ÓÓÓ
M
Modbus
ÓÓÓ
ÓÓÓ
1 In/Out
BI1
ÓÓÓ
AQ
Modul
ÓÓÓ
PF
ÓÓÓ
SW
Fail
ÓÓÓ
ÓÓÓ 2
Key to Illustration: Fig. A Failure ID and LED indications on FCM-20

1 LEDs 2 Two-digit LED Display

5. LED indications on ALM-20
4 4
2
4
PART NO :
SER. NO :
HW REV. :
PROD. DATE :
014.537/06 1
014.538/06
3
Key to Illustration: Fig. B LED Indications on ALM-20

1 Connector (COMBICON)
2 Control box 41.nn
3 Screw
4 LEDs

6. Failure indications
4.1 Failure groups

All WECS failure indications are part of the failure groups that follow and are
always shown together with the related group.
Failure Group Failure Effects Procedures

WECS passive failures Failures of redundant systems Find the cause and repair as soon as
(failure of a redundant component, possible
system or an assembly), do not have
direct effect on engine operation
WECS common failures Common failures have only a small Find the cause and repair as soon as
effect on engine operation possible
WECS cylinder failures Failures that cause a cylinder Repair immediately

malfunction will decrease engine
power and immediately activate a
slow-down signal in the safety
system.
WECS pressure failures Some failures in the pressure Do not override the slow-down
systems of the engine (fuel, servo oil signal. Repair the failure
rail etc.) that have an effect on all of immediately.
the engine, activate a slow-down
signal immediately in the safety
system.
WECS critical failures The WECS has an effect on the Must be repaired immediately to start
(WECS engine failures) engine stop the engine
4.2 Failure of pulse lubrication
Type of Failure Failure Effects Procedures

WECS lubrication Failures do not have direct influence Find the cause and repair as soon as
passive failures on cylinder lubrication, but they possible
activate a WECS passive failure, i.e.
failures of redundant systems (power
supply, CAN Bus to ALM-20 or
FCM-20)
Cylinder lubrication Failures cause a malfunction of the Repair immediately
malfunction Cyl. #n cylinder lubrication of a cylinder. This Fuel injection of the related cylinder
activates a slow-down signal in the must be cut out until failure is
safety system. repaired, see 0510-1 Operation with
Injection Cut Out.
Cylinder lubrication Some failures cause a malfunction of Repair immediately
malfunction the cylinder lubrication system. This Fuel injection of the related cylinder
activates a slow-down signal in the must be cut out until failure is
safety system. repaired see 0510-1 Operation with
Injection Cut Out
Remark: The flexView alarm journal shows more data that can help you. If
necessary, you can change all parameters in the Adjust access level. See the
Operator flexView manual for instructions about how to change parameters.

4.3 LED On / Off codes
4.3.1 Red Fail LED and two-digit LED display

The red Fail LED shows a failure on the related FCM-20 and if the failure status is
active or inactive (see Fig. A).
Failure Status Fail LED Two-digit LED Display

Active Flashes Flashes
Not active (failure recovery) Stays on Flashes
No failure Off None
4.3.2 Function
Failure IDs give data about failures (see paragraph 4.4).
Not all failure ID signals are transmitted to the alarm and monitoring system. The
failure IDs shown on the two-digit LED display are also shown on the flexView.
The Fail LED flashes at the same time as the two-digit LED display.
Failure IDs that are more than 99 are shown as a two-digit display e.g. Failure
ID 125 is shown as 2.5.
4.3.3 Failure
The Fail LED flashes three times before the first failure ID is shown.
Each failure ID is shown for 2.7 seconds, then there is a pause of 1.3 seconds
before the failure ID is shown again.
If there are no more failures, the Fail LED goes off.
Failure IDs shown on

two-digit LED display
Fail LED
Flashes for as long as the

failure occurs
4.3.4 Failure history:

The fail LED is on for 2.4 seconds before the first failure ID is shown.
Each failure ID is shown for 2.7 seconds, then there is a pause of 1.3 seconds
before the the failure ID is shown again.
After the failure before is shown, there will be a pause of 20 seconds between two
failure IDs.
The failure history is shown for approximately 30 seconds during a 15 minutes
period. If there is no more failure history, the fail LED goes off.
Failure IDs shown on

two-digit LED display
Fail LED
Flashes every 30 seconds, or after

a failure is shown

4.3.5 LED Indications on FCM-20 at start-up:

On the right side of the the FCM-20:
After the power is set to on, the SSI CA1, CA2 and CAN S1, S2 and M LEDs show
red for approximately four seconds. The Fail LED shows red for approximately two
seconds. The yellow LEDs In/Out from InjQ to AI3, CAN S1, S2, and M and the
green SW LED then come on.
On the left side of the the FCM−20:
After the power is set to on, the green Power IN LED comes on.

4.4 Failure ID
ID Display Failure text Failure Group

1 1 ME crank angle #1+2 fail. WECS critical
2 2 WECS critical failure WECS critical
3 3 WECS pressure failure WECS pressure
4 4 WECS cylinder failure WECS cylinder
5 5 WECS common failure WECS common
6 6 WECS passive failure WECS passive
8 8 ME scavenge air pressure sensor #1 meas. fail. WECS passive
8 8 ME scavenge air pressure sensor #2 meas. fail. WECS passive
9 9 ME scavenge air pressure sensor #1+2 meas. fail. WECS common
10 10 ME scavenge air pressure meas. fail. diff. high WECS common
11 11 ME Scavenge Air Pressure very high WECS pressure
16 16 ME servo oil pressure sensor #1 meas. fail. WECS passive
16 16 ME servo oil pressure sensor #2 meas. fail. WECS passive
17 17 ME servo oil pressure sensor #1+#2 meas. fail. WECS common
18 18 ME servo oil pressure meas. fail. diff. high WECS common
19 19 ME servo oil pressure high WECS common
20 20 ME servo oil pressure low WECS common
21 21 ME servo oil pressure very low WECS pressure
26 26 ME servo oil pump #1 fail. WECS common
27 27 ME fuel rail pressure sensor #1 meas. fail. WECS passive
27 27 ME fuel rail pressure sensor #2 meas. fail. WECS passive
28 28 ME fuel rail pressure sensor #1+#2 meas. fail. WECS common
29 29 ME fuel rail pressure meas. fail. diff. high WECS common
30 30 ME fuel rail pressure high WECS common
31 31 ME fuel rail pressure low WECS common
32 32 ME fuel rail pressure very low WECS pressure
33 33 WECS any FCM−20 module cyl. ID lost WECS passive
38 38 WECS CAN M-bus fail. FCM−20 #nn WECS passive
39 39 WECS Modbus fail. FCM−20 #01 WECS passive
39 39 WECS Modbus fail. FCM−20 #02 WECS passive
42 42 WECS CAN S-/ SSI-bus connection fail. FCM−20 #nn WECS passive
45 45 ME manual injection cutoff cylinder #nn WECS cylinder

ID Display Failure text Failure Group

60 60 ME crank angle difference between #1 and #2 WECS common
62 62 ME TDC signal fail. WECS common
63 63 ME crank angle #1 / TDC high shift WECS common
64 64 ME crank angle #2 / TDC high shift WECS common
65 65 ME both CA / TDC high shift WECS critical
66 66 ME crank angle #1 / TDC low shift WECS common
67 67 ME crank angle #2 / TDC low shift WECS common
68 68 ME both CA / TDC low shift WECS cylinder
69 69 ME excessive engine speed WECS critical
71 71 ME exhaust valve #nn position meas. fail. WECS passive
78 78 ME exhaust valve #nn fail. WECS cylinder
80 80 ME injection quantity sensor #nn meas. fail. WECS common
89 89 ME injection timing fail. cylinder #nn WECS common
93 93 ME injection quantity piston fail. cylinder #nn WECS cylinder
94 94 WECS module FCM−20 #00 fail. WECS passive
95 to 102 95 to 0.2 WECS module FCM−20 #nn fail. WECS cylinder
110 1.0 ME crank angle #1 fail. WECS passive
111 1.1 ME crank angle #2 fail. WECS passive
112 1.2 WECS CAN S1-bus fail. WECS passive
113 1.3 WECS CAN S2-bus fail. WECS passive
114 1.4 ME start pilot valve #nn loop fail. WECS passive
125 2.5 WECS cylinder lubrication passive failure WECS passive
126 2.6 ME cylinder lubrication malfunction cylinder #nn Cyl. Lubrication
malfunction
128 2.8 ME cylinder lubrication malfunction Cyl. Lubrication
malfunction
155 5.5 ME exhaust waste gate not closed WECS common
156 5.6 ME exhaust waste gate not open WECS common
157 5.7 ME scavenge air pressure high WECS common
Remark: All Failure IDs and indications in this list are for Operator use. The signals
of these failures are transmitted to the FCM-20 and are shown on the two-digit
LED display (see Fig. B). All failure IDs and indications that are not in this list are for
the specialists.

4.5 WECS passive failure
Failure Text ME scavenge air pressure sensor #1 meas. fail. (ID 8)

FCM−20 No. LED ID Display
Indication #03 AI2 8 8
Cause Sensor signal < 2mA or > 22mA
Procedures ⇒ Do a check of the pressure transmitter PT4043C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plug X27 (terminals 94+/96−) in
E95.03 and on the transmitter plug (terminals 2+/1−).
⇒ If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT4043C and between E12 and E95.03 for correct connections and / or damage.
⇒ Repair or replace damaged cables.
⇒ Use a multimeter to do a check of the sensor signal (X27 terminal 95).
⇒ If necessary, replace the pressure transmitter PT4043C.
FCM−20 No. LED ID Display
Cause The sensor power supply has a short circuit (red LED)
Procedures ⇒ In E95.03, disconnect the pressure transmitter PT4043C and the plug X27.
⇒ Use a multimeter to do a check between each of the cables on plug X27 terminal 94 and 95
and ground for short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available
⇒ Do a check of the transmitter PT4043C for a ground fault. Replace the pressure transmitter if
necessary.
⇒ If failure ID 8 stays on when the plug X27 is disconnected, replace FCM-20 #03

Failure Text ME scavenge air pressure sensor #2 meas. fail. (ID 8)

FCM−20 No. LED Failure ID Display
Cause Sensor signal < 2mA or > 22mA
Procedures ⇒ Do a check of the pressure transmitter PT4044C for damage.
E95.04 and on the transmitter plug (terminals 2+/1−).
PT4044C and between E12 and E95.04 for correct connections and / or damage.
Procedures ⇒ In E95.04, disconnect the pressure transmitter PT4044C and plug X27.
⇒ Use a multimeter to do a check between each of the cables on plug X27 terminal 94 and 95
and ground for a short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the pressure transmitter PT4044C for a ground fault. Replace the pressure
transmitter if necessary.
⇒ If failure ID 8 stays on when the plug X27 is disconnected, replace FCM−20 #04.

Failure Text ME servo oil pressure sensor #1 meas. fail. (ID 16)
Cause Sensor signal < 2 mA or > 22 mA (failure signal is released after 3 seconds)
Procedures ⇒ On the servo oil rail, do a check of the pressure transmitter PT2071C for damage.
E95.01 and on the transmitter plug.
PT2071C and E95.01 for correct connections and / or damage.
⇒ Use a multimeter to do a check between each of the cables on plug X27 terminals 94 and 95
⇒ If failure ID 16 stays on when the plug X27 is disconnected, replace FCM-20 #01.
Failure Text ME servo oil pressure sensor #2 meas. fail. (ID 16)
Procedures ⇒ On the servo oil rail, do a check of the pressure transmitter PT2072C for damage.
E95.02 and on the transmitter plug.
⇒ If failure ID 16 stays on when the plug X27 is disconnected, replace FCM-20 #02.

Failure Text ME fuel rail pressure sensor #1 meas. fail. (ID 27)
Procedures ⇒ On the fuel rail, do a check of the pressure transmitter PT3461C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plug X25 (terminal 79+ /
housing −) in E95.03 and on the transmitter plug.
Remark: ID fault FCM−20 #03 comes on.
⇒ If failure ID 27 stays on when the plug X25 is disconnected, replace FCM−20 #03.

Failure Text ME fuel rail pressure sensor #2 meas. fail. (ID 27)
Cause Sensor Signal < 2 mA or > 22 mA (failure signal release is 3 seconds delayed)
Procedures ⇒ On the fuel rail, do a check of the pressure transmitter PT3462C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plug X25 (terminal 79 + /
housing −) in E95.04 and on the transmitter plug.
PT3462C to E95.04 for correct connections and / or damage.
Indication FCM−20 No. LED Failure ID Display
#04 AI1 27 27
Procedures ⇒ In E95.04, disconnect pressure transmitter PT3462C and plug X25.
Remark: ID fault FCM−20 #04 comes on.

Failure Text WECS FCM−20 module cyl. ID lost (ID 33)

Indication #00 to #08 ID 33 33
Cause Identification of jumper setting on X25 is not correct.
Procedures ⇒ Do a check of the cable address on the plug X25 of the related FCM−20.
⇒ If necessary, repair the cables of the identification jumpers on X25 of the related FCM−20.
Remark: If this failure occurs during FCM−20 operation, it will not have an effect on engine
operation.
If this failure occurs when the FCM−20 is set to off (or an FCM−20 starts again with this fail-
ure and continues to have this failure), then the FCM−20 in operation will not start its function
again. The related cylinder is cut out.
Failure Text WECS CAN M-bus fail. FCM−20 #01 to #08 (ID 38)
Indication #01 to #08 M 38 38
Cause CAN M-bus monitoring, but FCM−20 #00 is not defective (failure signal is released after
3 seconds).
Procedures ⇒ In the related FCM−20 (plug X22, terminals 55/56) make sure that the cables are connected
correctly.
⇒ In the control box E90, make sure that the bus cables have no damage and the connections
are connected correctly.
⇒ On the PCS (FCM−20 #01 and #02), make sure that the bus cables have no damage and the
connections are connected correctly.
⇒ On ECR manual control panel (FCM−20 #03), make sure that the bus cables have no damage
and the connections are connected correctly.
⇒ On the local manual control panel (FCM−20 #04), make sure that the bus cables have no
damage and the connections are connected correctly.
⇒ Make sure that the CAN M-bus cables between the ALM−20 and the FCM−20 of the last two
cylinders have no damage and are connected correctly.
⇒ On the related FCM−20 and control boxes, make sure that the cables, connections and
termination at the related FCM−20 and control boxes have no damage and are correctly
connected.
⇒ If necessary, replace the related FCM−20.
Failure Text WECS Modbus fail. FCM−20 #01 or #02 (ID 39)
Indication #01 and #02 Modbus 39 39
Cause Modbus monitoring, no communication (failure signal is released after 3 seconds)
Procedure ⇒ If the LED does not show, do a check of the cable connection in the related FCM−20 (plug
X23, terminals 63/64).
⇒ In the control boxes E90 and AMS / PCS boxes, make sure that the cables have no damage
and the connections are connected correctly.
⇒ Make sure that the modbus 120 ohm termination resistors on AMS / PCS and FCM−20 has no
damage and is connected correctly (refer to electrical drawings).
⇒ Make sure that the cables, connections and termination in the related FCM−20 and control
boxes have no damage and are connected correctly.
⇒ If the failure shows on one module only, replace the related FCM−20.

Failure Text WECS CAN S-/ SSI bus connection fail. FCM−20 #nn (ID 42)
Indication #00 (E90) S1 or S2 42 42
Cause Missing bus connection on CAN S-bus #1 or CAN S-bus #2 on FCM−20 #00.
Procedure ⇒ Make sure that each of the two CAN S-bus plugs X22 and X23 are correctly engaged on the
online spare FCM−20.
⇒ Make sure that the cable connection on plugs X22 and X23 on FCM−20 online spare module
is connected correctly.
⇒ For this FCM−20, set the power supply to off, then on.
⇒ Replace the FCM−20 #00 if the failure continues.
Failure Text WECS CAN S-/ SSI bus connection fail. FCM−20 #nn (ID 42)
Indication #01 to #08 None 42 42
Cause CAN S-bus #1 and crank angle signal #1 and/or CAN S-bus #2 and crank angle signal #2
missing on FCM−20.
Procedures − Make sure that the plug X22 is correctly connected to the related FCM−20.
Indication #01 to #07 S2 and CA2 42 42
Cause CAN S-bus #1 and crank angle signal #1 and/or CAN S-bus #2 and crank angle signal #2
missing on FCM−20.
Procedures − Make sure that the plug X23 is correctly connected to the related FCM−20.
Failure Text ME exhaust valve #nn position meas. fail. (ID 71)
Indication #01 to #08 Ex.D or Ex.F 71 71
Cause Sensors ZT5421C to 27C (driving end) signal < 2 mA or > 22 mA (failure signal is released
after 3 seconds).
Procedure ⇒ In the related terminal box E95.21 to E95.34 at the cylinder cover, make sure that the plug has
no damage and is connected correctly.
⇒ Make sure that the related cables to the sensor and FCM−20 (plug X24, terminals 68 to 72)
have no damage and are connected correctly.
⇒ In the related FCM−20 and in the terminal box, make sure that the cables and connections
⇒ If necessary, replace the related sensor.
⇒ If the failure shows at intervals, temporarily disconnect the plug on the terminal box until a
repair is possible.
Indication #01 to #08 Ex.D or Ex.F 71 71
Cause The sensor power supply has a short circuit (red LED).
Procedure ⇒ Make sure that the related cables to the sensor and the FCM−20 (plug X24, terminals 68 to
72) have no damage and are connected correctly.
⇒ Make sure that the cables and connections in the related FCM−20 and in the terminal box
have no damage and are correctly connected.
⇒ If necessary, replace the related sensor.
⇒ If the failure shows at intervals, replace the cable-plug assembly to E95 with the spare.
Remark: Temporarily disconnect the plug X24 on the terminal box until a repair is possible.

Failure Text WECS module FCM−20 #00 fail. (ID 94)

Indication #00 (E90) Fail 94 94
Cause Missing communication on CAN S1 and CAN S2 bus on FCM−20 #00.
The remaining FCM−20 in the system on each S-bus did not receive a heartbeat signal from
this module.
Procedure ⇒ Make sure that the FCM−20 #00 is is set to on.
⇒ Use a multimeter to do a check of the 24 VDC power supply in E85 and E90.
⇒ If there is a 24 VDC power supply, make sure that the CAN-S bus connections on FCM−20
#00 (plugs X22 and X23, terminals 49 / 50 and plug X23 terminals 57 / 58) are connected
correctly.
⇒ If installed, make sure that the terminating resistors (120 ohm) are serviceable.
⇒ Replace the online spare FCM−20 if necessary
Remark: If a service computer is connected to CAN M #0, it is possible that there will be no
communication.
For ID 95 to ID 0.2, see the procedures for ID 94 above.
Failure Text ME crank angle #1 fail. (ID 1.0)
Indication #01 to #08 SSI CA1 110 1.0
Cause No data received from sensor #1 (GT5126C).
Procedure ⇒ If the failure is shown on all cylinders do a check of the sensor GT5126C for increased
clearance on the sensor pulley and bearings.
⇒ In flexView, do a CAS trend to do a check of the sensor GT5126C.
⇒ Use a multimeter to do a power supply check on the last but one cylinder.
⇒ If there is a power supply, make sure that the connectors in E96 are not damaged and are
correctly engaged.
⇒ On FCM−20 #01, do a check of the SSI-bus 120 ohm terminating resistors on the plug X22
(terminals 51/52, 53/54).
⇒ If there are failure indications on a series of FCM−20 without an alarm, do as follows:
⇒ Start at the highest number cylinder that has a failure indication and make sure that the bus
cables SSI #1 on all FCM−20 plug X22 (terminals 51/52, 53/54) have no damage and are
connected correctly.
⇒ Repair the cables in the related FCM−20.

Failure Text ME crank angle #2 fail. (ID 1.1)

Indication #01 to #08 SSI CA2 111 1.1
Cause No data received from sensor #2 (GT5127C).
Procedure ⇒ If the failure is shown on all cylinders do a check of the sensor GT5127C for increased
clearance on the sensor pulley and bearings.
⇒ In flexView, do a CAS trend to do a check of the sensor GT5127C.
⇒ Use a multimeter to do a power supply check on the last but one cylinder.
⇒ If there is a power supply, make sure that the connectors in E96 are not damaged and are
correctly engaged.
⇒ On FCM−20 #01, do a check of the SSI-bus 120 ohm terminating resistors on the plug X22
(terminals 51/52, 53/54).
⇒ If there are failure indications on a series of FCM−20 without an alarm, do as follows:
⇒ Start at the highest number cylinder that has a failure indication and make sure that the bus
cables SSI #2 on all FCM−20 plug X22 (terminals 51/52, 53/54) have no damage and are
⇒ Repair the cables in the related FCM−20.
Failure Text WECS CAN S1-bus fail. (ID 1.2)
Indication #01 to #08 S1 112 1.2
Cause CAN system bus #1 monitoring / CAN failure (failure signal is released after 3 seconds).
Procedure ⇒ On the related FCM−20 (plug X22, terminals 49/50), make sure that the cable connections
⇒ Make sure that the S1-bus with 120 ohm resistors on first and last FCM−20 (plug X22) is
connected correctly (refer to electrical drawings).
⇒ On the related FCM−20, repair the cable connection / cables.
Failure Text WECS CAN S2-bus fail. (ID 1.3)
Indication #01 to #08 S2 113 1.3
Cause CAN system bus #2 monitoring / CAN failure (failure signal is released after 3 seconds).
Procedure ⇒ On the related FCM−20 (plug X23, terminals 57/58), make sure that the cable connections
⇒ Make sure that the S2-bus with 120 ohm resistors on first and last FCM−20 plug X23 is
connected correctly (refer to electrical drawings).
⇒ On the related FCM−20, repair the cable connection / cables.

Failure Text ME start pilot valve #nn loop fail. (ID 1.4)
Indication #01 to #08 Start Vlv 114 1.4
Cause Broken connection or short circuit between FCM−20 and start pilot solenoid valve.
Procedure ⇒ At the cylinder cover, make sure that the plug in the terminal box E95.41 to E95.48 has no
damage and is correctly connected.
⇒ Make sure that the cables between the related solenoid valve and the FCM−20 (plug X15,
terminals 33/34) have no damage and are connected correctly.
⇒ Repair the cables and connections between the related solenoid valve and the FCM−20 (plug
X15).
Failure Text WECS cylinder lubrication passive failure. (ID 2.5)
Indication #03 and #04 125 2.5
Cause Disconnected power supply #1 or #2.
Procedure ⇒ In E85, E90 and E41.xx, make sure that the cables have no damage and are connected
correctly.
⇒ In E85, make sure that the all circuit breakers are set to on.
⇒ Repair the cables and connections in E85, E90 (terminals 40/41) and E41.xx (plug X2,
terminals 21/22).
⇒ In the FCM−20 (plug X22, terminals 55/56) of the last and last but one cylinders, make sure
that the cables and connections have no damage and are connected correctly.
⇒ Do a check of the related ALM-20 CAN−M bus indications (LED CAN 1 or CAN 2).
⇒ If the bus indications show a failure, repair the cables of the last and last but one FCM−20
(plug X22, terminals 55/56).
⇒ Repair the cables in the related CAN−M bus. Make sure that the related ALM−20 operates.
⇒ If after all ALM−20 are started and the related ALM−20 did not start, make sure that the cable
address on the plug X1 of the related ALM-20 is connected correctly.
⇒ Do a check of the ALM-20 (plug X1, terminals 16/17) and the related resistors (see 7218-1
Resistor in plug X1, paragraph 5.2).
⇒ Repair the cables and connections in the related ALM−20.
⇒ If necessary, replace the defective ALM-20.

4.6 WECS common failure
Failure Text ME scavenge air pressure sensor #1+2 meas. fail. (ID 9)
Indication #03 and #04 AI2 9 9
Cause The two sensor signals are < 2 mA or > 22 mA
Procedure ⇒ Do a check of the pressure transmitters PT4043C and PT4044C for damage.
⇒ In E12, E95.03 and E95.04, use a multimeter to do a check of the 24 VDC supply on the plugs
(X27, terminals 94 and 96) and the transmitter plugs (2+/1−).
⇒ Do a check of the cables between the pressure transmitters (PT4043C / PT4044C) to E12,
E95.03 and E95.04.
⇒ If necessary, repair the cables between the pressure transmitters (PT4043C / PT4044C) to
E12, E95.03 and E95.04.
⇒ If necessary, replace the pressure transmitters PT4043C and PT4044C.
Procedure ⇒ Disconnect the pressure transmitters PT4043 and PT4044C and the plugs X27
⇒ Use a multimeter to measure the cables between the plug X27 terminals 94 and 95 and
ground for short circuit or ground fault.
⇒ Measure the transmitters for a ground fault. If necessary, replace the transmitters.
⇒ If the failure ID 9 stays on when the plug X27 is disconnected, replace the related FCM−20.
Failure Text ME scavenge air pressure meas. fail. diff. high (ID 10)
Cause The pressure transmitters PT4043C and PT4044C have a difference of more than 0.2 bar
(failure signal is released after 5 seconds)
Procedure ⇒ In the Operator Interface, compare the two scavenge air pressure indications with the
pressure gage. This will help you find the pressure transmitter that gives a different signal.
⇒ In E12, E95.03 and E95.04, do a check of the cables.
⇒ Adjust the applicable pressure transmitter, or replace it if necessary.

Failure Text ME servo oil pressure sensor #1+#2 meas. fail. (ID 17)
Cause The two sensor signals are less than 2 mA or more than 22 mA (failure signal is released
after 3 seconds).
Procedure ⇒ On the servo oil rail, do a check of the pressure transmitters PT2071C and PT2072C for
damage.
⇒ Do a check of the 24 VDC supply on the plugs X27 (terminals 94+/96−) in E95.01 and E95.02
and on the transmitter plugs.
⇒ If there is a 24 VDC supply, do a check of the cables to E95.01 an E95.02.
⇒ Repair or replace damaged cables between the pressure transmitter and E95.01 or E95.02.
⇒ Replace a minimum of one pressure transmitter immediately.
Procedure ⇒ Disconnect the pressure transmitters PT2071C and PT2072C and the plugs X27
⇒ Use a multimeter to do a check between each of the cables on the plugs X27 terminals 94 and
95 and ground for a short circuit or ground fault.
⇒ Do a check of the transmitters for a ground fault. If necessary, replace the pressure
transmitter(s).
⇒ If failure ID 17 stays on when the plug X27 is disconnected, replace the related FCM−20.
Failure text ME servo oil pressure meas. fail. diff. high (ID 18)
Cause The pressure transmitters PT2071C and PT2072C have a difference of more than 30 bar
(failure signal is released after 7 seconds).
Procedures ⇒ Compare the two servo oil pressure indications.
⇒ With the engine stopped and no pressure in the servo oil rail, find the pressure transmitter that
gives the different signal.
⇒ If possible, change the engine load through a wider range and find the pressure transmitter
that does not follow linearly to the change in the servo oil pressure.
⇒ Do a check of the cabling in E95.01 and E95.02 of the pressure transmitter that gives the
different signal (plug X27, terminals 94/95).
⇒ Replace the pressure transmitter PT2071C or PT2072C.

Failure text ME servo oil pressure high (ID 19)

Cause Servo oil pressure is 15 bar more than the setpoint, engine speed is more than 8% of nomin-
al speed (failure signal is released after 5 seconds).
Remark: No failure is shown during the conditions that follow:
Slow turning, air run and control oil meas. fail.
Pressure controllers were not adjusted in the servo oil pumps after an overhaul.
Dirt particles prevent the function of a pressure controlle.
Procedures ⇒ Clean / adjust the pressure controllers in servo oil pumps.
Failure Text ME servo oil pressure low (ID 20)
Cause Servo oil pressure is 15 bar less than the setpoint. The engine speed is more than 8% of
nominal speed (failure signal is released after 10 seconds).
Slow turning, air run, shut-down and servo oil pressure very low, control oil meas. fail.
Procedure ⇒ Do a check of the oil pressure downstream of the automatic filter.
⇒ Do a check of the control signals and cables to the servo oil pumps for correct connections and
/ or damage.
⇒ Make sure that the safety valve 4.23 open.
⇒ The pump drive shaft 4.50 is broken (pump temperature low, no vibrations) or the pump is
defective.
⇒ The HP pipes have leaks between the collector block and the servo oil rail. Do a check for a
leakage alarm.
⇒ Repair the leaks.
⇒ If necessary, replace the related pressure controller (CV7221C, CV7222C, CV7223C).
Remark: In dangerous conditions, temporarily set to off the injection and exhaust valve
operation on cylinder 1 or 2 to increase the servo oil pressure.
Attention: Do not set the cylinders to off in their firing order sequence. Do not operate the
engine at or near the barred speed range.
Failure Text ME servo oil pump #1 fail. (ID 26)
Indication #03 PWM 26 26
Cause The setpoint pressure controller of the servo oil pump actuator CV7221C is more than
100 mA (failure signal is released after 30 seconds).
Procedure ⇒ In E85, set the FCM−20 #03 to off.
⇒ Do a check of the connection on the servo oil pump actuator CV7221C.
⇒ If necessary, replace the cables and connections.
⇒ Make sure that the cables and connections between pump #1 and E95.03 are correct.
⇒ If necessary, replace the servo oil pump actuator CV7221C.
⇒ In E85, set the FCM−20 #03 to on.


Procedure ⇒ In E85, set the FCM−20 #04 to off
⇒ Do a check of the connection on the servo oil pump actuator CV7222C
⇒ If necessary, replace the cables and connections
⇒ Make sure that the cables and connections between pump #2 and E95.04 is correct
⇒ If necessary, replace the pressure controller CV7222C
⇒ Set the FCM-20 #04 to on
Procedure ⇒ In E85, set the FCM−20 #05 to off.
⇒ Do a check of the connection on the servo oil pump actuator CV7223C.
⇒ If necessary, replace the cables and connections.
⇒ Make sure that the cables and connections between pump #3 and E95.05 are correct.
⇒ If necessary, replace the servo oil pump actuator CV7223C.
⇒ In E85, set the FCM−20 #05 to on.

Failure Text ME fuel rail pressure sensor #1+#2 meas. fail. (ID 28)
Cause The two sensor signals of PT3461C and PT3462C are less than 2 mA or more than 22 mA
(failure signal is released after 3 seconds).
Procedure ⇒ On the fuel rail, do a check of the pressure transmitters PT3461C and PT3462C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plugs (X25, terminal 79 and
ground) and the cables to E95.03 and E95.04 and on the transmitter plugs (2+ / 1−).
⇒ If there is a power supply, do a check of the the cables for damage between the pressure
transmitters and E95.03 and E95.04.
⇒ Replace a minimum of one pressure transmitter immediately.
Procedure ⇒ Disconnect the pressure transmitters PT 3461C and PT3462C and the plugs X25
Remark: ID failure 33 on FCM−20 #03 and #04 will be shown
⇒ Replace damaged cables or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the transmitters for a ground fault. If necessary, replace the pressure transmit-
ter(s).
⇒ If the red LED stays on when the plug X25 is disconnected, replace the related FCM−20.
Failure Text ME fuel rail pressure meas. fail. diff. high (ID 29)
Cause The sensors PT3461C and PT3462C have a difference of more than 50 bar (failure signal is
released after 7 seconds).
Procedure ⇒ Compare each of the two pressure indications of the fuel rail.
⇒ With the engine stopped and no pressure in the fuel rail, find the pressure transmitter that
gives the different signal.
⇒ If possible, change the engine load through a wider range and find the pressure transmitter
that does not follow linearly to the change in the fuel pressure.
⇒ Do a check of the cables of the pressure transmitter that gives the different signal (plug X25,
terminal 79/80).
⇒ Repair or replace damaged cables on the pressure transmitter that gives the different signal.
⇒ If necessary, replace the applicable pressure transmitter.

Failure Text ME fuel rail pressure high (ID 30)

Cause The measured fuel rail pressure is 50 bar more than the fuel pressure set point (failure signal
is released after 10 seconds).
Remark: No failure when the engine has stopped.
Procedure ⇒ Make sure that the toothed rack can move freely.
⇒ Make sure that the fuel pump actuators are set to on and operate correctly.
⇒ Do a check for actuator alarms in the AMS.
⇒ Make sure that during engine operation and when the engine has stopped, all actuators are at
the same position.
⇒ Make sure that the all actuators are at zero supply when the actuator output is 0%.
⇒ Adjust the toothed racks to get the correct clearances at the minimum / maximum position.
⇒ Replace the defective fuel pump actuator(s).
Remark: An alarm can show if the engine is started and stopped again and again without a
fuel injection release in between.
Failure Text ME fuel rail pressure low (ID 31)
Cause Fuel rail pressure is 100 bar less than the fuel pressure setpoint (failure signal is released
after 10 seconds).
Remark: No failure shown during the conditions that follow:
No engine operation, no start command, fuel rail pressure very low
Procedure ⇒ Make sure that the toothed rack can move freely.
⇒ Make sure that the fuel pump actuators are set to on and operate correctly.
⇒ Do a check of the actuator alarms in the AMS (alarms can show mechanical problems).
⇒ Make sure that the fuel supply pressure is between 7 bar to 10 bar and the pressure down-
stream from the pressure retaining valve is 3 bar to 5 bar.
⇒ Do a check for leakage alarms.
⇒ Make sure that there is an oil supply to the fuel pressure control valve 3.06. Make sure that the
valve seat can move.
⇒ Examine the fuel pressure control valve 3.06 for leaks (if the fuel pressure control valve has a
leak, you can hear a loud noise like a whistle).
⇒ The fuel overpressure safety valve 3.52 has a leak.
⇒ Do a check for damage on the non-return valves 3.22, 3.81−1 and 3.81−2 in the fuel pump
covers.
⇒ Adjust the toothed racks to the correct clearances at the minimum / maximum positions.
⇒ If necessary, replace the fuel pump actuators.
⇒ Repair all the leaks in the system.
⇒ Replace the defective valves.
⇒ Grind the sealing surfaces on the HP fuel pipes between the fuel pump and the fuel rail if leaks
are found, or isolate the pipe(s) temporarily until a repair is possible.

Failure Text ME crank angle difference between #1 and #2 (ID 60)

Indication #01 and #02 SSI CA1 60 60
Cause Crank angle sensor #1 and #2 are serviceable, but the difference between the two systems is
more than 1.0_ CA.
Procedures − Do a check of the toothed belt for tension and / or movement.
− When the flywheel is at TDC of Cyl. 1, the two sensors must show 0_ CA (in the Operator
Interface).
− Adjust the offset parameter in flexView or the belt position on the sensor drive unit.
− Stop the engine, then use the turning gear to get a crank angle sensor trend in flexView.
− Make sure that the two trend lines for CAS#1 and CAS #2 are parallel.
− Replace the defective crank angle sensor.
Failure text ME TDC signal fail. (ID 62)
Indication #05 BI1 62 62
Cause No TDC signal from pick-up ZS5123C (failure signal is released after 10 seconds).
Procedure ⇒ Do a check of the cables between the pick-up ZS5123C and E95.05.
⇒ Make sure that the distance between the pick-up and the flywheel tooth is correct.
⇒ Do a check of the supply voltage and signal between the pick-up ZS5123C and E95.05 (plug
X27, terminals 89/90/91).
⇒ Repair or replace damaged cables between the pick-up ZS5123C and E95.05.
⇒ If necessary, adjust the distance between the pick-up and the flywheel tooth.
⇒ If necessary, replace the pick-up.
⇒ Make sure that the target on the flywheel is correctly installed.
⇒ For emergency operation, disconnect the TDC pick-up temporarily if the pick-up fault
prevents engine operation.
Procedure ⇒ In E95.05, disconnect the TDC pick-up ZS5123C and plug X27.
⇒ Do a check of the pick-up ZS5123C for a ground fault. Replace the pick-up ZS5123C if neces-
sary.
⇒ If failure ID 62 stays on when the plug X27 is disconnected, replace FCM−20 #05

Failure Text ME crank angle #1 / TDC high shift (ID 63)

Cause The difference between the TDC pick-up and the crank angle sensor #1 is 4.0_ CA
The crank angle sensor or toothed belt has moved.
Remark: No failure shown at shut-down
Procedure ⇒ Do a check for an incorrect TDC offset adjustment in flexView.
⇒ Adjust to get the correct distance between the pick-up and the flywheel tooth (4 mm).
⇒ Do a check of the crank angle sensor drive.
⇒ Make sure that the CAS#1 is in the correct position (at TDC #1).
⇒ Do a check of the belt condition.
⇒ Do a check of the crank angle sensor offset adjustment in flexView.
⇒ Do a CAS trend in flexView.
⇒ If necessary, replace CAS #1.
Cause The difference between the TDC pick-up and the crank angle measurement system #1 is
4.0_ CA. The crank angle sensor or toothed belt has moved.
⇒ Stop the engine, then use the turning gear and do a CAS trend in flexView.
⇒ Make sure that each trend line for CAS#1 and CAS#2 is the same.
Failure text ME crank angle #2 / TDC high shift (ID 64)
Cause The difference between the TDC pick-up and the crank angle sensor #1 is 4.0_ CA.
The crank angle sensor or toothed belt has moved
⇒ Adjust the get the correct distance between the pick-up and the flywheel tooth (4 mm).
⇒ If necessary, replace CAS #2


Cause The difference between the TDC pick-up and the crank angle measurement system #2 is
4.0_ CA. The crank angle sensor or toothed belt has moved.
⇒ Stop the engine, then use the turning gear and do a CAS trend in flexView.
Failure Text ME crank angle #1 / TDC low shift (ID 66)
Cause Tolerance is > ± 2.0_
Crank angle sensor or toothed belt has moved
Procedures ⇒ Do a check for an incorrect TDC offset adjustment
⇒ Do a check for possible crankshaft movement
⇒ Adjust to get the correct distance of the TDC pickup to the flywheel tooth
⇒ If necessary, adjust the offset parameter or belt position
Cause The difference between the TDC pick-up and the crank angle sensor #2 is ± 2.0_
The crank angle sensor or toothed belt has moved
⇒ If necessary, replace CAS #2.


Cause The difference between the TDC pick-up and the crank angle measurement system is #2 is
± 2.0_. The crank angle sensor or toothed belt has moved
⇒ Stop the engine, then use the turning gear and do a CAS trend in flexVIew.
Failure Text ME injection quantity sensor #nn meas. fail. (ID 80)
Indication #01 to #09 InjQ 80 80
Cause Sensor signal ZT5461C to ZT5468C is less than 2 mA or more than 22 mA (failure signal is
released after 3 seconds)
Procedure ⇒ Make sure that the the cables to the related fuel quantity sensor have no damage and are
⇒ Make sure that the plug is correctly engaged with the socket.
⇒ Make sure that the measurement sleeve is correctly installed on the fuel quantity piston
⇒ Make sure that the cables between the related FCM−20 and the fuel quantity sensor have no
damage and are connected correctly.
⇒ If the feedback is not stable, replace the sensor or disconnect the plug temporarily if there are
no spares available.
Failure Text ME injection quantity sensor #nn meas. fail. (ID 80)
Procedure ⇒ Disconnect the fuel quantity sensor and the plug X26.
Remark: CA sensor failure ID 57 or 58 if FCM−20 # is the last cylinder, or last but one
cylinder.
⇒ Use a multimeter to do a check between each of the cables on the plug X26 terminals 86 and
87 and ground (terminal 88) for short circuit or ground fault.
⇒ If necessary, replace the fuel quantity sensor.
⇒ If failure ID 80 stays on when the plug X26 is disconnected, replace the related FCM−20.

Failure Text ME Inj. Time Too Short (ID 87)

Cause Injection timing failure (injection time is less than 60% of the set time)
Procedure ⇒ Make sure that the rail valve is serviceable.
⇒ If the rail valve is serviceable, do a check of the opening pressure of the injector valve.
⇒ If the opening pressure is correct, make sure that the injection nozzle is not defective.
⇒ If the injection nozzle is serviceable, examine the injector pipes for leaks.
Failure Text ME Inj. Time Too Long (ID 88)
Cause Injection timing failure (injection time is more than 150% of the set time)
Procedure ⇒ Make sure that the rail valve is serviceable.
⇒ If the rail valve is serviceable, make sure that the injectors are not blocked.
⇒ If the injectors are not blocked, do a check of the opening pressure of the injector valve.
⇒ Make sure that all injectors operate correctly.
Remark: This failure can occur during fast load changes when the engine operates in rough
sea.
Failure Text ME injection timing fail. cylinder #nn (ID 89)
Cause Injection timing failure
Procedure ⇒ The cause of this failure is the failure 87 or 88. For more data, see the related failure ID 87 and
ID 88 above.
Failure Text ME exhaust waste gate not closed (ID 5.5)
Indication #01 InjQ 155 5.5
Cause Butterfly valve stays open at a load range of less than 85%. Connection to the position
sensor ZS5372C is broken, or there is a short circuit (failure signal released after 20
seconds)
Procedure ⇒ Use flexView to do a check of the waste gate position. Make sure that the flexView card
ExhWgt, para Waste Gate Position shows Not Closed.
⇒ Make sure that there is an air supply to the position sensor ZS5372C.
⇒ Between FCM−20 #01 (plug X27, terminals 89 / 90) and position sensor ZS5372C, make sure
that the cables have no damage and are connected correctly.
⇒ If necessary, repair or replace damaged cables.
⇒ Do a check of the mechanical part of the waste gate.
⇒ If necessary, replace the position sensor ZS5372C.
⇒ For more data, see 0820−1, paragraph 5 Exhaust waste gate.

Failure Text ME exhaust waste gate not open (ID 5.6)

Cause Butterfly valve stays closed at a load range of more than 85%. Connection to the solenoid
valve ZV7076C is broken, or there is a short circuit (failure signal released after 20 seconds).
Procedure ⇒ Decrease engine power.
⇒ Between FCM−20 #05 (plug X15 terminals 39 / 40) and the solenoid valve ZV7076C, make
sure that the cables have no damage and are connected correctly.
⇒ Make sure that the butterfly valve operates correctly (see 8135−1, paragraph 3 Function
check).
⇒ If necessary, replace the butterfly valve and / or the solenoid valve ZV7076C.
Failure Text ME scavenge air pressure high (ID 5.7)
Cause Exhaust waste gate has a malfunction(engines with LLT during high of more than 85%).
Scavenge air pressure is more than 105% of the CMCR setting. Cable between
FCM−20−#05 is broken, or there is a short circuit (failure signal released after 2 seconds)
⇒ Make sure that the waste gate operates correctly.
⇒ Between FCM−20 #05 and the solenoid valve ZV7076C, make sure that the cables have no
damage and are connected correctly.
⇒ Make sure that the butterfly valve operates correctly (see 8135−1, paragraph 3 Function
check).
⇒ If necessary, replace the butterfly valve and / or the solenoid valve ZV7076C.
Remark: It is possible that this failure is related to Failure ID 156.

4.7 WECS cylinder failure
Failure Text ME manual injection cutoff cylinder #nn (ID 45)

Indication #01 to #08 45 45
Cause The fuel injection is cut off manually
Procedure ⇒ For more data, see the related alarms (WECS cylinder fail)
Remark: This failure is not shown if a cylinder is cut off automatically.
Failure Text ME both CA / TDC low shift (ID 68)
Cause The difference between the TDC pick-up (measured angle) and CA sensor #1 and CA sensor
#2 is ±2_.
Procedure ⇒ Do a check for an incorrect TDC offset adjustment.
⇒ Do a check for possible crankshaft movement.
⇒ Make sure that the CAS#1 and CAS#2 are in the correct position (at TDC #1).
⇒ If each of the two CAS are defective, replace a minimum of one CAS.
⇒ Adjust the offset parameter or the belt position as necessary (see the Maintenance Manual
9223−1).
Remark: The measured offset in flexView changes in relation to the engine speed. Do not
adjust the offset to zero at full engine speed, because this can activate this failure at higher
ASTERN revolutions.
Failure Text ME Exh. Valve Late/Not Opening (slowdown) (ID 75)
Cause The exhaust valve opens 15_CA or more after the crank angle setpoint.
Procedure ⇒ Do a check of the ON times of the rail valve 4.76.
⇒ Make sure that the cables between the rail valve 4.76 and the related FCM-20 have no
damage and are correctly connected.
⇒ If the failure is shown for all cylinders, do the checks that follow:
⇒ Do a check of the the air spring pressure. Make sure that the pressure is not too high.
⇒ In the Valve Control Unit (VCU), do a check of the non-return valve of the oil supply to the
hydraulic pipe 4.66.
⇒ Do an internal check of the VCU 4.10 for a mechanical failure.
⇒ Make sure that the hydraulic piston in the exhaust valve drive 4.03 moves freely.
⇒ Do a check of the related FCM-20.
⇒ Repair or replace damaged cables between the rail valve and the related FCM−20.
⇒ If necessary, replace the related FCM-20, VCU 4.10, rail valve 4.76, exhaust valve drive 4.03
or non-return valve 4.06.

Failure Text ME Exh. Valve Early Closing (slowdown) (ID 76)

Cause The exhaust valve closes 10_CA or more before the crank angle setpoint.
Procedure ⇒ Do a check of the air spring pressure. Make sure that the pressure is not too high.
⇒ Do a check of the non-return valve in the VCU 4.10.
⇒ Make sure that the orifice in the VCU is not blocked.
⇒ Do an internal check of the VCU for mechanical failure. Replace the VCU with the adjacent
VCU to find the cause of the malfunction.
⇒ Do a check for leaks in the hydraulic system (hydraulic pipes etc).
⇒ Do a check of the related FCM−20.
Failure Text ME Exh. Valve Late/Not Closing (slowdown) (ID 77)
Cause The exhaust valve closes 15_CA or more after the crank angle setpoint
Procedure ⇒ Do a check of the ON times of the rail valve 4.76.
⇒ Make sure that the cables between the rail valve 4.76 and the related FCM-20 have no
damage and are correctly connected.
⇒ Do a check of the the air spring pressure. Make sure that the pressure is not too low.
⇒ Make sure that the non-return valve 4.06 is serviceable.
⇒ Do an internal check of the VCU 4.10 for mechanical failure.
⇒ Make sure that the piston in the exhaust valve drive 4.03 moves freely.
⇒ Do a check of the FCM-20.
⇒ If necessary, replace the FCM-20, VCU 4.10, rail valve 4.76, exhaust valve drive 4.03 or
non-return valve 4.06.
Failure Text ME exhaust valve #nn fail. (ID 78)
Cause The exhaust valve does not open / close at the WECS setpoint.
Procedure ⇒ The cause of this failure is the failure 75, 76 or 77. For more data, see the related failure IDs.
Failure Text ME Inj. Quantity Piston, Late / No Return (ID 90)
Indication #01 to #08 ExD 90 90
Cause The fuel quantity piston does not go back to its initial position after the injection. (failure
signal released after 30 seconds).
Procedure ⇒ Do a check of the sensor signal from the fuel quantity piston. If the signal is not below 5.5 mA
after the injection, the piston did not go back to its initial position.
⇒ Make sure that the fuel viscosity and temperature is in the permitted range.
⇒ Do a check of the trace heating system.
Remark: If the vessel operates in rough sea, this failure can occur during fast load changes.

Failure Text ME Inj. Quantity Piston, No Movement (slowdown) (ID 91)

Cause The fuel quantity piston moves less than 4% during the injection.
Remark: This alarm is first transmitted after the engine has turned three times.
Procedure Remark: If the engine operates at very low load, this alarm usually occurs because of the
small fuel quantity.
⇒ Do a check of the rail valve.
⇒ Make sure that the fuel viscosity is in the permitted range.
⇒ Make sure that the fuel quantity piston moves freely.
Remark: If the vessel operates in rough sea, this failure can occur during fast load changes.
Failure Text ME Inj. Quantity Piston, Stuck In Max. Pos. (Inj.cut−off+SLD) (ID 92)
Cause Sensor signal is more than 18 mA. The fuel quantity piston makes a fuel stroke because the
return command is not transmitted correctly.
Procedure ⇒ Do a check of the rail valve position.
⇒ If the rail valve stays in the inject position, do a check of the injection control valve.
⇒ If the injection control valve stays in the open position, make sure that the oil return pipe is not
clogged or closed.
⇒ Make sure that the fuel viscosity is in the permitted range.
⇒ Examine the fuel injectors and pipes for leaks.
Failure Text ME injection quantity piston fail. cylinder #nn (ID 93)
Cause The injection quantity piston is defective.
Procedure ⇒ The cause of this failure is related to failure 90, 91 or 92. For more data, see the related failure
ID.
Failure Text WECS module FCM−20 #nn fail. (ID 95 to 0.2)
Indication #01 to #nn Fail 95 to 102 95 to 0.2
Cause Missing communication on Can S1 and S2 bus on FCM #nn. Remaining FCM−20 received
no heartbeat signal from this FCM−20 (failure signal is released after 12 seconds)
Procedure ⇒ Do a check of the related LED on the FCM−20 #nn.
⇒ If the red LED comes on, do a check of the cables on the related FCM−20 and the plugs X22
and X23 for for correct connections and / or damage.
⇒ Do a check of the terminating resistor on FCM−20 #01 and the FCM−20 on the last cylinder (or
the on-line spare FCM−20 #00) plug X22 between terminals 49/59 and plug X23
terminals 57/58.
⇒ If the terminating resistors are serviceable, repair or replace damaged cables.
⇒ if the failure occurs on one module only, replace the related FCM−20 with the online spare.

4.8 WECS pressure failure
Failure Text ME Scavenge Air Pressure very HI (ID 11)

Cause The scavenge air pressure is more than 105% (failure signal is released after 2 seconds).
The exhaust waste gate has a malfunction.
Shut-down, stop command, scavenge air pressure sensor #1+2 meas. fail.
⇒ For the correct procedures, see the data given in the manual of turbocharger manufacturer
⇒ Do a check of the cables between the FCM20#5 and solenoid valve ZV7076C for correct
connections and / or damage.
⇒ If the cables are serviceable, do a function check of the butterfly valve (see 8135−1 Exhaust
Waste Gate, paragraph 3).
⇒ If necessary, replace the butterfly valve or solenoid valve ZV7076C.
Failure Text ME servo oil pressure very low (ID 21)
Cause The servo oil pressure is 50 bar less than the setpoint. The engine speed is more than 8% of
the nominal speed (failure signal is released after 5 seconds).
Shut-down, stop command, air run, slow turning, servo oil pressure sensor #1+2 meas. fail.
Procedure ⇒ Do a check of the oil filter downstream of the automatic filter.
⇒ Do a check of the control signals and cables to the servo oil pumps for correct connections
and / or damage.
⇒ Make sure that the safety valve 4.23 is open.
⇒ Make sure that the pump drive shaft 4.50 is serviceable.
⇒ Make sure that the servo oil pumps are serviceable (e.g. have no vibration).
⇒ Do a check for leaks between the collector block and the servo oil rail (leakage alarm).
⇒ If necessary, repair the leaks.
⇒ If necessary, replace the related pressure controller (CV7221C, CV7222C, CV7223C).
Remark: In dangerous conditions, you can temporarily set to off the injection and exhaust
valve operation on cylinders 1 or 2 to increase the servo oil pressure.
Attention: Do not set the cylinders to off in their firing order sequence. Do not operate the
engine at or near the barred speed range.

Failure Text ME fuel rail pressure very low (ID 32)

Cause The fuel rail pressure is 150 bar more than the fuel pressure setpoint (failure signal is re-
leased after 10 seconds)
Stop command, shut-down, engine is stopped, fuel rail pressure sensor #1+2 meas. fail.
Procedure ⇒ Make sure that the fuel pump actuators are set to on and operate correctly.
⇒ Make sure that the toothed racks can move freely.
⇒ In the AMS, do a check of the actuator alarms.
⇒ Make sure that the fuel supply pressure is between 7 bar and 10 bar.
⇒ Make sure that downstream from the pressure retaining valve 3.53, the pressure is between 3
bar and 5 bar.
⇒ Do a check for leakage alarms.
⇒ Make sure that there is oil supply to fuel pressure control valve 3.06. Make sure that the valve
seat can move.
⇒ Examine the fuel pressure control valve 3.06 for leaks (if the fuel pressure control valve has a
leak, you can hear a loud noise like a whistle).
⇒ On the fuel pump outlet pipes (TE3431A to TE3434A), do a check of the temperature.
⇒ On the fuel overpressure safety valve 3.52, do a check for leaks.
⇒ Do a check for damage on the non-return valves 3.22, 3.81−1 and 3.81−2.
⇒ Fuel pump plunger cannot move (fuel pump does not supply fuel)
⇒ Adjust the toothed racks to the correct clearances at the minimum / maximum positions.
⇒ If the fuel pump actuators, replace them.
⇒ Repair the leaks.
⇒ Replace the defective valves.
⇒ Grind the sealing surfaces on the HP fuel pipes between the fuel pump and the fuel rail if leaks
are found, or isolate the pipe(s) temporarily until a repair is possible.

4.9 WECS critical failure (WECS engine failure)
Failure Text ME crank angle #1+2 fail. (ID 1)

Indication FCM−20 No. LED ID Display
#03 and #04 None 1 1
Cause The two crank angle sensor measurements fail.
Procedure ⇒ Do a check of the crank angle sensor unit and terminal box E96 for damage.
⇒ In the terminal box E96, make sure that the cables and connections are connected correctly
and do not have damage.
⇒ Use a multimeter to do a check of the power supply to the last and last but one FCM−20.
⇒ It there is a power supply, do a check of the SSI-Bus terminating resistors (120 ohm) on plugs
X22 (terminals 51/52 and 53/54) and X23 (terminals 59/60 and 61/62) of FCM-20 #01. Make
sure that the resistors are connected correctly and there is no damage.
⇒ If a failure shows only on one FCM−20, make sure that the cable connections on plugs X22
and X23 are serviceable.
⇒ Start a CAS trend in flexView.
⇒ If necessary, replace a minimum of one two crank angle sensor immediately.
Failure Text ME both CA / TDC high shift (ID 65)
Cause The difference between the TDC pick-up (measured angle) and crank angle sensor#1 and
sensor#2 is more than 4_CA. This failure will cause an engine shutdown.
The crank angle sensor or toothed belt has moved.
Procedure ⇒ In flexView, do a check for an incorrect TDC offset adjustment.
⇒ Adjust to get the correct distance of the TDC pick-up to the flywheel tooth (usually 4mm)
⇒ Make sure that the crankshaft has no deformation.
⇒ Do a check of the crank angle sensor drive and the belt for damage.
⇒ Make sure the the CAS#1 and CAS#2 are in the correct position (at TDC#1)
⇒ Start a CAS trend in flexView.
⇒ If necessary, replace a minimum of one of the two crank angle sensors immediately
Failure Text ME excessive engine speed (ID 69)
Indication #03 and #04 None 69 69
Cause The engine has too much speed (more than 115% nominal speed).
Procedure ⇒ Do a check of each alarm from the CA sensors
⇒ In heavy sea conditions, decrease the engine speed.
⇒ Do a check of related speed alarms in the safety system

4.10 Malfunction of cylinder lubrication

LEDs on the ALM−20 show malfunctions and defects of the cylinder lubrication
control system (see Fig. B). Data about irregular functions with the lubricating
pump components, or in the lubricating and servo oil system are given in 0820−1,
paragraph 2 Cylinder lubrication.
Failure text ME cylinder lubrication malfunction cylinder #nn (ID 2.6)

ALM−20 No. LED Blink intervals Failure ID Display
Indication #01 to #08 Pressure Yellow None 126 2.6
Cause No pulse lubrication. The cylinder lubricating system has a malfunction, which activates a
slow-down signal.
Procedure ⇒ Do a check of the cables to the pressure transmitter, 4/2-way solenoid valve and WECS−9520
for correct connections and / or damage.
⇒ Find the cause of the malfunction of the ALM−20.
⇒ Do a check for low servo oil pressure, or no servo oil pressure.
⇒ If the servo oil pressure is correct, do a check of the lubrication pump components (see
0820−1, paragraph 2 Cylinder lubrication).
⇒ Make sure that the cables to the pressure transmitter, 4/2-way solenoid valve and
WECS−9520 are correctly connected and have no damage.
⇒ If necessary, replace he related ALM−20, or lubrication pump components (see 0820−1,
paragraph 2 Cylinder lubrication).
Failure text Cylinder LUB Malfunction (ID 2.8)
ALM− No. LED Blink intervals Failure ID Display
Indication #01 to #08 Pressure Yellow None 128 2.8
Cause No pulse lubrication. The cylinder lubricating pumps have a malfunction, which activates a
slow-down signal.
Procedure ⇒ Do a check of the cables to the pressure transmitter, 4/2-way solenoid valve and WECS−9520
for correct connections and / or damage.
⇒ Find the cause of the malfunction of the ALM−20.
⇒ Do a check for low servo oil pressure, or no servo oil pressure.
⇒ If the servo oil pressure is correct, do a check of the lubrication pump components (see
0820−1 paragraph 2, Cylinder lubrication).
⇒ Make sure that the cables to pressure transmitter, 4/2-way solenoid valve and WECS−9520
are correctly connected and have no damage.
⇒ If necessary, replace he related ALM−20, or lubrication pump components (see 0820−1,
paragraph 2, Cylinder lubrication).

Failure Text ME cylinder lubrication malfunction cylinder #nn

ALM−20 No. LED On / Off Code
Indication #01 to #08 CAN1 and/or CAN2 Red None
Cause LED indication on one module: a cable is broken on the plug X2 on the related ALM−20.
LED indication on all modules: CAN Bus #1 / #2 malfunction.
Procedure ⇒ LED indication on one module: Do a check of the cables on the plug X2 (terminals 25 and 26
CAN #1 and/or terminals 27 and 28 CAN #2 on the related ALM−20 for correct connections
and / or damage.
⇒ LED indication on all modules: Do a check of the CAN module bus from the last and the last
but one cylinder on the FCM−20 (plug X22, terminals 55 and 56) for correct connections and /
or damage.
⇒ If necessary, replace the ALM−20.
Indication #01 to #08 VLV and Fail Red None
Cause The cables between the ALM−20 (plug X1, terminals 11 and 12) and the 4/2-way solenoid
valve (ZV7131C to ZV7138C) have a short circuit.
Procedure ⇒ Do a check of the related cables. If the cables are serviceable, the 4/2-way solenoid valve has
a malfunction (coil R~18 ohm).
⇒ Make sure that the related cable between ALM−20 (plug X1, terminals 11 and 12) and the
4/2-way solenoid valve is correctly connected and has no damage.
⇒ If necessary, replace the related 4/2-way solenoid valve (see 0820−1, paragraph 2 Cylinder
lubrication).
Indication #01 to #08 VLV and Fail Red None / 1x
Cause A cable is broken between the ALM−20 (plug X1, terminals 11 and 12) and the 4/2-way
solenoid valve (ZV7131C to ZV7138C).
Procedure ⇒ Do a check of the related cables. If the cables are serviceable, the 4/2-way solenoid valve has
a malfunction (coil R~18 ohm).
⇒ Make sure that the related cable between the ALM−20 (plug X1, terminals 11 and 12) and the
4/2-way solenoid valve is correctly connected and has no damage.
⇒ If necessary, replace the related 4/2-way solenoid valve (see 0820−1, paragraph 2 Cylinder
lubrication)

Failure Text ME cylinder lubrication malfunction cylinder #nn

Indication #01 to #09 Fail Red None
Cause A short circuit of the cables from ALM−20 (plug X1, terminals 13 and 14) to the pressure
transmitter (PT3131 to PT3139C).
Procedure ⇒ Do a check of the cables on the related ALM−20. If the cables are serviceable, the pressure
transmitter has a malfunction.
⇒ Make sure that the related cable between the ALM−20 (plug X1, terminals 13 and 14) and
pressure transmitter is connected correctly and has no damage.
⇒ If necessary, replace the related pressure transmitter (PT3131C to PT3137C) (see 0820−1
paragraph 2 Cylinder lubrication).
Indication #01 to #09 Fail Red Two times each
interval
Cause A cable is broken between an ALM−20 (plug X1, terminals 13 and 14) and the pressure
transmitter (PT3131C to PT3139C).
Procedure ⇒ Do a check of the cables on the related ALM−20. If the cables are serviceable, the pressure
transmitter has a malfunction
⇒ Make sure that the related cable connections between ALM−20 (plug X1, terminals 13 and 14)
and pressure transmitter are connected correctly and have no damage.
⇒ If necessary, replace the related pressure transmitter (PT3131C to PT3139C) if necessary
(see 0820−1 Cylinder lubrication)
Indication #01 to #09 Power Off None
Cause No power supply to an ALM−20
Procedure ⇒ In E85, do a check of the power supply units U500 / U501 and their circuit breakers F500 /
F501
⇒ If a green LED DC OK shows, do a check of the cables on the related ALM−20 (plug X2,
terminals 21 and 22 or 23 and 24)
⇒ If a green LED DC OK flashes, do a check of the cables on the related ALM−20 and/or the
related ALM−20 (do a check for a short circuit)
⇒ Make sure that the cable between E85 and the related ALM−20 (plug X2, terminals 21 and 22
or 23 and 24) is correctly connected and has no damage.
⇒ Replace the related ALM−20 (if there is a short circuit)

Intentionally blank
Operation Group1
Bedplate and Tie Rod Group 1

Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132−1/A1
Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203−1/A1
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903−1/A1

Intentionally blank
Main Bearing
1. General
The main bearing has a lower bearing shell 2 and an upper bearing shell 3. The
running surfaces of the bearing shells are lined with white metal.
The lower bearing shell 2 is installed in the bearing girder 6 of the bedplate and the
upper bearing shell 3 in the bearing cover 1. The screws 9 engage and hold the top
bearing shell and bottom bearing shell in position.
The spring dowel pin 8 helps to get the bearing cover 1 in position.
The elastic studs 4 have a non-hardening locking compound applied to the
threads. Hydraulic tension is applied to the the elastic studs 4 during the install
procedure. The round nuts 5 keep the bearing cover 1 against the bearing girder 6.
2. Lubrication
Oil flows from the bedplate side through the oil inlet ’OI’ to the main bearings. The
oil flows through the grooves ’OG’ and bores ’OB’ to the running surface of the
main bearing.
10
4
5
OB
1
OG
3
9
8 OG Key:
WM 9
1 Bearing cover
2 Lower bearing shell
OB 3 Upper bearing shell
4 Elastic stud
5 Round nut
6 Bearing girder
7 Crankshaft
8 Spring dowel pin
9 Screw
10 Column
6 7 2 OB Bore
WCH01027 OI Oil inlet
OG Groove
OI
WM White metal

Intentionally blank
Thrust Bearing
1. General
The thrust bearing is installed at the driving end of the engine. The thrust bearing
flange 15 transmits the force from the propeller through the thrust pads 6, 12 into
the bedplate 5 (see Fig. ’A’ and Fig. ’B’).
The arbor supports 4 prevent axial movement of the thrust pads 6, 12.
The thrust pads absorb the axial force from the crankshaft/propeller.
Engines that have a fixed pitch propeller (FPP):

D For clockwise and counterclockwise rotation, seven thrust pads are installed
on each side of the thrust bearing flange. The thrust pads are related and
adapted to the clockwise or counterclockwise rotation.
Engines that have a controllable pitch propeller (CPP):

D Thrust pads at the driving end: Each variant, i.e. three thrust pads for
clockwise rotation and four pieces for counterclockwise rotation are installed.
If there is a malfunction of the CPP, the engine must continue to be
manoeuverable and reversed to ASTERN direction.
D Thrust pads at the free end: There are seven thrust pads installed, related and
adapted to the clockwise or counterclockwise rotation.
For the location of the different thrust pad versions, refer to the Maintenance
Manual 1224−1.
The gear wheel (on crankshaft) 13 is installed on the thrust bearing flange 15. The
gear wheel moves the intermediate wheel (supply unit) 8.
2. Lubrication
During operation, bearing oil flows through the oil pipe 2 to the two nozzles 3. The
oil flows out of the two nozzles as a spray, which becomes an oil layer between the
thrust bearing flange 15 and the thrust pads 6, 12.

Thrust Bearing
A
I
8
2
3
7
4
EXHAUST SIDE
FUEL SIDE
5
WCH01033
OI
Key to Illustrations: ’A’ Cross section (5 to 7 cylinders)
1 Column 6 Thrust pad (free end)

2 Oil pipe 7 Bearing cover
3 Nozzle 8 Intermediate wheel (supply unit)
4 Arbor support
5 Bedplate OI Bearing oil inlet

Thrust Bearing
B I-I
10
16
15
11
14
6 12
13
WCH00404
Key to Illustrations: ’B’ Longitudinal section (5 to 7 cylinders)
2 Oil pipe 12 Thrust pads (driving end)

3 Nozzle 13 Gear wheel (on crankshaft)
6 Thrust pads (free end) 14 Oil pipe
9 Flywheel 15 Thrust bearing flange (crankshaft)
10 2-part oil baffle 16 Top main bearing shell
11 Crankshaft

Intentionally blank
Tie Rod
1. General
The tie rods 1 keep the cylinder block 2, column 3 and bedplate 4 together at four
locations around the cylinders.
2
1
WCH01034
Key to Illustration: ’A’ Tie rods and tie rod locations

(5−cylinder engine)
1 Tie rod 3 Column
2 Cylinder block 4 Bedplate

Tie Rod
A two-part bush 3 is welded on the tie rod 4 as shown in view I. At the bottom of the
cylinder block, two clamp screws 1 tightly attach the two-part bush and prevent
vibration of the tie rods. The space around the bottom part of the tie rod up to the
middle of the column is filled with oil, which also prevents vibration. The oil enters
through a bore from the crosshead guide plate.
The bottom of the intermediate ring 7 has a drain groove ’DG’ through which some
of the oil can drain. Possible condensation can also drain through ’DG’ (if the
engine has stopped).
B 11 I
6
II II
10
2
3 1
4
I
WCH01034
II - II
9
3
1
2
WCH01034
8
II
II 7 DG
WCH01034
WCH01034
5
6
Key to Illustration: ’B’ Tie rod assembly
1 Clamp screw 7 Intermediate ring (bottom)

2 Cylinder block 8 Bedplate
3 Two-part bush 9 Column
4 Tie rod 10 Intermediate ring (top)
5 O-ring 11 Protection cover
6 Round nut DG Drain groove (in bottom intermediate
ring)

Operation Group2
Cylinder Liner and Cylinder Cover Group 2

Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124−1/A3
Lubricating Quills on Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2138−1/A2
Piston Rod Gland Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303−1/A1
Injection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722−1/A1
Starting Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728−1/A1
Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751−1/A3
Winterthur Gas & Diesel Ltd. 1/ 2 Pulse Jet / RT−flex58T−D / OM / 2013

Intentionally blank
Cylinder Liner
1. General
The screws and holder 8 attach the cylinder liner 9 to the cylinder block 7. The nuts
of the elastic studs connect the cylinder cover 14 and the cylinder liner to the
cylinder block. The area between the cylinder cover and the cylinder liner is sealed
with a gasket 3. The surface ’MS’ is sealed with a non-hardening sealing
compound (see Fig. A).
The upper water guide jacket 1 is attached to the cylinder cover 14 with cap
screws. The lower water guide jacket 12 is attached to the cylinder liner 9 with
bolts.
An insulation bandage 11 is attached to the cylinder liner to keep the wall
temperature of the mid-stroke area in the best range for operation.
An antipolishing ring is installed in the top part of the cylinder liner. The
antipolishing ring 4 removes coke contamination at the piston crown during
operation.
2. Cooling
The cooling water flows through the cooling water inlet ’CI’ into the water space
’WS’, around the cylinder liner 9 and into the lower water guide jacket 12. The
cooling water flows into the annular space ’AS’ through the connection pieces 5
and transition tubes 2. Then the water cools the cylinder cover 14, exhaust valve
seat 15 and valve cage 16.
Remark: Automatic cooling water temperature control:
To prevent unwanted tensions in the top part of the cylinder liner 9 keep the
temperature of the cooling water in the permitted range. The maximum permitted
temperature ranges are:
D ± 2_C at constant load
D ± 4_C during load changes (short time period)
O-rings 10, 13 seal the water space ’WS’ and the annular space ’AS’. If water
leaks, replace the O-rings.
3. Lubrication
Cylinder lubricating oil flows to the running surface of the cylinder liner 9 through
six lubricating quills 6. Lubricating grooves ’LG’ are milled around the
circumference of the cylinder liner and make sure that the lubricating oil is equally
supplied (see Lubricating Quill 2138−1).
For data about the pulse lubrication, see 7218−1.
Winterthur Gas & Diesel Ltd. 1/ 2 Pulse Jet / 2013

Cylinder Liner
A 15 16
14
13 1
5
12 WS
11 CI
LG AS
10 6
4 CB 3 2
MS
8
7
WCH 01040
Key to Illustrations: ’A’ Cylinder Liner

1 Upper water guide jacket 13 O-ring
2 Transition tube 14 Cylinder cover
3 Gasket 15 Valve seat
4 Antipolishing ring 16 Valve cage
5 Connection piece
6 Lubricating quill
7 Cylinder block AS Annular space
8 Holder CB Cooling bores
9 Cylinder liner WS Water space
10 O-ring CI Cooling water inlet
11 Insulation bandage MS Metallic seal
12 Lower water guide jacket LG Lubricating grooves
2013 / Pulse Jet 2/ 2 Winterthur Gas & Diesel Ltd.

Lubricating Quills on Cylinder Liner
1. General
Six lubricating quills 1 are installed around the circumference of the cylinder liner 2.
The lubricating pump 3 supplies lubricating oil through pipes to each lubricating
quill (see Fig. ’A’).
The nozzle tip 7 with non-return valve 6 and holder 9 are attached as a unit to the
cylinder liner 2 with cap screws (see Fig. ’B’).
WCH01045
Key to Illustration: ’A’ Location of lubricating quills

1 Lubricating quill
2 Cylinder liner
3 Lubricating pump
2. Function
The lubricating pump 3 supplies a set feed rate of lubricating oil at high pressure
through the connection ’OI’ into the lubricating quills 1. The non-return valve 6
opens and the lubricating oil flows through the lubricating point ’LP’ into the
lubricating grooves. The lubricating oil flows equally on to the cylinder liner wall.
(see also Cylinder Liner 2124−1 and Cylinder Lubrication 7218−1).
After a lubrication pulse, the oil pressure decreases and the force of the pressure
spring closes the non-return valve.
Winterthur Gas & Diesel Ltd. 1/ 2 Pulse Jet / 2013

Lubricating Quills on Cylinder Liner
LP
OI
9 8 7 6
WCH01046
Key to Illustration: ’B’ Lubricating quill

4 Piston LP Lubricating point in cylinder liner
5 Piston ring OI Oil inlet
6 Non-return valve
7 Nozzle tip
8 Cylinder liner
9 Holder
2013 / Pulse Jet 2/ 2 Winterthur Gas & Diesel Ltd.

Piston Rod Gland Box
1. General
The piston rod gland box 1 keeps the dirty oil in the scavenge space ’SS’ and
prevents contamination of the bearing oil (see Fig. ’A’). Also, the piston rod gland
box seals the scavenge air from the crankcase 2.
The screws and ring 7 attach the casing 5 to the cylinder block 4 (see Fig. ’B’). The
extension springs 6 keep the scraper rings 13 and joint rings 11, 12 tightly on the
piston rod. The scraper rings 10 are attached to the ring supports 9. The extension
springs 8 keep the scraper rings 10.
SS
4
1
SP
LP
2
3
FUEL SIDE
013.766/06
Key to Illustration: ’A’ Configuration of piston rod gland box

1 Piston rod gland box SS Scavenge space
2 Crankcase LP Leakage oil pipe
3 Piston rod SP Sample port
4 Cylinder block
2. Function
During operation, three scraper rings 13 remove dirty oil from the piston rod 3 (see
Fig. ’A’ and Fig. ’B’). The dirty oil flows through the oil bores ’OB’ and collects in the
bottom of the scavenge space ’SS’. The dirty oil goes out through the oil drain on
fuel side.
Attention! Oil at the bottom of the scavenge space ’SS’ increases the risk of fire.
Examine the drain hole and the pipe for blockage (see 0450−1). If necessary, clean
the drain hole and the pipe (see 0240−1).

The joint rings 11, 12 keep the scavenge air from the crankcase 2. Because of the
gap losses of the joint rings, the low air pressure is released through the crankcase
venting pipe to the plant.
The oil that flows through the relief passage ’RP’ collects in the neutral space ’NS’.
Then, the oil flows through the leakage oil drain ’LD’ and the leakage oil pipe ’LP’
(see Fig. ’A’ and Fig. ’B’).
Remark: Damaged joint rings increase the quantity of oil in the drain. Get an oil
sample from the sample port ’SP’ (see Fig. ’A’). Measure the quantity or send the oil
sample to the laboratory for analysis of the contamination. If necessary, replace
the joint rings.
The scraper rings 10 remove the bearing oil from the piston rod 3. The bearing oil
flows through the bearing oil drain ’BD’ back to the crankcase 2 (see Fig. ’B’).

I-I
II
B
5
OB
13 6
12
11
7
RP
NS
10
LD
9 8
FUEL SIDE BD BD
II
012.467/04
I
Key to Illustration: ’B’ Piston rod gland box
5 Casing BD Bearing oil drain
6 Extension spring LD Leakage oil drain
7 Ring (2-part) NS Neutral space
8 Extension spring RP Relief passage
9 Ring support OB Oil bore
10 Scraper ring
11 Joint ring
12 Joint ring
13 Scraper ring

Intentionally blank
Injection Valve
1. General
Three injection valves 2 are attached to each cylinder cover 1 (see Fig. ’A’).
Because of the clearance between the needle 1 and the nozzle body 3, some fuel
can go out of the injection valve (see Fig. ’B’). This fuel goes through connection
’LD’ and drains through the leakage fuel pipe 7 into the collecting piece 6 (see Fig.
’A’ and Fuel Oil System 8019−1).
Fuel oil which possibly leaks between the nozzle body 3 and the nozzle holder 4
rises and appears at the top edge of the cylinder cover at ’LO’.
Remark: If fuel does appear at ’LO’, overhaul the applicable parts. If exhaust gas
goes out of the injection valve at the leakage fuel outlet ’LO’, the sealing face ’SF’ is
damaged. Do an overhaul of the sealing face (see 2708−3 in the Maintenance
Manual).
To do tests, disassembly, assembly and setting of injection valves, see 2722−1 in
the Maintenance Manual.
Attention! Fuel is at high pressure in the fuel leakage pipes 7. Before you remove
the fuel leakage pipes, make sure that the pressure is released.
2. Function
Fuel flows at high pressure from the injection control unit 4 to the three injection
valves 2 (see Fig. ’A’). The necessary quantity of fuel goes through the connection
’FF’ and the bore ’FB’ into the nozzle body 3 (see Fig. ’A’). The pressure increases
and pushes the needle 1 up. The fuel goes through the nozzle tip 2 into the
combustion chamber, where ignition occurs.
After injection, the pressure decreases and the force of the compression spring 5
pushes the needle down. The injection valve closes.

Injection Valve
5 4
WCH00978
Key to Illustration: ’A’ Location of parts

1 Cylinder cover 5 Fuel rail
2 Injection valve 6 Collecting piece
3 Injection pipe 7 Leakage fuel pipe
4 Injection control unit

Injection Valve
B
7 FF
6
LD
5
LO
FB
4
3 1
SF
015.783/07
Key to Illustration: ’B’ Injection valve

1 Needle FF Fuel feed
2 Nozzle tip LO Leakage fuel outlet
3 Nozzle body FB Fuel bore
4 Nozzle holder SF Sealing face
5 Compression spring LD Leakage fuel drain
6 Collar nut
7 Spring tensioner

Intentionally blank
Starting Air Valve
1. General
A starting air valve is installed in each cylinder cover 8 (see Fig. A). The starting air
valves start the engine or decrease the engine speed for reversing.
The Wärtsilä Engine Control System (WECS−9520) monitors and controls the
starting air valve operation (see 4002−1, paragraph 4.4). FCM−20 modules open
the starting air valves electronically at the correct crank angle to release starting air
into the combustion chamber.
The parameter settings of the starting air valves are adjustable. The remote control
of the WECS−9520 gives access to the parameter settings (see 4618−1,
paragraph 2.2).
For data about starting air manifold venting, read the instructions in 0320−1,
paragraph 1.2.
For more data, see the schematic diagram in 4003−2.
2. Function
Initial conditions:
The space ’SA’ is pressurized with starting air. The air flows through the bores ’CB’
to pressurize the space ’S3’ (see Fig. A). The compression spring 6 and the starting
air push the piston 4 up and keep the starting air valve closed.
Connection ’CA’ is pressurized with control air from the starting air pipe. The
5/2-way solenoid valve 1 is deactivated. Thus, the control air from connection ’CA’
cannot go into the space ’S1’.
Space ’S2’ is pressurized with control air from connection ’CA’. The air flows into
the space ’S2’ through the 5/2-way solenoid valve and the connecting pipe.
Engine start:
The FCM−20 module activates the 5/2-way solenoid valve 1. The control air from
connection ’CA’ goes into the space ’S1’ and the pressure in space ’S2’ is released.
The pressure in space ’S1’ moves the piston 4 and valve spindle 7 down and the
starting air flows into the combustion chamber. Thus, the piston moves down the
cylinder liner and starts to turn the engine.
When combustion starts, the higher pressure (firing pressure) in the combustion
chamber keeps the starting air valve closed.
Slow down the engine speed to reverse:

If the combustion and thus the propulsion stops, the movement of the ship
continues. The flow of the water turns the propeller and ’drags’ the engine in the
initial direction of rotation. To start the engine in the opposite direction, it is
necessary to slow down the engine speed below the set limit. Related to the engine
speed and the propeller configuration, this can take some time, even minutes.
At the specified engine speed the WECS−9520 opens the starting air valve at
approximately 100_ before TDC. The starting air flows into the combustion
chamber. The piston moves up, compresses the air and the engine speed
decreases and stops.
The engine is then started in the opposite direction of rotation. For more data about
reversing, see 0260−1, paragraph 2.2.

Starting Air Valve
S1
CA
2
4
S2
CB
S3
SA 8
Key to Illustration: ’A’

1 5/2-way solenoid valve
2 Cover
3 Ring
4 Piston
5 Housing
6 Compression spring
7 Valve spindle
8 Cylinder cover
SA Starting air
CB Connecting bore
S1−S3 Air spaces
CA Control air
003.328/00

Exhaust Valve
1. General
The exhaust valve is attached to the center of cylinder cover 10 and has the parts
that follow:
D Upper housing 2
D Housing 6
D Valve cage 9
D Valve spindle 13
D Valve seat 11
D Air spring ’AS’.
The valve stroke sensor 17 monitors and transmits the open and closed positions
of the exhaust valve to the WECS−9520 engine control system (see Fig. ’B’).
If there is a large pressure difference between when the exhaust valve opens and
the pressure in the air spring ’AS’, damage can occur to the exhaust valve. Thus,
for safety, cup springs 7 are installed to absorb vibration and shock.
The thrust piece 15 prevents damage to the inside piston 5 and the top of the valve
spindle 13 when the exhaust valve operates.
Remark: Before the lubricating oil pump and servo oil service pump are set to on,
the air spring must have pressure and the exhaust valves must be closed. The
engine cannot be started if the exhaust valves are not fully closed.
2. Function
Open:
When the piston in the exhaust valve control unit operates, hydraulic oil ’HO’ flows
through the connection 14 into the upper housing 2. The outside piston 4 and the
inside piston 5 move down. The air spring piston 18, which is attached to the valve
spindle 13, moves down against the pressure in the air spring ’AS’ and the exhaust
valve opens. The force of the exhaust gas on the rotation wing 17 turns the valve
spindle.
Close:
When the hydraulic oil pressure from the exhaust valve control unit decreases (i.e.
when the control rod in the exhaust valve control unit opens the related relief
bores) the pressure in the air spring ’AS’ pushes the air spring piston 18 up. The
valve spindle 13 then pushes the inside piston 5 and the outside piston 4 up and
the exhaust valve closes. The hydraulic oil in the upper housing 2 flows back to the
exhaust valve control unit.
2.1 Hydraulic system (see Fig. ’B’ and Fig. ’C’)
Hydraulic oil and air in the system flow continuously from the upper housing 2 and
the outside and inside pistons 4, 5 into the leakage oil collection space ’LS’. This
leakage oil / air then drains through the leakage oil drain ’LD’. The hydraulic oil that
flows through the valve control unit continuously makes up the oil loss to the
hydraulic system.
2.2 Air supply to air spring (see Fig. ’C’)
Compressed air enters the inlet connection ’AI’ and flows through the non-return
valve 19, then through the inlet bore ’IB’ and into the air spring ’AS’. When the
exhaust valve opens, the air spring piston 18 moves down and compresses the air
in the air spring. Some of the compressed air flows back through the inlet bore ’IB’.
After the exhaust valve closes, compressed air flows into the air spring again.

Exhaust Valve
3. Lubrication
Leak oil from the outside and inside pistons 4, 5 lubricates the air spring piston 18
(see Fig. C). Oil in the leakage oil collection space ’LS’ drains to the leakage oil
drain ’LD’. While the exhaust valve closes, oil flows through the air spring piston 18
and goes into the air spring ’AS’. The air from the air inlet ’AI’ changes the oil that
collects at the bottom of the air spring (inlet bore ’IB’) to an oil mist. This oil mist
lubricates the top part of the valve spindle 13. When the exhaust valve opens,
unwanted oil flows out of the air spring ’AS’, through the air spring pipe to an
accumulator. The oil in the accumulator automatically drains through the leakage
oil pipe at the driving end and into the crankcase.
Oil from the oil bath ’OB’ lubricates the valve spindle 13 (see Fig. ’C’).
Remark: The oil supply ’OS’ from the cylinder lubrication flows to the guide bush 8.
This gives more lubrication to the valve spindle 13 during the initial hours of engine
operation, or after an exhaust valve overhaul. For more data about the initial hours
of engine operation / after an exhaust valve overhaul, see 7218−1 ’Additional
lubrication of exhaust valve spindle’.
A
I
III
II IV II
III
IV
I WCH01064

Exhaust Valve
B
I-I II - II
15
1 16
14 2
3
HO
4
5
LS
17
LS 6
18
AS
7 WCH01064
13
12
10
11
WCH01064

Exhaust Valve
III - III IV - IV
LD
20
OS
AS
WCH01064
OB
IB
19
AI
WCH01064
Key to Illustrations: ’A’ Location of parts

’B’ Exhaust valve
’C’ Details exhaust valve
1 Damper 16 Piston guide
2 Upper housing 17 Valve stroke sensor
3 Orifice 18 Air spring piston
4 Outside piston 19 Non-return valve
5 Inside piston 20 Distance ring
6 Housing
7 Cup spring
8 Guide bush AS Air spring
9 Valve cage LS Leakage oil collection space
10 Cylinder cover HO Hydraulic oil (high pressure)
11 Valve seat LD Leakage oil drain
12 Rotation wing OB Oil bath
13 Valve spindle IB Inlet bore to air spring
14 Hydraulic oil connection AI Air inlet to air spring
15 Thrust piece OS Oil supply to valve guide

Operation Group3
Crankshaft, Connecting Rod and Piston Group 3

Axial Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3140−1/A1
Connecting Rod and Connecting Rod Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3303−1/A1
Crosshead and Guide Shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326−1/A1
o Piston
− with Four Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403−1/A1
− with Three Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403−1/A2
Crosshead Lubrication and Piston Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3603−1/A1

Intentionally blank
Axial Damper
1. General
The engine has a built-in axial damper. The function of the axial damper is to
decrease axial vibrations.
The axial damper includes an upper cylinder part 1, and a bottom cylinder part 2
attached with bolts to the last bearing girder. The flange 13 is a part of the
crankshaft 9.
2. Function
Bearing oil flows from the oil inlet ’OI’ through the orifice 7 into the spaces ’OS’ to
each side of flange 13. When the crankshaft turns, most of the bearing oil flows
between the oil spaces ’OS’ through the housing 3. The remaining oil drains
through the radial and axial clearances of the gaskets 5 and 6.
Do not operate the engine if there is no oil supply to the axial damper.
3. Monitoring system
The engine has an axial damper monitoring system installed above the end casing
at the free end. This system monitors the oil pressure in the oil spaces ’OS’ of the
axial damper. If the oil pressure decreases below a set value, an alarm is activated
(for more data about the setting values, see Alarms and Safeguards 0250−2).
The reason for this alarm must be found and repaired:
D Orifices in the pressure gauge pipes clogged
D Shut-off valves closed in the pressure gauge pipes
D Low oil pressure and / or high oil temperature in the bearing oil system
D Too much wear of the sealing rings, e.g. dirt particles (clearance too large).

Axial Damper
7 11
OI I-I
I 4 3
OS
2
13
WCH00965
10
WCH00965
I
2 12
Key:
1 Upper cylinder part 10 Bearing girder (part of bedplate)
2 Bottom cylinder part 11 Oil pipe
3 Housing 12 Damper (part of crankshaft)
4 Vent screw 13 Flange
5 Gasket (and spring)
6 Gaskets (and springs)
7 Orifice
8 Bearing cover OI Oil inlet
9 Crankshaft OS Oil spaces

Connecting Rod and Connecting Rod Bearing
1. General
The connecting rod connects the crosshead with the crankshaft and converts the
linear stroke movement of the piston into a turning movement. Bearing shells (that
can be replaced) are installed on the connecting rod 1 for the bottom end bearing
(5 and 6) and for the top end bearing (4). The bearing cover for the top end bearing
(item 3) is lined with white metal. The locking segments 9 prevent incorrect
installation of the crosshead pin.
2. Lubrication
Crosshead lubricating oil flows through the connection ’CO’ to the top end bearing,
and drillings in the crosshead pin let lubricating oil flow to the guide shoes.
Crosshead lubricating oil flows through the oil bore ’OB’ in the connecting rod 1 to
the bottom end bearing.
Bearing oil flows through the connection ’PC’ for piston cooling through related
bores in the crosshead pin and piston rod.
3
7
10
12
CO PC
4
9 9
9 Key:
1 Connecting rod
1
2 Lower bearing cover
3 Upper bearing cover
4 Bearing shell (top end
OB bearing − crosshead)
5 Lower bearing shell
8 (bottom end bearing)
11 6 Upper bearing shell (bottom
end bearing)
7 Studs to top end bearing
6 8 Studs to bottom end bearing
9 Locking segment
12 10 Round nut
11 Round nut
12 Cylindrical pin
2
CO Crosshead lube oil inlet
5 PC Piston cooling oil inlet
OB Oil bore in connecting rod
003.324/00 003.324/00

Intentionally blank
Crosshead and Guide Shoe
1. General
The crosshead guides the piston rod 5 and absorbs the lateral forces that come
from the connecting rod 7.
The piston rod 5 is attached to the crosshead pin 1 with screws. The bearing oil
necessary to cool the piston flows through the groove 12 and the bore ’OB’ to the
piston. The oil ’OR’ flows back to the crosshead pin through the oil pipe 10 and
returns to the crankcase through the drain ’OD’.
The guide shoes 2 stay in position on the small diameters of the crosshead pin and
move up and down in the guide rails 4, which are in the guide ways of the column 9.
The end covers 3 hold the middle parts 11 to the crosshead pin during removal and
prevent too much movement.
OR
OB OB
10
5 8
2 2
OD
7
003.895/96

Crosshead and Guide Shoe
B EXHAUST SIDE
12 9
2
11
9 CO PC
4
FUEL SIDE
003.895/96
1 Crosshead pin 10 Oil pipe to piston
2 Guide shoe 11 Middle part
3 End cover 12 Groove in connecting rod
4 Guide rail
5 Piston rod CO Crosshead lubricating oil inlet
6 Bearing shell for top end bearing (crosshead) PC Piston cooling oil inlet
7 Connecting rod OD Oil drain into crankcase
8 Upper bearing half for top end bearing OR Oil return from piston
9 Column OB Oil flow to piston

Piston
with Four Piston Rings
1. General
The piston (see Fig ’A’) has the parts that follow:
− Piston crown 1
− Piston skirt 3
− Piston rod 5
− The oil cooling components and piston rings 2.
Ten elastic bolts 9 attach the piston crown 1 and piston rod 5 together. The piston
skirt 3 is directly attached to the piston rod 5 with screws.
The piston rod 5 is attached to the crosshead pin 8 in a specified position. The
compression shim 7 is installed between the piston rod and crosshead pin. The
thickness of the compression shim is related to the compression ratio.
Remark: The mark TOP on all piston rings must point up. For more data about the
piston rings, see the Maintenance Manual 3425−1.
2. Piston cooling
Lubricating oil is used to cool the piston crown 1. This cooling oil flows from
crosshead pin 8 into the two oil inlets ’OI’. The cooling oil then flows through the oil
pipe 6 (in the piston rod 5) to the spray plate 4. The cooling oil comes out as a spray
’OS’ from the nozzles in the spray plate 4 into the cooling bores of the piston crown.
The oil then flows through the oil return ’OR’ into the crosshead pin 8 and out
through the oil bores to the crankcase.

Piston with Four Piston Rings
A
1
OS
2
4
OR
CO CO
OI 7
003.323/00
Key to Illustration: ’A’ Piston

1 Piston crown 8 Crosshead pin
2 Piston rings 9 Elastic bolt
3 Piston skirt
4 Spray plate OI Oil inlet
5 Piston rod OR Oil return from piston
6 Oil pipe to spray plate CO Piston cooling oil
7 Compression shim OS Oil spray

Piston
with Three Piston Rings
1. General
The piston (see Fig. ’A’) has the parts that follow:
− Piston crown 1
− Piston skirt 3
− Piston rod 5
− The oil cooling components and piston rings 2.
Ten elastic bolts 9 attach the piston crown 1 and piston rod 5 together. The piston
skirt 3 is directly attached to the piston rod 5 with screws.
The piston rod 5 is attached to the crosshead pin 8 in a specified position. The
compression shim 7 is installed between the piston rod and crosshead pin. The
thickness of the compression shim is related to the compression ratio.
Remark: The mark TOP on all piston rings must point up. For more data about the
piston rings, see the Maintenance Manual 3425−1.
2. Piston cooling
Lubricating oil is used to cool the piston crown 1. The cooling oil ’CO’ flows from the
crosshead pin 8 into the two oil inlets ’OI’. The cooling oil then flows through the oil
pipe 6 (in the piston rod 5) to the spray plate 4. The cooling oil comes out as a spray
’OS’ through the nozzles in the spray plate 4 into the cooling bores of the piston
crown. The oil then flows through the oil return ’OR’ into the crosshead pin 8 and
out through the oil bores to the crankcase.

Piston with Three Piston Rings
A
1
OS
2
4
OR
CO CO
OI 7
WCH00967
Key to Illustration: ’A’ Piston

1 Piston crown 8 Crosshead pin
2 Piston rings 9 Elastic bolt
3 Piston skirt
4 Spray plate OI Oil inlet
5 Piston rod OR Oil return from piston
6 Oil pipe to spray plate CO Piston cooling oil
7 Compression shim OS Oil spray

Crosshead Lubrication and Piston Cooling
1. General
Lubricating oil keeps the pistons cool. High pressure bearing oil lubricates the
crosshead. Each oil system operates independently. The oil from each system
flows through a double articulated lever to the crosshead.
2. Crosshead lubrication
The crosshead lubricating oil flows from the oil inlet 17 through the support 4, the
bottom lever 6 and the top lever 7 to the connecting piece 8. The connecting piece
8 is attached to the connecting rod 10. The oil enters the ring space ’RS’ through
the bore 12. The crosshead pin is lubricated through bores in the top end bearing
shell 9 (see Fig. ’A’). The oil flows through the bore ’OB’ through the connecting rod
10 to the bottom end bearing.
TDC
4 TL
17
16
7
8
BDC
12
11
FUEL SIDE
003.322/00
RS 9 OB 10

Crosshead Lubrication and Piston Cooling
3. Piston cooling
Bearing oil flows from the oil inlet 16 through the support 4, the bottom lever 6 and
the top lever 7 to the connecting piece 8. The oil flows through the bore 13 into the
space 15 in the crosshead pin 11, through bores in the top end bearing shell 9 and
the bores 14. The oil flows outside the oil pipe 3 through the piston rod 1 to the
piston.
The oil then flows inside the oil pipe 3 through the oil return ’OR’ to the center bore
in the crosshead pin 11 to the crankcase. Some of the piston cooling oil is used to
lubricate the guide shoes 2 and the guide shoe pins as shown in Fig. ’B’ (for more
data, see 3326−1).
B
OR
3
’A’ Articulated lever arrangement
1
’B’ Cross section through crosshead
14
7 1 Piston rod
2 Guide shoe
3 Oil pipe
4 Support
5 Column
6 Bottom lever
7 Top lever
8 8 Connecting piece
9 Top end bearing shell
10 Connecting rod
13 11 Crosshead pin
12 Bore (crosshead lubricating oil)
2 13 Bore (piston cooling oil)
14 Bore in crosshead pin
15 Ring space (piston cooling oil)
16 Oil inlet (piston cooling)
9 17 Oil inlet (crosshead lubrication)
11
15 OR Oil return (piston cooling)
10 OB Oil bore (crosshead lubricating oil to
bottom end bearing)
003.892/96
TL Toggle lever
RS Ring space (crosshead
lubricating oil)

Operation Group4
Engine Control and Control Elements Group 4
o Engine Control
− Engine Control System WECS−9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−1/A2
− User Parameters and Maintenance Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−3/A2
− Regular Checks and Recommended Procedures for WECS−9520 . . . . . . . . . 4002−4/A2
− Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−1/A2
o Control Diagram
− Designations (Description to 4003−1, 4003−2 and 4003−3) . . . . . . . . . . . . . . . . 4003−2/A0
− Control Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−2/A3
o Control and Auxiliary Systems

− Detailed Control Diagrams with Interfaces to the Plant . . . . . . . . . . . . . . . . . . . . 4003−3/A3
Drive Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4104−1/A1

Shut-off Valve for Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325−1/A1
Control Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605−1/A1
Local Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618−1/A1
Pick-up for Speed Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628−1/A1
Winterthur Gas & Diesel Ltd. 1/ 15 Pulse / RT−flex56T−D / V2 / 2013

Intentionally blank
Engine Control System WECS−9520
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/15
2. Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/15
3. Engine-related control functions . . . . . . . . . . . . . . . . . . . . . . . 3/15
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15
3.2 Fuel pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/15
3.3 Servo oil pressure setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/15
3.4 Cylinder lubricating system control . . . . . . . . . . . . . . . . . . . . 7/15
4. Cylinder-related control functions . . . . . . . . . . . . . . . . . . . . . . 8/15
4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/15
4.2 Injection control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/15
4.3 Exhaust valve control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/15
4.4 Starting valve control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/15
4.5 Crank angle sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/15
5. Communication between WECS−9520 and
external systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/15
1. General
The Wärtsilä Engine Control System (WECS−9520) is specially designed for

two-stroke engines with Wärtsilä Common Rail technology, which includes all
engine-related control functions (paragraph 3) and cylinder-related control
functions (paragraph 4).
The engine-related control functions are as follows:
− Fuel pressure control
− Servo oil pressure
− Cylinder lubricating system.
The cylinder-related control functions are as follows:
− Volumetric injection control, which includes Variable Injection Timing (VIT)
− Exhaust valve control, which includes Variable Exhaust valve Opening (VEO)
and Variable Exhaust valve Closing (VEC)
− Starting valve control
− Crank angle sensor.
Data buses transmit signals between the external systems, the Propulsion Control
System (PCS) and the Alarm and Monitoring System (AMS) (paragraph 5). These
data buses are the interface between the operator and engine control.
2. Components
Fig. ’A’ shows the related components and their connections.

The primary components of the WECS−9520 are as follows:
− The Shipyard Interface Box (SIB) E90 has communication to the external
systems. The SIB also contains an FCM−20 module as an online spare.
− Each cylinder has a control box E95.xx, which contains an FCM−20 module
for engine and cylinder-related control functions.
The system bus connects all modules.
All control boxes (E90, E95.01 to E95.xx) are installed on the rail unit. The power
supply box (E85) is installed near the engine.

A DRAWN FOR 6 CYLINDERS
Alarm and Propulsion Control System Connector for

Monitoring System Service Access
(AMS)
ECR Remote Telegraph Safety Electronic
Manual Control System System Speed Control
Control System System
Engine Control Room
Rail Unit
FCM−20 SIB
System Bus
Online Spare
E90
PCS Bus
Alarm Bus
FCM−20 FCM−20 FCM−20 FCM−20 FCM−20 FCM−20

Cyl. 6 Cyl. 5 Cyl. 4 Cyl. 3 Cyl. 2 Cyl. 1
E95.06 E95.05 E95.04 E95.03 E95.02 E95.01
Local WECS
Manual Power #1
Control Supply #2
E25 E85 Power Supply
(near the Engine) 2 x 220 VAC
WCH_WECS_9520 Build 106_122.doc (Single Phase)

3. Engine-related control functions
3.1 General
All engine-related control functions are divided within five FCM−20 modules
(cylinders 1 to 5) for 5 to 7 cylinder engines. The last and last but one FCM−20
modules are for the control functions of the cylinder lubricating system.
For safety, all important input and output signals of the modules have redundancy.
If an FCM−20 module becomes defective, the engine will continue to operate. The
power supply also has redundancy (see Fig. ’B’).
A defective FCM−20 module must only be replaced with the online spare module.
If the online spare is installed, a new FCM−20 module must be installed in the
control box E90. This module will receive an application data download and will
then become the new online spare.
B
FCM−20
Online Spare
E90
2 x System Bus
2 x SSI
FCM−20 FCM−20 FCM−20 FCM−20 FCM−20 FCM−20

Cyl. 6 Cyl. 5 Cyl. 4 Cyl. 3 Cyl. 2 Cyl. 1
Engine Fuel Rail Common Servo Oil

TDC Signal Pressure Starting Valves Rail Pressure
Fuel Pump
Actuators
Crank Angle Servo Oil Pump

Unit Actuators
Lubricating Pump
(each Cylinder)
Charge Air Charge Air
Pressure Pressure
DRAWN FOR 6 CYLINDERS

3.2 Fuel pressure control (Fig. ’C’)
C
Injection
Fuel Rail
Fuel
Over-pressure
Safety Valve
Fuel Pressure Fuel Shut-down
Control Valve Pilot Valve
Supply Unit Fuel
Drive Pumps
Main Bearing Oil
Fuel Pump
Actuators
FCM−20 FCM−20 FCM−20

Cyl. 5 Cyl. 4 Cyl. 3
Fuel Booster
Pump (Plant)
System Bus
WCH_WECS_9520 Build 106_137.doc
Engine start:
At engine start, the fuel pump actuators are set to the start position.
Engine operation:
The fuel pressure is related to the engine load.
The control loop for the fuel rail pressure is given as follows:
− The WECS−9520 generates a control signal, which is related to the engine
speed and the fuel command.
− The signals from the FCM−20 modules control the three fuel pump actuators.
Each actuator controls the related fuel pump through the toothed rack.
− Two pressure transmitters measure the fuel pressure. This fuel pressure is
feedback to the FCM−20 modules of cylinders 3 and 4.
Shut-down:
At shut-down, the fuel pump actuators are set to position zero and the the safety
system activates the fuel shut-down pilot valve.

3.2.1 Emergency mode
One actuator defective:

If one of the fuel pump actuators is defective its toothed rack stays in position, or a
spring moves the toothed rack to the maximum position.
The other actuators will continue to control the fuel pressure. At less than the
medium load, the fuel pressure control valve releases unwanted fuel.
3.2.2 Monitored items
Pressure:
The fuel pressure is monitored. If the fuel pressure is out of tolerance, a failure is
shown.
Sensors:
The sensors are monitored. If the sensors are out of range or more than the
difference, a failure is shown. Also, the LEDs on the FCM−20 modules of cylinders
3 and 4 will flash (see 0850−1 ’Failures and Defects of WECS Components’).
3.3 Servo oil pressure setpoint (Fig. ’D’)
D
To Injection to Exhaust Valve
Control Units Control Units
Servo Oil Rail
Safety Valve
Supply Unit
Drive
Servo Oil Servo Oil Pumps

Service with Internal Pres-
Pump sure Controller
FCM−20 FCM−20 FCM−20 FCM−20

Cyl. 4 Cyl. 3 Cyl. 2 Cyl. 1
Servo Oil
(with added System Bus
filtered lube oil)

3.3.1 Pressure setpoint

Each servo oil pump has an internal mechanical pressure controller with an
electrical setpoint. A pulse width modulation (PWM) signal gives this setpoint.
The FCM-20 module supplies the setpoint. The setpoint is related to the engine
load.
A closed loop control adjusts the pressure decrease in the pipes between the
servo oil pumps and the servo oil rail.
Each pressure controller of the two servo oil pumps is connected to an FCM−20
module (cylinders 3 and 4).

If one servo oil pump becomes defective, the system will continue to operate. The
other servo oil pump will continue to supply the necessary pressure to the servo oil
rail.
3.3.3 Monitored items
Pressure:
The pressure is monitored. If the pressure out of tolerance, a failure indication
shows.
Sensors:
The sensors are monitored. If the sensors are out of range, a failure indication
shows and the related LEDs will flash on the FCM−20 modules of cylinders 1 and 2
(see 0850−1 ’Failures and Defects of WECS Components’).

3.4 Cylinder lubricating system (Fig. ’E’)
E Servo Oil Rail

Pressure
Reducing
Valve
Measurement
Tube
Lubricating
Pump
to next Pump
4/2-way Filter
Solenoid
Valve
Lubricating
Oil
ALM−20 ALM−20 ALM−20 ALM−20 ALM−20 ALM−20 ALM−20

Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6 Cyl. 7
CAN Bus
FCM−20 FCM−20
Cyl. 6 Cyl. 7
DRAWN FOR
7 CYLINDERS System Bus
3.4.1 General
The last and last but one FCM−20 modules control the functions of the cylinder
lubricating system. When a control signal is received from an FCM−20 module,
each ALM−20 (control unit) operates its related lubricating pump. The dual circuits
of the system bus, CAN bus and power supply make sure of redundancy.

If an FCM−20 module or bus becomes defective, the other FCM−20 module or bus
makes sure that control of the cylinder lubricating system continues. A passive
failure indication is shown in the WECS−9520 (see also 0850−1).

4. Cylinder-related control functions
4.1 General (Fig. ’F’)

Each cylinder has an FCM−20 module. A redundant system bus gives
communication between the FCM−20 modules.
The last and last but one FCM−20 modules receive the crank angle signal from a
redundant SSI bus.
If an FCM−20 module becomes defective, the related cylinder is cut out. The other
FCM−20 modules continue to operate.
Functions:
− Volumetric injection control (with VIT)
− Exhaust valve control (with VEO/VEC)
− Starting valve control
F Injection Control Unit

Rail Valves 1 to 3
Starting
Valve
Exhaust Valve Control Unit
Rail Valve
Injection Quantity Valve

Sensor Stroke
Start Air Pilot Valve
Rail Valve Injection
Sensor
Injection Quantity
Rail Valve Return
Rail Valve Return

Rail Valve Return
Exhaust Valve Position
Rail Valve Close

Rail Valve Open
Module Bus
FCM−20
(CANopen)
System Bus (CANopen)
2 x SSI

4.2 Injection control
Servo
Oil Fuel Quantity
Rail Valves
Piston Fuel Quantity
Sensor
Injection
Return
Injection Fuel Quantity

Control Signal
Valves
Fuel Injection
Rail Valves
Fuel

All components are shown in
the No Injection position
Injection valve control function:

All injection valves related to the rail valves of a cylinder are controlled
independently, but with one common feedback signal for the injected fuel quantity.
Usually, all injection valves are activated at the same time. Special operation
modes enable the injection with only one or two injection valves, or with spray
intervals (multi−shot patterns) (see also 0280−1 WECS−9520 Injection control).
To improve the fuel spray at low load, one or two injection valves are cut out
automatically.
The FCM−20 module is used to amplify control outputs up to the necessary signal
strength for the rail valves.
Rail valve ON-time measurement:

The supply of the rail valve is cut off as soon as the valve piston has moved. This is
the measured ON-time and is shown in the remote control.
The measured ON-time gives some data about the rail valve condition.
Initial set-pulse:
Because the rail valves are bistable, their initial position is not specified. Thus, at
engine standstill, set-pulses are sent to the rail valves at intervals to get a specified
position.

Injection control:
Fuel injection is controlled as follows:
− Data from the crank angle and VIT are used to calculate the injection start
− The rail valves are activated to release the injection.
− The time difference between the injection start signal and the injection start is
known as the injection deadtime. The injection start is sensed when the fuel
quantity piston moves.
− The stroke of the fuel quantity piston gives the injection quantity. The injection
is stopped when the fuel quantity piston is at the calculated stroke.
− The governor calculates the injection quantity. The injection quantity is related
to the control signal.
− On the subsequent injection cycle, the calculation of the correct injection time
includes the measured injection deadtime.
− The operation of the injection system is monitored at each cycle.
Reversing:
For operation of the the engine in ASTERN, the crank angle is mirrored.
Emergency mode:
If the fuel quantity sensor is defective, the control system changes the fuel
command signal from the related FCM−20 module into a time period. The related
cylinder is then controlled with timed injection.
4.3 Exhaust valve control (Fig. ’H’)
Exhaust Valve Control

H
Rail Valve Throttle Throttle
Valve Stroke
Exhaust Valve Sensor
Control Unit
Air Spring
Servo Air
Oil
All components are shown

WCH_WECS_9520 Build 106_146.doc in the Closed position
Exhaust valve function:

The exhaust valve opens and closes once each full turn of the crankshaft. The
valve stroke sensor measures the exhaust valve movement.
The FCM−20 amplifies the control outputs up to the necessary signals for the rail
valves.

Rail valve ON-time measurement:

The time between the start signal and the valve piston movement is measured,
then shown in the remote control.
Initial set-pulse:
Because the rail valves are bistable, their initial position is not specified. Thus,
when the engine has stopped, set-pulses are sent to the rail valves at intervals to
get a specified position.
Exhaust valve control:
The exhaust valve movement is controlled as follows:
− The open command of the exhaust valve is calculated in relation to the crank
angle and VEO.
− Operation of the rail valve to the open position.
− Measurement of the open deadtime: Displacement time from 0% to 15% of
the valve stroke.
− The close command of the exhaust valve is calculated in relation to the crank
angle and VEC.
− Operation of the rail valve to the closed position.
− Measurement of the close deadtime: Displacement time from 100% to 15% of
the valve stroke.
− After the crankshaft has completed one full turn, the timing for the subsequent
cycle is compared to the deadtime of the cycle before and corrected.
Reversing:
For operation of the engine in ASTERN, the crank angle is mirrored.
Emergency mode:
If the valve stroke sensor becomes defective, the exhaust valve control continues
with time control for the related cylinder.
4.4 Starting valve control
The FCM−20 module directly opens and closes the starting valve once each full
turn of the crankshaft at a specified crank angle until the engine operates.
Reversing:
For starting the engine in ASTERN, the crank angle is mirrored.
4.5 Crank angle sensor
Two crank angle sensors are installed at the free end. The crankshaft operates
these crank angle sensors through a coupling. The crank angle sensors give an
absolute angle signal (not in increments).
Each of the two signals are transmitted to each cylinder related FCM−20. The
signals are not transmitted to the online spare.
After maintenance on the crank angle sensors or their related drives, the signals
must be compared to the indication on the flywheel. If there is a difference, this
must be adjusted on the remote control.
Crank angle signals:
Each of the two crank angle signals and the TDC signal are compared with each
other.
An alarm, slow-down signal or shut-down signal is shown if the three signals do not
agree within a specified tolerance.

5. Communication between WECS−9520 and external systems
WECS−9520 gives the data communications that follow to the:

− Propulsion control system
− Alarm and monitoring system (AMS)
− Control panel at the local maneuvering stand
− BACKUP control box in the control room.
The standard version of WECS−9520 has the external communications that
follow:
D Two redundant data cables to the remote control
D Two redundant data cables to the AMS
D One data cable to the local control panel
D One data cable to the BACKUP control box in the control room
D One data cable to a connector at the BACKUP control box of the remote
control for connection to a notebook for the service personnel.
For the schematic diagrams, see Fig. ’I’ and Fig. ’A’.
Remark: The communications between the systems can be different and is
related to the approved system manufacturers (see the related documentation).
5.1 Propulsion control system

The propulsion control system is divided into the subsystems that follow:
D The remote control system (RCS)
D The electronic speed control system
D The safety system
D The telegraph system.
Remark: The safety system and telegraph system operate independently and are
fully operational if remote control functions become defective.
5.2 Remote control system

The primary functions are as follows:
D Start, stop, reverse
D Automatic slow turning
D Auxiliary blower control
D Transfer control
D Speed setting
D Automatic speed setting program.
Data about the WECS−9520 status is available in the remote control.
This includes measured values of sensors, alarm indications, parameter settings
and trend lines (see the documentation of remote control manufacturer).

The operator can adjust the user parameters e.g. maximum fuel limit, running-in
mode and fuel quality setting (FQS).
The operator selects the necessary command on the RCS (e.g. AHEAD or
ASTERN). The RCS sends the commands to operate the engine.
The related FCM−20 sends a load signal to the RCS from the average measured
fuel quantity signals.
Two charge (scavenge) air signals are transmitted to the RCS through the
WECS−9520, thus the signal has redundancy.
If there is a malfunction the WECS−9520 sends an alarm signal to the AMS, or a
slow-down/shut-down signal to the safety system.
Parameter setting:
The parameters are divided into two groups:
− User parameters, access without password
− Expert parameters, access with password only.
The operator can adjust the user parameters e.g. maximum fuel limit, running-in
mode and fuel quality setting (FQS).
Expert parameters are changed only by service personnel, usually during
commissioning. A typical expert parameter is the firing order of the engine, which is
set only once. There is a connector for service access in the engine control room.
5.3 BACKUP control box

The BACKUP control box is part of the propulsion control system and installed in
the ECR console. The same control functions can be carried out as at the local
control panel (see also 4618−1).
5.4 Electronic speed control system

The speed control system is an electronic device that is not part of the
WECS−9520.
The electronic speed control system:
D Keeps the engine speed at the necessary value (from the remote control)
D Transfers the fuel command to the WECS−9520.
The fuel quantity limit is related to the charge (scavenge) air pressure and engine
protection.
The WECS−9520 receives a fuel command signal from the governor.
This signal is transmitted to all the FCM−20 modules. This is the setpoint for the
fuel quantity to be injected.
If the speed control system becomes defective, the engine can operate in:
− LOCAL mode − manual adjustment of the fuel quantity at the local control
panel, or
− ECR BACKUP mode from BACKUP control box in control room.
Attention! In BACKUP mode an engine with a controllable pitch propeller (CPP)
must be operated with the propeller pitch locked to avoid overspeed.

5.5 Safety system

The safety system has the primary functions that follow:
D Emergency stop
D Overspeed protection
D Automatic shut-down
D Automatic slow-down.
The WECS−9520 will transmit a signal to the safety system for each malfunction.
For more data, see 0850−1 ’Failures and Defects of WECS Components’.
5.6 Telegraph system

The telegraph system is used to transmit maneuvering signals from the bridge to
the control room and the local control panel.

Alarm and
Propulsion Control System
Monitoring System
DENIS−9520
Remote Control Specification Alarm
Signals
Independent Subsystems: Alarms
Slow-down
signals
Remote Safety Electronic Telegraph Alarm and
Service Access
Control System Speed Control System Slow-down
Control Panel
Connector for
ECR Manual
System System Signals
Bus Bus
Command Orders from RSC/Speed Control
Bus to ECR Manual Control Panel

Feedback Signals from WECS
Alarm and Slow-down signals

Bus for Service Access
WECS Alarm Signals

Signal for Control
Signals for Alarm

Signal for Safety
Indications
D E N I S − 9 5 2 0 E n g i n e S p e c i f i c a t i o n
Bus to LCP
E10, E20, etc. E25 E90 E110, E120, etc.

Control Terminal Boxes WECS Shipyard Interface Box Alarm Terminal Boxes
Local
Control
Sensors and Actuators Panel WECS−9520 Alarm Sensors
Local Indications WECS Sensors and Actuators
RT−flex Engine

Intentionally blank
User Parameters and Maintenance Settings
1. General
The operator can get access to the user parameter settings without a password.
The operator can get access to the maintenance settings only with a password or a
key.
You use the Operator Interface of the remote control to change or set the
parameters in the WECS−9520 as follows:
− User parameters in USER
− Maintenance settings in ADJUST.
For data about how to get these areas to change the related values, see the
documentation of the remote control manufacturer.
1.1 User parameters
Parameter Function
FQS The FQS can be set to adjust the maximum firing pressure
(Fuel quality setting) to the nominal value.
A negative correction angle will advance the injection start
and increase the maximum pressure.
A positive correction angle will retard the injection start and
decrease the maximum pressure.
VIT on/off VIT is usually set to on (shown as ON).
VIT can be set to off (shown as OFF) for running-in.
OFF means injection starts at the nominal angle and is not
related to the engine power.
Inj. cut off Can be used to stop fuel injection to a cylinder if necessary
(Injection cut off) (e.g. for liner/piston ring problems or damaged injection
system). The exhaust valve stays in usual operation.
Inj. venting Injection units of one cylinder, or all cylinders can be
(Injection venting) vented. The rail valves will be activated at intervals for a
specified time. The servo oil service pump must be set to
on.
This must be done before each engine start after a stop of
some hours.
Exv. A/M Cmd Can be used to manually open and close an exhaust valve
(Exhaust valve auto/man- when the engine has stopped. Can also be used for tests
ual command) and venting e.g. after maintenance.
Conditions: The servo oil service pump must be set to on,
to get pressure in servo oil rail.
The air spring pressure must be available.
Start Valves Checking To do checks of the control valves on the shut-off valve for
(Common start valves 1/2, starting air.
enable/disable) Set a valve to off to do a check of the other valve.
Heavy Sea Mode Can be set to on in heavy sea. This function sets the fuel
rail pressure to a constant value and is not related to the
engine power. Pressure control becomes more stable. Set
to off when weather conditions become light and before
manoeuvring.
Lubrication (Feed rate) Adjusts the necessary feed rate in steps of 0.1 g/kWh.

User Parameters and Maintenance Settings
1.2 Maintenance settings
Parameter Function
Crank Angle (PARA3) For crank angle settings and checks after maintenance, or
Crank angle offset, engine when the crank angle sensor unit is replaced.
TDC offset For the input of crank angle differences (mean values) and
to do checks of the measured values.
Exv. closing offset Cylinder pressure fine tuning in service:
(Exhaust valve closing Adjustment of compression pressure.
offset)
Inj. begin offset Cylinder pressure fine tuning in service:
(Injection begin offset) Permits adjusting of maximum firing pressure.
Inj. correction factor The injected fuel quantity for each cylinder can be
(Injection correction factor) independently decreased to 80%.
Servo oil pump, Must be done during the initial adjustment of the engine at
Pr. setp. tun. shop trial.
(Servo oil pump, After a servo oil pump replacement, it could be necessary
pressure setpoint tuning) to adjust the pressure set point if one pump gives a No
Flow indication at low load. If this occurs, increase the
pressure until you get the correct value.

Regular Checks and Recommended Procedures for WECS−9520
1. General
For safety, you must do a check of the redundant control systems and the
components in standby mode at regular intervals.
2. Monthly checks
2.1 LOCAL MANUAL CONTROL (Local Control)

⇒ Do an engine start in LOCAL MANUAL CONTROL mode.
3. Quarterly checks
3.1 Level switch

See 8016−1 ’Servo oil leakage system’ and 8019−1 ’Fuel leakage system’.
⇒ Do a check of the electrical cable junctions.
⇒ Remove the terminal cover from the sensor.
⇒ Change the selector switch from MAX to MIN.
Remark: An alarm will be activated and the LED display on the sensor shows red.
⇒ Set the selector switch back to the original position.
⇒ Install the terminal cover to the sensor.
3.2 Power supply to FCM−20 and ALM−20 modules and fuel pump actuators
⇒ In the power supply box E85, make sure that all related circuit breakers are set
to on (see also Location of flex Electronic Components 9362−1 and the block
diagram in box E85).
Remark: Do the check below only when the engine is stopped, e.g. during the
engine start procedure.
⇒ Do a check of the main supply switch-over functions as follows:
− At the main switchboard (plant side), set to off then set to on the AC #1.
The WECS−9520 must stay in full operation.
3.3 Pressure switch PS5017C on the shut-off valve

Remark: If the pressure switch PS5017C on the shut-off valve is defective, you
cannot start the engine in LOCAL MANUAL CONTROL mode.
Remark: Do the step below when the engine is stopped.
⇒ On the WECS−9520 manual control panel, push the LOCAL MANUAL
CONTROL button (see 4618−1).
⇒ Do the checks of the indications of the turning gear:
− Engaged = switch open
− Disengaged = switch closed.

Regular Checks and Recommended Procedures for WECS−9520
3.4 Starting air control valves

⇒ In the remote control, set to off one of the starting air control valves activated
by FCM−20 of cylinder 1 or 2 (user parameter, function Start Valves
Checking).
⇒ Do an an engine start with starting air (AIR RUN) only, or slow turning.
⇒ Do the test procedure again with the other starting air control valve.
Remark: After each start, the WECS−9520 automatically activates the two
starting air control valves.
4. Recommended procedure to replace FCM−20 modules
Remark: If possible, do this procedure when the engine has stopped.

⇒ Disconnect the power supply to the control box E90.
⇒ In the control box E90, disconnect the power supply to the FCM−20 module on
the related cylinder.
⇒ Remove the on line spare FCM−20 module from the control box E90.
⇒ On the related cylinder, replace the unserviceable FCM−20 module with the
on line spare.
⇒ Install a new FCM−20 module to the control box E90 in the on line spare
position. This new FCM−20 module becomes the on line spare.
⇒ Connect the power supply to the control box E90 and the related FCM−20
module.
⇒ The new on line spare in the control box E90 will receive a download of all
application data.
5. Recommended procedure to replace ALM−20 modules
Remark: You can do this procedure during engine operation, or when the engine
has stopped.
⇒ Replace the defective ALM−20 module.
⇒ Do a check of the function of the new ALM−20 module (outer LEDs), see
7218−1 ALM−20 module paragraph 5.

Engine Control
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/11
2. Control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11
3. Engine local control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11
4. Engine control system checks . . . . . . . . . . . . . . . . . . . . . . . . . 3/11
4.1 Prepare as follows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/11
4.2 Control air supply unit A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/11
4.3 Starting up of WECS−9520 control system . . . . . . . . . . . . . . 4/11
4.4 Safety and alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/11
4.5 Automatic filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/11
4.6 Auxiliary blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/11
4.7 Servo oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/11
4.8 Exhaust valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/11
4.9 Cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/11
4.10 Toothed racks of fuel pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11
4.11 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11
4.12 Starting system and start interlock . . . . . . . . . . . . . . . . . . . . . 9/11
4.13 Overspeed system and start procedure . . . . . . . . . . . . . . . . 11/11
4.14 Start on fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/11
1. General
The DENIS−9520 (Diesel Engine CoNtrol and OptImizing Specification) and the
WECS−9520 (Wärtsilä Engine Control System) are designed so that different
remote controls can be used. All nodes are fully specified. Terminal boxes are
installed on the engine, to which the cable ends from the control room or from the
bridge (related to the remote control) can be connected.
The engine control includes all parts that are necessary for engine safety and to
operate and monitor the engine.
Engine control diagram (4003−2):

The engine control diagram is a schematic diagram of all control components and
their connections.
All code numbers and designations used in the description that follows are found in
the control diagram and 4003−2, Part Code Numbers paragraph 1.
Control and auxiliary systems (4003−3):

On these pages the section diagrams of the engine control are shown in detail. The
data give a general view of:
− Connections of the different systems
− Interfaces from the engine to the plant, or to the remote control
− Code designations for the identification of external connections.

Engine Control
2. Control Functions
The engine control lets you do the functions that follow:

− Engine start, running, reversing, maneuvering and stop
− Engine speed adjustment and control
− Partial safeguarding and monitoring the engine.
You do the function checks before you put the engine into operation (see
paragraph 4 Engine control system checks).
Interlocks give protection against incorrect maneuvering.
The control media pressures are given in the table below.
Control media Pressures

Control air from board system 7 bar to 9 bar (see 1)
Control air from starting air system Maximum 30 bar
Starting air from starting air bottle Maximum 30 bar (see 2)
Main bearing and piston cooling oil 3.6 bar to 5.0 bar
Crosshead bearing oil 10 bar to 12 bar
Servo oil 100 bar to 200 bar
1) The pressure reducing valve 23HA is used to decrease the source pressure
(7 bar to 9 bar) to 6.5 bar.
2) The pressure reducing valve 19HA is used to decrease the source pressure
(30 bar) to 6 bar.
3. Engine local control
The engine can be operated at the local control panel (see also 4618−1).
This mode of operation can be chosen e.g. if there are failures in electronic speed
control system or remote control.
Remark: The operator must not leave the local maneuvering stand. The operator
must regularly monitor the engine speed so that the fuel supply can be immediately
adjusted when necessary.
Prepare as follows:
⇒ At the WECS−9520 manual control panel (see 4618−1), push the button
LOCAL MANUAL CONTROL (Local Control) for mode transfer to local
manual control.
Engine start:
⇒ Push the button AUX. BLOWER PRESEL.
⇒ Turn the rotary knob to approximately 15% start fuel charge (see display).
⇒ Push the button START AHEAD or START ASTERN until the engine
operates.
⇒ Slowly adjust the rotary knob until the engine operates at the necessary
speed. You can see the related value on the display and speed indicator.

Engine Control
Reverse:
⇒ Turn the rotary knob to 15% fuel injection quantity (see display).
⇒ Push the button START AHEAD or START ASTERN until the engine runs in
the applicable direction.
Remark: On ships under way, this procedure can be some minutes, because the
propeller is dragged in the opposite sense of rotation.
Engine stop:
⇒ Use the rotary knob to decrease the engine speed / load.
⇒ Push the STOP button.
Remark: You can also use the ECR manual control panel for the procedure above.
The buttons and rotary knob only operate when the related WECS−9520 control
panel is selected to be in control (see 4618−1 ’WECS−9520 manual control
panel’).
4. Engine control system checks
If parts of the pneumatic control system were disassembled, removed or replaced

during an overhaul, a general operational check must be made before
commissioning. The paragraphs that follow give instructions about the
procedures.
The item numbers of the valves and the designations that follow relate to those in
the engine control diagram 4003−2 and control and auxiliary systems 4003−3.
Attention! Leaks that are found must be repaired during the control system
checks.
4.1 Prepare as follows

⇒ Open the indicator valves.
⇒ Close the shut-off valves on the starting air bottles. Use the handwheel 2.10 to
close the shut-off valve for starting air 2.03.
⇒ Use the venting valve 2.21 to remove air from the starting air supply pipe.
⇒ Use the venting valve 2.27 to remove air from the starting air main distributor.
⇒ Release the air in the control air bottle 287HA.
⇒ Do a check of the oil quantity and gear lubrication, then engage the turning
gear.
⇒ Make sure that the servo oil service pump 4.88 is set to off (main switch).
⇒ Make sure that the cooling water is chemically treated (see 0760−1 Operating
Media, Cooling Water, Treatment).

Engine Control
4.2 Control air supply unit A

⇒ At connection A2, use the shut−off cock 36HC to open a 30 bar supply to the
control air supply.
⇒ Make sure that the shut-off cock 36HA is open.
⇒ Use the valve 19HA to adjust the air pressure for the air spring air to 6 bar. Do a
check of the pressure gages PI4341M and PI4412M.
⇒ At connection A1, use the shut-off cock 36HB to open an 8 bar supply from the
board supply to the control air supply unit.
⇒ Use the valve 23HA to adjust the air spring air and control air pressure to 6.5
bar. Do a check of the pressure gages PI4341M and PI4412M.
⇒ Do a check of the air pipes for leaks.
⇒ Make sure that air flows to the automatic filter 4.20 and the blocking valve 2.13
on the turning gear, oil mist detector and exhaust waste gate (optional).
⇒ Use the pressure reducing valve to adjust the air pressure to the oil mist
detector system If applicable).
4.3 WECS−9520 control system start
⇒ In the power supply box E85, set all the circuit breakers to on.
⇒ Each time you set a circuit breaker to on, make sure that on all FCM−20
modules, the green LEDs come on.
⇒ Make sure that no red LEDs come on.
Remark: The FCM−20 modules are in operation when the SW LED is constantly
green.
4.4 Safety and alarm system
⇒ Make sure that the WECS−9520, RCS, safety system, alarm and monitoring
system are set to on.
⇒ On the control room console, push the EMERGENCY STOP button. Make
sure that the fuel pressure control valve 3.06 and the fuel shut-down pilot
valve 3.08 operate.
⇒ Do the procedure above from the local control and the bridge.
⇒ Connect the pressure calibration hand-pump to the the pipe that has the
pressure sensor PS1101S.
⇒ Use the pressure calibration hand-pump to increase the pressure to more
than the reference pressure given in the table below (e.g. to 10 bar).
Medium Code No. Pressure Action Time delay

Cylinder cooling water PS1101S 2.5 bar Stop 60 sec.
Main bearing oil PS2002S 2.9 bar Stop 60 sec.
Piston cooling oil PS2541−xxS 0.4 bar Stop 15 sec.
Air spring PS4341S 4.5 bar Stop 0 sec.
Remark: The setpoints shown above are for reference only. For the applicable
settings, see the Operating Data Sheet 0250−2.
⇒ Make sure that the pressure switch opens.
⇒ Decrease the pressure in the pipe to set the pressure switch to the correct
pressure (e.g. 1.5 bar). Make sure that the pressure switch stays open.
⇒ Disconnect the pressure calibration hand-pump from the pipe.
⇒ Do the steps above for the pressure switches PS2002S, PS2541−xxS and
PS4341S.

Engine Control
Passive failures:
⇒ To monitor the passive failures, put a resistor in the plug between the
connections 2 and 3 of the pressure switches that follow:
− PS1101S
− PS2002S
− PS4341S.
⇒ To monitor the passive failures, put a resistor in the plug between the
connections 1 and 3 of the pressure switches PS2541S−PS25xxS.
The values of resistors that are related to the the different remote controls are
given in the table below:
Supplier Resistor Power

[kOhm] [W]
KONGSBERG Maritime 10 0.6
SAM / Lyngsø 8.2 0.6
NABTESCO 5.6 0.6
⇒ To activate an alarm in the oil mist detection system, do the procedure given in
the Oil Mist Detector manual.
Speed pick-ups and TDC:

⇒ Do a check of the pick-ups for speed measurement as follows:
− Use the turning gear to turn the crankshaft.
− Make sure that the LEDs on the speed pick-ups come on and go off when
the TDC mark and a tooth (of the flywheel) move across the proximity
sensor face.
Level switches:
⇒ Do a check of the level switch in the condensate collectors as follows:
− Manually operate the float switch to activate a high-level alarm.
⇒ Do a check of the level switch in the leakage oil return as follows:
− Manually operate the float switch to activate a high-level alarm.
4.5 Automatic filter

⇒ Make sure that control air is available at the automatic filter.
⇒ In the oil pipe upstream of the automatic filter, make sure that ball valve is
open.
⇒ In the pressure compensating pipe near the oil outlet, make sure that the stop
valve is closed.
⇒ Make sure that there is a power supply at the control box E92. Set the main
switch to on.

Engine Control
⇒ To adjust the settings to those given in the table below (and for other
parameter settings), refer to the instructions given in the documentation of the
control box E92 (Boll & Kirch electronic controller Type 2200).
Function Parameter Adjustment

Flushing interval in hours P2 1
Flushing interval in minutes P3 0
Flushing interval in seconds P4 8
Remark: See also the instructions of the automatic filter manufacturer.

⇒ On the control box E92, push the center button on the keypad to start a flush
cycle of eight seconds.
⇒ Make sure that the motor of the rotation device turns in the correct direction
(clockwise when seen from the top).
4.6 Auxiliary blowers

Attention! Before you do the test that follows, make sure that the turbocharger
lubricating system is in operation.
⇒ Set to on the power supply for the two auxiliary blowers.
⇒ On the WECS−9520 manual control panel, push the button LOCAL MANUAL
CONTROL (see 4618−1) to get control.
⇒ Push the button AUX. BLOWER PRESEL. No shutdown must be active.
D Auxiliary blower #1 must start immediately.
D Auxiliary blower #2 must start after two to three seconds.
Remark: This period can be set on the time relay in the auxiliary blower control
box.
⇒ Do the test again from the ECR manual control panel.
⇒ Make sure that the auxiliary blowers turn in the correct direction.
⇒ In the terminal box E12, connect the calibration pump (tool) to the pressure
transmitter PT4043C (0−6 bar TIER II).
⇒ Make sure that the transmitter output (4 mA to 20 mA) is related to the
simulated pressure (0 bar to 6 bar TIER II). If necessary adjust or replace the
transmitter.
Remark: You can see the value in the operator interface (flexView).

Engine Control
⇒ Remove the calibration pump.

⇒ In the terminal box E12, connect the calibration pump (tool) and a multimeter
to the pressure transmitter PT4044C to simulate scavenge air pressure (0 to 6
bar TIER II).
⇒ Remove the calibration pump.
The auxiliary blower start/stop hysteresis (see the table below) is adjusted in the
remote control.
IMO TIER II
Best cost Best efficiency
Pressure Pressure Pressure Pressure
A B A B
[barG] [barG] [barG] [barG]
< 0.45 > 0.65 < 0.80 > 1.00
Remark: In the table above, the term barG is equal to 1 bar at sea level.
4.7 Servo oil system

⇒ Start the main bearing oil pump. Make sure that the operation pressure is
correctly adjusted.
⇒ Start the servo oil service pump 4.88.
⇒ The pressure in the servo oil rail 4.11 must be approximately 80 bar to 100 bar.
You can see the related value on the WECS−9520 manual control panel
display.
⇒ Make sure that the pressure in the pulse lubrication system is 50 bar. If
necessary, use the pressure reducing valve 8.11-1 to adjust the pressure.
⇒ When the servo oil system is pressurized, set the servo oil service pump 4.88
to off.

Engine Control
4.8 Exhaust valve drive, position feedback

⇒ In the flexView, manually open the exhaust valve 4.01 on cylinder #1 (see
4002−3 paragraph 1.1 parameter Exv. A/M Cmd).
⇒ When the exhaust valve opens, record the value (mA) shown in the flexView
EXV, of fields Open position sensor 1.
⇒ On cylinder #1, close the exhaust valve 4.01.
⇒ When the exhaust valve is closed, record the value (mA) shown in the remote
control, EXV in the field Open position sensor 1.
⇒ Do the procedure given above for each exhaust valve.
Remark: The values shown must be almost the same for all cylinders ±1.5 mA. If
not, an exhaust valve is not fully open or the sensors are defective.
⇒ In the flexView, set the parameters of each exhaust valve drive to AUTO.
4.9 Cylinder lubrication

⇒ Make sure that all ALM−20 modules are electrically connected. The green
power LED comes on when the power supply is set to on and the lubricating
system software operates correctly (no red LEDs).
⇒ Make sure that the stop valve 4.30−5 is open.
⇒ Make sure that the servo oil pressure is 50 bar. If necessary, use the pressure
reducing valve 8.11−1 to adjust the pressure. The value is shown on the
pressure gage PI2041L.
⇒ Make sure that there is a supply of lubricating oil and the duplex filter 8.17 is
clean.
⇒ Make sure that the ball valve is open in the oil pipe downstream of the
measurement tube 8.19.
⇒ In the lubricating pumps, fully move the shut-off valve to the operation
position.
⇒ Bleed the duplex filter 8.17, measurement tube 8.19 and all lubricating pumps
8.06 (see 7218−1, Cylinder Lubrication, paragraphs 4.3 and 4.4).
⇒ In the field MANUAL LUBRICATION ON CYL., select the related cylinder
number (in the operator interface), or activate MANUAL EMERGENCY on the
4/2-way solenoid valve.
⇒ Look through the scavenge ports to make sure that lubricating oil flows down
the cylinder liner from the lubricating quills.
Remark: The number of lube pulses can be changed to those necessary for
operation conditions (e.g. 20 lube pulses to do a feed check, or to bleed the
system). In the flexView, see the field LUBRICATION − MANUAL LUB. NR. OF
CYCLES.

Engine Control
4.10 Toothed racks of fuel pumps

⇒ Make sure that the toothed racks are installed correctly, see the Maintenance
Manual 5801−1, Adjusting the regulating linkage.
⇒ Make sure that the toothed racks move freely over the full range of travel.
Do not set to on actuators that are disconnected from the toothed racks, or
disconnect a toothed rack from actuators that have power. Damage to the
actuators can occur.
4.11 Fuel system
⇒ Start the fuel booster pump 3.15.
⇒ Make sure that the pressure retaining valve 3.53 is set to get a pressure
difference of 3 bar to 5 bar. The pressures upstream and downstream of the
pressure retaining valve are shown on the pressure gages PI3421L and
PI3431L. For the setting values, see 0250−1 Operating Data Sheet.
⇒ The fuel shut-down pilot valve 3.08 must be closed (i.e. not energized).
⇒ On the fuel pressure control valve 3.06, make sure that the knurled screw is
fully tightened to its bottom stop.
⇒ Remove the plug 3.39 and the plug on the stop valve 3.40 (between servo oil
rail and fuel rail).
⇒ Connect the pipe (tool 94583) between the plug 3.39 and the stop valve 3.40.
⇒ Start the main bearing oil pump and the servo oil service pump 4.88.
⇒ Open the stop valve 3.40. The fuel rail must now be pressurized with
approximately 100 bar.
⇒ In the flexView, select Inj. venting to bleed the injection system (see 4002−3
paragraphs 1 and 1.1).
⇒ Push all EMERGENCY STOP buttons, to activate a shut-down.
D The fuel pressure control valve 3.06 must open immediately, and the pressure
in fuel rail 3.05 must decrease to 0 bar. You can see the pressure decrease on
the WECS−9520 manual control panel display (see 4618−1 paragraph 2).
⇒ Close the stop valve 3.40.
⇒ Release the pressure in the fuel rail 3.05.
⇒ Remove the pipe (tool 94583) between the plug 3.39 and the stop valve 3.40.
⇒ Install the plug 3.39 and the plug on the stop valve 3.40.
⇒ Set the EMERGENCY STOP button so that the system can operate again.
4.12 Starting system and start interlock
Start interlock:
D The shut-off valve for starting air 2.03 is closed and air is released from the
starting air supply pipe.
D The turning gear is engaged.
⇒ Loosen the pipe to valve unit E at the connection E6. No air must come out of
the pipe.
⇒ Slowly disengage turning gear. Make sure that no air comes from the pipe
when:
− The turning gear pinion is engaged
− The axial clearance between the flywheel teeth (crank angle mark) and
the turning gear pinion is not more than 10 mm.
Remark: Do the check above each time you engage / disengage the turning gear.
⇒ Connect the pipe to connection E6.

Engine Control
Shut-off valve for starting air:

⇒ Remove the shuttle valve 115HA from valve unit E . Make sure that the three
O-rings stay in position.
⇒ On the WECS−9520 manual control panel, select LOCAL MANUAL
CONTROL (see 4618−1).
⇒ Push the button AIR RUN.
⇒ Make sure that the two solenoid valves ZV7013C and ZV7014C are
energized (use a screwdriver or a magnet tester).
⇒ Make sure that control air comes out of each pipe from the solenoid valves
ZV7013C and ZV7014C in valve unit E (see 4003−2 Control Diagram).
⇒ Make sure that:
− The shut-off valve for starting air 2.03 is manually closed.
− There are no active shut-down signals released.
− The turning gear is disengaged.
− The auxiliary blowers are set to off (AUX. BLOWER STOP button).
⇒ On the WECS−9520 manual control panel, select START AHEAD.
⇒ Make sure that the indications No Aux. Blower Running and Start Interlock are
shown on the WECS−9520 manual control panel. No start command is
released.
⇒ Select START ASTERN.
⇒ Make sure that the indications No Aux. Blower Running and Start Interlock are
shown on the WECS−9520 manual control panel. No start command is
released.
⇒ Select AUX. BLOWER PRESEL.
⇒ Do the tests for START AHEAD and START ASTERN as given above.
D The auxiliary blowers start and control air comes out of each pipe from the
solenoid valves ZV7013C and ZV7014C in valve unit E .
⇒ Make sure that the O-rings are in position in the shuttle valve 115HA.
⇒ Install the shuttle valve 115HA to valve unit E .
Turning gear interlocks:
⇒ Make sure that the pressure switch PS5017C (set−point 2 bar) and the switch
ZS5016C are not activated (open contact).
⇒ Make sure that the indication Turning Gear Engaged is shown on each
WECS−9520 manual control panel (i.e. on the ECR console and the local
maneuvering stand.
Attention! Make sure that the engine is ready for service, the shut-off valve for
starting air 2.03 is closed and the starting air supply pipes have no pressure.
⇒ On the WECS−9520 manual control panel, push the button LOCAL MANUAL
CONTROL (see 4618−1 paragraph 2).
⇒ Push the button START AHEAD.
⇒ Make sure that Start Interlock is shown on each WECS−9520 manual control
panel. No start command is released.
⇒ Do the test from the ECR manual control panel and with the remote control.
⇒ Disengage the turning gear.
⇒ Make sure that Start Interlock disappears from each WECS−9520 manual
control panel. The Start command is cancelled in the remote control.

Engine Control
4.13 Overspeed system and start procedure

⇒ Close venting valves 2.21 and 2.27. Put handwheel 2.10 of shut-off valve for
starting air 2.03 in position AUTOMAT and open shut-off valves at the starting
air bottles.
⇒ Make sure that the turning gear is disengaged.
⇒ Set the overspeed limit to approximately 30 rpm.
⇒ Make sure that the safety system checks are done and the fuel shut-down
pilot valve 3.08 operates correctly.
⇒ Set to on the main bearing and crosshead oil pumps.
⇒ Set to on the cooling water pumps.
⇒ Set to off the servo oil service pump 4.88.
⇒ Push the button LOCAL MANUAL CONTROL at WECS−9520 manual control
panel (see 4618−1).
⇒ Push the AIR RUN button to start the engine with air only.
⇒ When the engine is at a speed of 30 rpm, the overspeed monitor will activate a
shut-down.
⇒ Make sure that the fuel pressure control valve 3.06 opens and that the
pressure in fuel rail 3.05 decreases immediately. You can see the pressure
decrease on the WECS−9520 manual control panel.
D At the same time the fuel pump actuators move the regulating linkages to the
position 0.
⇒ Set the overspeed monitor so that the system can operate again.
⇒ If these overspeed tests are satisfactorily completed, set the overspeed
monitor in the safety system to the nominal speed +10%.
4.14 Start on fuel

⇒ Make sure that the engine is ready for operation (see 0110−1 ’Checks and
preparations’).
⇒ Push the button AIR RUN to turn the engine.
⇒ On the local control panel, use the rotary knob to set the fuel injection quantity
to between 15% and 25%.
⇒ Push the button START AHEAD on WECS−9520 manual control panel to start
the engine.
⇒ Use the rotary knob to adjust the fuel injection quantity, which controls the
engine speed. Operate the engine until all cylinders fire regularly.
⇒ Push the button STOP to stop the engine.
⇒ On the WECS−9520 manual control panel, push the button REMOTE AUTO.
CONTROL. The remote control now has control.
⇒ You can now use the remote control to start the engine.

Intentionally blank
Control Diagram
Designations (Description to 4003−1, 4003−2 and 4003−3)
1. Part code numbers
A Control air supply unit

B Fuel supply
D Servo oil supply
E Valve unit for start
F Exhaust valve drive
H Instrument panel
I Pressure switches and pressure transmitters
K Local control panel
1. Speed setting system

01 Crank angle sensor unit 21 Fuel pump actuator
04 Speed pick-up 22 Non-return valve
2. Starting system 24 Fuel inlet pipe
03 Shut-off valve for starting air 28 Piping
04 Non-return valve 29 HP fuel pipe
05 Control valve 39 Plug
06 Drain and test valve 40 Stop valve
07 Starting air valve 41 Injection control valve
08 Flame arrester 42 Fuel quantity piston
09 Relief valve 43 Actuator piston
10 Handwheel for shut-off valve 46 Fuel leakage pipe
13 Blocking valve on turning gear 47 HP pipe to injection valve
21 Venting valve 48 Fuel leakage pipe, pressurized
27 Venting valve 49 Fuel leakage pipe
52 Fuel overpressure safety valve
3. Fuel system 53 Pressure retaining valve
01 Injection valve 55 Camshaft
02 Injection control unit 67 Non-return valve
03 Fuel quantity sensor 76 Rail valve
05 Fuel rail 77−1 Pressure transmitter
06 Fuel pressure control valve 77−2 Pressure transmitter
08 Fuel shut-down pilot valve 81−1 Non-return valve
10 Level switch 81−2 Non-return valve
14 Fuel pump 81−3 Non-return valve
15 Fuel booster pump (plant)
17 Leakage inspection point
19 Cut-out device (tool)

4. Exhaust valve drive 68 Disc spring

01 Exhaust valve 69 Two-stage piston
02 Air spring 70−1 Stroke sensor
03 Valve drive 71 Stroke measuring device
06 Non-return valve with throttle 76 Rail valve
08 Air spring venting 77−1 Pressure transmitter
10 Exhaust valve control unit 77−2 Pressure transmitter
11 Servo oil rail 80 Stop valve
15 Servo oil pump 88 Servo oil service pump
16 Pressure control valve
17 Leakage inspection point
18 Level switch
20 Automatic filter
22 Crankcase 7. Monitoring
23 Safety valve 18 Collector for leakage oil from air spring
24−1 Non-return valve
24−2 Non-return valve 8. Cylinder lubricating system
30−5 Stop valve 06 Cylinder lubricating pump
37 Stop valve 09 Lubricating quill with non-return valve
39 Gear wheel crankshaft 11−1 Pressure reducing valve
41 Intermediate wheel supply unit 17 Duplex filter
42 Gear wheel 19 Measurement tube
44 Gear wheel
45 Pinion 9. Engine room
50 Carrier with shearable overload protection 01 Starting air bottles
51 Supply pipe 02 Oil pump (low pressure)
53 Non-return valve 03 Oil pump (high pressure)
54 Flow sensor 04 Oil filter
55 HP servo oil pipe 05 Oil cooler
63 Servo oil return piping 06 Non-return valve (on engine)
66 Actuator pipe

Sensors Actuators
PS3121A Cyl. lube oil filter diff. pressure CV7231−33C Fuel pump actuator No. A1, B1, C1
CV7221−22C Servo oil pump actuator No. 1−2
PT2041A Cyl. lubr. servo oil free end
PT2046A Cyl. lubr. servo oil leakage free end ZV7201−07A/B Exhaust valve control unit Cyl. 1−7
PT2071C Servo oil rail pressure ZV7201−07C−H Injection control unit Cyl. 1−7
PT2072C Servo oil rail pressure ZV7241−47C Start air pilot valve Cyl. 1−7
PT3131−37C Cyl. lubricating oil ZV7131−37C Cylinder lubrication valve Cyl. 1−7
PT3421A Fuel upstream of supply unit ZV7061S EM. STOP (Fuel Shd pilot valve)
PT3461C Fuel rail pressure ZV7013C Common start valve 1
PT3462C Fuel rail pressure ZV7014C Common start valve 2
PT3601-07C Firing press. Cyl 1-7 optional ICC
LS2055A Servo oil supply unit, leak

LS3426A Fuel supply unit, leak Local indications
LS3444A Rail unit general leak PI2041L Cylinder lubr. servo oil free end
LS3446A Injection control unit or pipe for PI2051L Servo oil unit (inlet pressure)
injection valve leak PI2071M Servo oil rail pressure
PI3421L Fuel pressure supply unit inlet
FS2061−62A Servo oil pump 1−2 (flow) PI3431L Fuel pressure supply unit outlet
PI3462M Fuel rail pressure
GT5126C Crank angle sensor 1
GT5127C Crank angle sensor 2 FI2076L Exhaust valve hydraulic oil, HP pipe
leakage indication on exhaust valve
ZS5016C Turning gear disengaged control unit
ZS5018C Start air shutoff valve man. closed
ZS5123C Engine TDC signal SI5101M Engine speed
ZT5421−27C Exhaust valve 1−7, open and

close positions (driving end)
ZT5461−67C Fuel injection quantity cylinder 1−7

Intentionally blank
Control Diagram
Remark: Systems are drawn

for engine in the STOP position
with unpressurized circuits.
WCH01053

Intentionally blank
Control and Auxiliary Systems
Detailed Control Diagrams with Interfaces to the Plant
On pages 3 to 15, the full engine control with the auxiliary systems, divided into
their various functions, is shown. The data includes all interfaces to the plant and
the remote control with clear identification of the internal and external connections.
Overview of the systems Path No. Page

range
Air supply 30 3
Bearing and cooling oil supply 40 4
Servo oil supply 50 5
Fuel supply 60 6
Starting system 110 7
Speed control 150 8
Cylinder lubrication pulse feed 170 9
Exhaust gas / turbocharger type TPL, A100-L and MET / scavenge air 300 10
/ auxiliary blower (1-stage scavenge air cooler). See Note.
Exhaust gas / turbocharger type TPL, A100-L and MET / scavenge air 300 11
/ auxiliary blower (2-stage scavenge air cooler). See Note.
Exhaust valve drive, air spring (pulse lubrication) 310 12
Fuel injection 330 13
Cooling water (cylinder) 340 14
Main bearing & crosshead bearing lubrication, piston cooling, oil mist 350 15
detector
Note − Design alternative

The data is continued on page 2.

Detailed Control Diagrams with Interfaces to the Plant
How to read the diagrams:

Each diagram has a Path No. range given to the system part. The Path No. range is
divided into 10 sections on the right side of the page. These path numbers give the
connections between related diagrams.
In the example below, the control air pipe that has the number 38 (page 3) goes to
the target path No. 51 (found on page 5).
Where two path numbers that are the same are shown, letter indications are used.
For example, on page 3, there are the numbers 38 and 38A. The number 38 is
Control Air and the number 38A is Air Spring Air.
Example:
Page 3 Page 5
CONTROL AIR
38 CONTROL AIR 38
51
Path No.
38 39 50 51
The interfaces to the remote control, local alarm and instruments have symbols
(see the example below).
Code letter for function identification

Signal from / to engine ZS
Code letter for systems
5123C
Function Group Consecutive Number
Remark: Systems are drawn for engine in the STOP position with unpressurized
circuits.
Low pressure oil circuits

High pressure oil circuits
Low pressure fuel circuits
High pressure fuel circuits
Heating
Control air circuits
Starting air circuits

Air Supply
WCH01054

Bearing and Cooling Oil Supply
WCH01054

Servo Oil Supply
WCH01054

Fuel Supply
WCH01054

Starting System
WCH01054

Speed Control
WCH01054

Cylinder Lubrication Pulse Jet
WCH01054

Exhaust Gas / Turbocharger Type TPL, A100-L and MET / Scavenge Air / Auxiliary Blower
for 1-Stage Scavenge Air Cooler
WCH01054

Exhaust Gas / Turbocharger Type TPL, A100-L and MET / Scavenge Air / Auxiliary Blower
for 2-Stage Scavenge Air Cooler
WCH01054

Exhaust Valve Drive / Air Spring

Pulse Lubr.
WCH01054

Fuel Injection
WCH01054

Cooling Water (Cylinder)
WCH01054

Main Bearing & Crosshead Bearing Lubrication / Piston Cooling / OMD
WCH01054

Intentionally blank
Drive Supply Unit
1. General
The drive of the supply unit 6 is installed at the driving end of the engine. The gear
wheel 1 moves the intermediate wheel 2, which moves the camshaft of the supply
unit. The camshaft turns in the same direction as the crankshaft (see also Supply
Unit 5552−1).
The condition of the tooth profile must have regular checks. New gear wheels must
have frequent checks after a short running-in period (see the Maintenance Manual
4103−1).
If unusual noises are heard from the area of the gear train, the cause must be found
immediately.
EXHAUST SIDE
FUEL SIDE
OI
6
3 7
013.357/05
Key to Illustration: ’A’ Cross section
1 Gear wheel (on the crankshaft) 6 Supply unit

2 Intermediate wheel 7 Column
3 Gear wheel for supply unit OI Oil inlet

Drive Supply Unit
2. Lubrication
The bearing 4 of the intermediate wheel 2 and the bearings for the camshaft are
lubricated with bearing oil through the oil inlet ’OI’. The gear teeth are supplied with
bearing oil through the spray nozzles (for more data, see 8016−1 Fig. ’A’).
4 OI
2 DRIVING END
013.356/05
Key to Illustration: ’B’ Longitudinal section

1 Gear wheel (on the crankshaft) 4 Bearing for intermediate wheel
2 Intermediate wheel 5 Crankshaft
OI Oil inlet

Shut-off Valve for Starting Air
1. General
For more data, see the Control Diagram in 4003−2.
The starting air shut-off valve (shut-off valve), see Fig. A stops or releases the
starting air into the engine. You use the handwheel 2 to put the shut-off valve in the
positions that follow:
− CLOSED (closed manually)
− AUTOMAT
− OPENED (opened manually).
When the engine is in stand-by mode or during operation, the lever 1 holds the
shut-off valve in the AUTOMAT position.
To do a test of the shut-off valve, do as follows:
⇒ Operate the valve 2.06 to make sure the valve 11 opens. When the shut-off
valve is ready to open, the valve 11 opens, which you can clearly hear,
however the engine will not start.
Remark: When the engine is not in operation, do the procedure that follows:
⇒ Close the shut-off valves of the starting air bottles 9.01.
⇒ Lift the lever 1, then use the handwheel 2 to close the shut-off valve to the
CLOSED position.
⇒ Open the venting valve 2.21 to release the air in the the shut-off valve and the
air feed pipes.
⇒ Open the venting valve 2.27 to release the air in the the starting air distribution
pipe.
After each maneuvering period, open the venting valve 2.27 in the starting air
distributor pipe to drain the condensate water (see also the Starting Air Diagram
8018−1).
2. Function
Ready to start:
Starting air flows through the air inlet pipe ’AP’ into the air inlet chamber ’AI’, then
through the balance bore ’BB’ into the space ’VS’. The spring 10 and the pressure
in the space ’VS’ keep the valve 11 closed.
Start:
The related FCM−20 module operates the common start valve 6 or 8 (see also
4002−1, paragraph 3 Engine-related control functions).
The control air ’CA’ opens the control valve 3 through the common start valve 8 and
releases the pressure in the space ’VS’. The valve 11 opens and starting air from
the air inlet chamber ’AI’ flows through the valve body 12 into the starting air supply
pipe ’SA’.
End of start:
When the control valve 3 closes, starting air flows through the balance bores ’BB’
and fills the the space ’VS’ again. The valve 11 closes.
Function check:
When the control valve operates on the ready to start engine, the pressure in the
space ’VS’ is released. You can hear the valve 11 as it opens.

Shut-off Valve for Starting Air
SA
A
1
12
AP
AI
VV
BB I
9 2
IP
11
10
VS
3
I
5
TV
4
1
CA
7
2
WCH01056 8 6
Key to Illustration:
1 Lever AI Air inlet chamber
2 Handwheel AP Air inlet pipe (drawn-in hidden)
3 Control valve 2.05 BB Balance bore
4 Spindle CA Control air
5 Pressure switch PS5017C IP To instrument panel and
6 Common start valve ZV7014C pressure transmitter PT4301C
7 Duplex non-return valve 115HA SA To starting air distribution pipe
8 Common start valve ZV7013C and starting valves 2.07
9 Limit switch ZS5018C TV To test valve 2.06
10 Spring VS Valve space
11 Valve VV To venting valve 2.21
12 Valve body (non-return valve)

Control Air Supply
1. General
The compressed air necessary for the air spring air (exhaust valves), the turning
gear interlock and the fuel shut-down pilot valve 3.08 comes from the control air
board supply. The air must be clean and dry to prevent blockages in the control
units.
If the control air board supply system becomes defective, a decreased quantity of
compressed air will come from the starting air system.
The shut-off valves, pressure reducing valve, filters etc. that are necessary to
supply air to the different units are shown in the control air supply unit A and Fig.
’C’.
The numeric titles used to identify the parts of the equipment in the illustrations are
the same as those in the Control Diagram 4003−2.
A 15 16
B
1
17
4
2
013.780/06
WCH01053

Control Air Supply
C
6
8
14
7
14
15
16
13
12
10
9 010.475/02 17
11
Key to Illustrations: ’A’ Location of control air supply

’B’ Diagram of control air supply unit A
’C’ Control air supply unit A
1 Control air supply unit A 14 Control valve
2 Air bottle 287HA 15 Shut-off and venting cock 36HB
3 Condensate water container for control air
4 Condensate water drain valve 16 Shut-off and venting cock 36HC
5 Pressure transmitter PT4401A for starting air
6 Pressure transmitter PT4411A 17 Shut-off and venting cock 36HA
7 Pressure gauge PI4401L (4.08) for air spring
8 Pressure gauge PI4411L
9 Pressure reducing valve 23HA
10 Pressure reducing valve 19HA A1 Control air from board system
11 Non-return valve 342HA A2 Starting air from starting air bottles 9.01
12 Non-return valve 342HB A3 Connection to air bottle 287HA
13 Filter 351HA A6 Air spring air supply

Local Control Panel
1. General
The local control panel is attached to the engine at the free end and has the
components necessary for engine operation (see Fig. ’A’). Because the remote
control manufacturer supplies the local control panel, some components can look
different from those shown in Fig ’B’.
Some instructions for manoeuvring from the local control panel are given on the
nameplate for LOCAL MANUAL CONTROL (for more data, see 4003−1 ’Engine
local control’ and Maneuvering 0260−1).
The WECS−9520 supplies electrical power to the manual control panels, which
operate independently from the remote control system. The data shown on the
manual control panels is always the same.
There are two manual control panels. One manual control panel is installed in the
local control panel 1 (see Fig. ’A’). The other manual control panel is installed in a
console in the engine control room (ECR).
Remark: You can only use the function buttons on the manual control panel that
has control.
2. Installed components
The local control panel has the components that follow:

− Rotary knob
− ME tachometer
− Emergency stop button
− Telegraph
− WECS−9520 manual control panel (for data, see paragraph 2.2).
Rotary knob:
You use the rotary knob to adjust the speed / fuel settings.
ME tachometer:
The ME tachometer shows the engine speed in the ahead or astern directions.
Emergency stop button:

When you operate the emergency stop button, the engine stops immediately. The
fuel shutdown pilot valve 3.08 releases the pressure in the fuel rail. At the same
time, the fuel pump supply decreases to 0 (zero).
Telegraph:
The telegraph system is part of the propulsion control system.
2.1 Remote control
The remote control has the components that follow:
− Rotary knob for speed setting or fuel injection quantity adjustments
− Emergency stop
− Telegraph.

Local Control Panel
A B
1
AST. AHD.
2
8 RPM
1
3
7
X X
X X
X X
X X
013.781/06
FREE END
SPEED / FUEL
EMERG.
6 STOP
4
TELEGRAPH
5
Key to Illustrations: ’A’ Local control panel − location

’B’ Local control panel − front view (example)
1 Local control panel 5 Telegraph
2 ME tachometer 6 Emergency stop button
3 WECS−9520 manual control panel 7 Nameplate with instructions
4 Rotary knob (speed / fuel) 8 Instrument panel

Local Control Panel
2.2 WECS−9520 manual control panel

The WECS−9520 manual control panel is a multi-purpose module that has an LCD
display 1 and 15 function buttons 3 (see Fig. ’C’).
xx xx 1
xx xx
xx xx
xx xx
3
START AIR AUX. SPEED REMOTE SAFETY
AHEAD RUN BLOWER CONTROL AUTOM. SYSTEM
PRESEL. MODE CONTROL RESET
ECR SHD
STOP MANUAL OVERRIDE
CONTROL
START SLOW AUX. FUEL LOCAL SOUND

ASTERN TURNING BLOWER CONTROL MANUAL OFF-ALM.
STOP MODE CONTROL ACKN.
WECS−9520 MANUAL CONTROL
Key to illustration: ’C’ WECS−9520 manual control panel

1 LCD display 3 Function buttons
2 LEDs
A typical LCD display is shown below.
Important conditions are shown on the left in the third and fourth lines as follows:
D Turning Gear Engaged and No Aux. Blower Running
D Emergency stop
D Overspeed
D Shut-down signal active
D Shut-down signal is possible
D Slow-down signal request
D Start interlock (together with an indication in the third line)

Local Control Panel
Button Function Effect / Procedure

Name Color LED
START GREEN None Engine START AHEAD Auxiliary blower preselect signal is
AHEAD Interruption running ASTERN activated automatically.
(reversing from ASTERN - AHEAD)
STOP GREY RED Engine STOP interrupts fuel LED comes on while STOP is
injection selected.
START RED None Engine START ASTERN Auxiliary blower preselect signal is
ASTERN Interruption running AHEAD generated automatically
(reversing from AHEAD - ASTERN)
AIR GREY GREEN Engine start with starting air only LED comes on while button is
RUN (fuel command adjusted to zero) selected.
After a longer shut-down period or Operates only when the engine is
maintenance with open indicator stopped.
valves
AUX. GREY GREEN Sets the auxiliary blower status LED comes on when auxiliary
BLOWER from STOP to PRESELECT blowers are preselected.
PRESEL. Push the buttons AUX. BLOWER
PRESEL. or START AHEAD /
START ASTERN to activate.
SPEED GREY GREEN Setting of speed nominal value to LED comes on, if SPEED
CONTROL electronic speed control system, CONTROL MODE is selected
MODE adjustable by rotary knob (speed / LED FUEL CONTROL MODE goes
fuel) off.
REMOTE GREY GREEN Transfer LOCAL MANUAL During control transfer, the two
AUTOM. CONTROL (Local Control) to green LEDs flash, then come on
CONTROL REMOTE AUTOM. CONTROL constantly after takeover
(Remote Control)
ECR GREY GREEN Transfer LOCAL MANUAL During control transfer, the two
MANUAL CONTROL (Local Control) to ECR green LEDs flash, then come on
CONTROL MANUAL CONTROL constantly after takeover
SLOW GREY GREEN Releases an automatic SLOW LED flashes during SLOW
TURNING TURNING (AHEAD) TURNING
Select the button again to stop the Programme is stopped
slow turning sequence automatically, if the engine
completed one full turn, or there
was a malfunction
AUX. GREY RED Sets auxiliary blowers to off LED comes on, if auxiliary blowers
BLOWER manually are set to off (start signal to
STOP auxiliary blowers cancelled)

Local Control Panel
Button Function Effect / Procedure

Name Color LED
FUEL GREY RED Setting of fuel injection quantity to LED comes on when FUEL
CONTROL WECS−9520. CONTROL MODE is selected.
MODE Adjustable with the rotary knob If the speed control system
(speed / fuel) becomes defective, or if fuel
injection quantity adjustment is
necessary
LOCAL GREY GREEN Transfer from ECR MANUAL After takeover of control, the two
MANUAL CONTROL to LOCAL MANUAL green LEDs come on
CONTROL CONTROL (Local Control)
Transfer from REMOTE AUTOM. Transfer to LOCAL MANUAL

CONTROL (Remote Control) to CONTROL must be accepted at the
LOCAL MANUAL CONTROL (Local control room console
Control)
SAFETY GREY GREEN Resets the blocked shut-down LED comes on if all shut-down
SYSTEM conditions conditions are the same as those
RESET before and all shut-down signals
can be reset
SHD GREY RED Overrides the shut-down signals If a shut-down can be overridden,
OVERRIDE the LED flashes or comes on
constantly
Override reset (LED is on Goes back to the condition before

constantly) (i.e. of a shut-down signal that
stays indicated or is not reset)
SOUND GREY None Sets to off the acoustic alarms (bell (Shut-down) alarm indications that
OFF − ALM / buzzer) flash change to alarm indications
ACKN. that come on constantly.
Data about the version and a check Push the button for approximately
of the software on the display five seconds

Intentionally blank
Pick-up for Speed Measurement
1. General
Proximity sensors are installed in a speed pick-up unit 1 attached to the front face
of the column at the driving end (see Fig. ’A’). The proximity sensors measure the
engine speed (rpm).
For safety, there are three electrically isolated proximity sensor groups as follows:
− Speed detection in the RCS
− Overspeed safety system
− Speed control system.
WCH01060
DRIVING END
CRANKSHAFT 2
WCH01053
Key to Illustration: ’A’ Location of speed pick-up unit

1 Speed pick-up unit 2 Flywheel

Pick−up for Speed Measurement
2. Function
The proximity sensors 3 measure the speed of the flywheel 2 (see Fig. ’B’). Each
time a tooth passes a proximity sensor, a signal is sent through the DENIS−9520 to
the RCS. The RCS monitors the load and speed-related functions and sends data
to the speed indication instruments.
The crank angle mark 5 is the reference point for the WECS−9520. Each time the
crank angle mark 5 passes the proximity sensor 4, a signal is sent to the crank
angle transmitters. This signal gives indications to compare the measurement of
the TDC position for cylinder No. 1.
B
DRIVING END
1
I
5 Remark: In View I, the

protection plate is removed.
4
2
I
3
WCH01060
Key to Illustration: ’B’ Proximity sensors

1 Protection plate 4 Proximity sensor (crank angle)
2 Flywheel 5 Crank angle mark
3 Proximity sensors
(flywheel)

Operation Group5
Supply Unit, Servo Oil Pump and Fuel Pump Group 5

Servo Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5551−1/A1
Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5552−1/A1
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−1/A1
Cutting Out and Cutting In of the Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−2/A1
Fuel Pressure Control Valve 3.06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5562−1/A1
Regulating Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5801−1/A1
Winterthur Gas & Diesel Ltd. 1/ 2 RT−flex58T−D / V2 / MM / 2013

Intentionally blank
Servo Oil Pump
1. General
Two servo oil pumps 2 are built in to the supply unit 1 (see Supply Unit 5552−1).
The pumps supply high pressure (HP) servo oil, which operates the exhaust
valves, injection control unit and the injection valves. Bearing oil flows from the
main bearing oil supply through the automatic filter 7 to the servo oil pumps.
2. Function
During usual operation, the full servo oil load is equally supplied to both pumps.
The electrically operated pressure control system (the nominal pressure value is
related to the engine load) adjusts the servo oil pressure for the whole load range,
i.e. high pressure (approximately 200 bar) at high engine load, and decreased
pressure at low engine load.
Shearable overload protection ’OP’ on the shaft 6 prevents full damage to the gear
wheel 4 if a pump seizes (see Fig. ’B’).
If a servo oil pump becomes defective, it is possible to operate the engine over the
full load range.
The flow sensors 9 monitor the oil supply in each of the inlet pipes to the servo oil
pumps 2. A possible failure of a servo oil pump 2 shows in the alarm and monitoring
system.
Attention! Do not operate the engine for a long period if one of the servo oil pumps
becomes defective. If the other servo oil pump fails, the engine cannot operate.
Replace a defective servo oil pump as soon as possible (see the Maintenance
Manual 5552−1).
A 13 10 11
7
14
8
12
9
WCH01062

Servo Oil Pump
3 4 1
WCH01085
6 OP 2
Key to Illustrations: ’A’ Location of automatic filter

’B’ Location of servo oil pump
1 Supply unit 10 Ball valve 4.37
2 Servo oil pump 4.15 11 Oil inlet / outlet
3 Gear wheel 4.42 12 Supply pipe 4.51
4 Gear wheel 4.44 13 Servo oil service pump 4.88
5 Pinion 4.45 14 Intermediate piece (to HP servo oil pipes)
6 Shaft 4.50
7 Automatic filter 4.20
8 Flushing oil outlet OP Shearable overload protection
9 Flow sensor 4.54 (FS2061−62A) (specified break point)

Supply Unit
1. General
The supply unit is installed on the column and bedplate on fuel side (see Drive
Supply Unit 4104−1).
The supply unit includes the servo oil and fuel supply and their operation and
control systems.
The components that follow are built in or, installed on the supply unit housing:
Camshaft connection:
The camshaft connection includes the camshaft 2, gear wheel shaft 3, gear wheels
4 and 5 for the camshaft and the pinion 6. The head screws 7 attach the gear wheel
5 to the shaft 3. The bearing halves 8 and thrust bearing ring halves 9 keep the
camshaft in position.
Servo oil pumps:

Two servo oil pumps 10 are installed on the front of the supply unit. The gear wheel
5, pinion 6 and shaft 11 operate the servo oil pumps.
For more data, see 5551−1 Servo Oil Pump.
Fuel pumps:
Three fuel pumps 12 are installed in line on the supply unit.
For more data, see 5556−1 Fuel Pump.
Regulating linkage:
A fuel pump actuator 13 is installed on each fuel pump. The actuators control the
three fuel pumps at the same time.
For more data, see 5801−1 Regulating Linkage.
2. Lubrication
Oil flows through the inlets OI to the bores ’OB’ and the nozzles 14 to lubricate the
fuel pumps and bearings.

Supply Unit
12
14 OI 3 5 7
OB 2
8
4
WCH01085
6 11 10
OI
Key:
12
1 Housing
13 2 Camshaft 3.55
3 Shaft
4 Gear wheel 4.42
5 Gear wheel 4.44
6 Pinion 4.45
7 Head screw
8 Bearing half
9 Thrust bearing ring half
10 Servo oil pump 4.15
11 Shaft 4.50
(with shearable overload protection)
12 Fuel pump 3.14
13 Fuel pump actuator 3.21
10 14 Nozzles
WCH01085 OB Oil bore
OI Oil inlet

Fuel Pump
1. General
Three fuel pumps 1 are installed on the supply unit (see Fig. ’A’). The fuel pumps
supply high pressure fuel through the HP fuel pipes to the fuel rail.
The fuel pumps are controlled to supply as much fuel to keep the necessary
pressure (which is load related) in the fuel rail.
A
1
DRIVING END
WCH01086
2. Function
The compression spring 11 keeps the lower carrier 13 against the guide piston 12,
which in turn keeps the roller 14 against the cam 16. When the cam 16 moves the
roller 14 up, the guide piston 12 moves up and the lower spring carrier 13
compresses the compression spring 11. The pump plunger 18 then moves up. The
control grooves ’CG’ in the pump plunger 18 control the fuel quantity.
When the toothed rack 9 moves, the regulating sleeve turns. The regulating sleeve
8 turns the driver 19 and thus the pump plunger 18.
When the pump plunger passes BDC, fuel flows through the two inlet bores ’IB’
and the two control grooves ’CG’ into the plunger chamber ’PC’ (see Fig. ’C’). The
quantity of fuel that enters the plunger chamber ’PC’ is related to the regulating
position (between 0 for zero supply and 10 for maximum supply).
Remark: No fuel is supplied when the inlet bores ’IB’ overlap the control grooves
’CG’ in position 0.
The toothed rack is connected to the fuel pump actuator (see 5801−1 Regulating
Linkage).

Fuel Pump
3. Lubrication
The fuel pump is lubricated with lube oil which enters the lower housing 3 through
the inlet bore ’OI’ from the supply unit housing.
Some of the lube oil lubricates the guide piston 12, the roller pin 15 and roller 14
through spot faces, annular groove and bores in the guide piston. Lube oil that
flows down lubricates the running surface of the cam.
Engine lube oil also flows through the oil bores ’OB’, in the upper housing 4 and the
pump cylinder 17, to lubricate the regulating sleeve 8.
Leakage fuel lubricates the pump plunger 18. The leakage fuel, and the lube oil
from the regulating sleeve 8, flows through the drain bores ’DB’, into an internal
bore in the supply unit housing.
HP
5
AS
6
LO
7
IB
FI FO 17
18
SS
8 OB OB
9
10 4
19
11 3
13
DB DB
OI
12
14 15
16
013.687/05
016.341/07

Fuel Pump
POSITION 0 POSITION 5 POSITION 8

C
PC
BDC
IB CG
17 18
008.645/00 008.645/00 008.645/00
Key to Illustrations: ’A’ Arrangement of fuel pump

’B’ Fuel pump
’C’ Control groove of pump plunger
1 Fuel pump 17 Pump cylinder
2 Fuel pump actuator 18 Pump plunger
3 Lower housing 19 Driver of pump plunger
4 Upper housing
5 Pump cover FO Fuel outlet
6 Valve body DB Leakage fuel drain bore
non-return valve
7 Valve block FI Fuel inlet
8 Regulating sleeve HP High pressure fuel to fuel rail
9 Toothed rack LO Leakage fuel outlet
10 Upper spring carrier OB Lubricating oil bore
11 Compression spring OI Lubricating oil inlet
12 Guide piston PS Plunger space
13 Lower spring carrier (with umbrella) AS Accumulation space
14 Roller SS Suction space
15 Roller pin CG Control groove
16 Cam IB Inlet bore

Intentionally blank
Cutting Out and Cutting In of the Fuel Pump
1. General
If a fuel pump is unserviceable (e.g. the pump plunger is seized) or the HP fuel pipe
is broken (between the fuel pump and the fuel rail) the fault must be repaired
immediately.
If the fault cannot be repaired, because the engine must be put back into service, it
is possible to cut out the unserviceable fuel pump.
Cutting out and cutting in of unserviceable fuel pumps must only be done
when the engine has stopped.
Remark: With one fuel pump cut out the engine can only be operated at decreased
load:
D 5 and 6 cylinder engines − approximately 40% output
D 7 cylinder engine − approximately 70% output.
2. Cutting Out and Cutting In
2.1 Cutting out and cutting in device
18 11 12
A
14
MA
3
13
15
2 16
CLEARANCE 4 9
016.342/07
Key to Illustrations: ’A’ to ’D’
1 Cam 11 Pressure pin

2 Roller 12 Spring guide
3 Guide piston 13 Guide screw
tool 94430
4 Square hole 14 Gasket
5 Screw plug 15 Claw
6 Inspection cover 16 Screw
7 Blank flange (tool GF 94569) 17 HP fuel pipe
8 Blank flange (tool GF 94569A) 18 Eccentric pin
9 Supply unit
10 Fuel rail 3.05 MA Mark

2.2 Cutting out procedure

Make sure that the engine has stopped.
⇒ Remove the applicable inspection cover 6 from the supply unit 9.
⇒ Find the position of the related cam. Use the turning gear to turn the engine
until the roller 2 is at the highest position on the cam peak.
⇒ Remove the applicable screw plug 5 and gasket (Fig. ’B’).
⇒ Put the roller lifting tool 94430 in position in the supply unit 9 and tighten the
guide screw 13.
⇒ Turn the spring guide 12 and the pressure pin 11 at the same time. Make sure
that the mark ’MA’ points down and the eccentric pin 18 engages in the square
hole 4.
⇒ Use an open ended ring spanner AF22 to turn the spring guide 12 and the
pressure pin 11 through 180_ until the mark ’MA’ points up. Make sure that the
eccentric pin 18 (with its spot-faced surface) lifts the guide piston 3.
⇒ Use the claw 15 and screw 16 to lock the spring guide 12 in position.
⇒ Install the inspection cover 6 to the supply unit 9.
B C
18 11 12
14
13
5 3 MA
9 15
16
6
2
4 9
WCH01086
016.343/07
2.3 Blank off fuel pump and fuel rail

Remark: If the non-return valves leak, there can be unwanted pressure in the
plunger space of the fuel pumps. This can increase the load on the roller lifting tool
94430. Do the steps that follow to prevent this unwanted pressure:
⇒ Remove the applicable HP fuel pipe 17 from the fuel pump that is cut-out (see
Fig. ’D’ and 8752−1 ’Removal’ in the Maintenance Manual).
⇒ Fit the blank flange 7 (tool GF 94569) to the fuel pump.
⇒ Fit the blank flange 8 (tool GF 94569A) to the fuel rail.
Remark: For the torque values and lubricant of the applicable screws, see 0352−1
in the Maintenance Manual.

2.4 Cutting in procedure

Make sure that the engine has stopped.
⇒ Remove the applicable inspection cover 6 from the supply unit 9.
⇒ Find the position of the related cam. Use the turning gear to turn the engine
until the roller 2 is at the highest position on the cam peak.
⇒ Remove the screw 16 and the claw 15.
⇒ Use an open ended ring spanner AF22 to turn the spring guide 12 and
pressure pin 11 through 180_ until the mark ’MA’ points down. (Fig. ’C’).
⇒ Loosen the guide screw 13, then remove the tool 94430 and gasket 14.
⇒ Install the gasket and the screw plug 5.
⇒ Remove the blank flanges 7 and 8.
⇒ Install the HP fuel pipe 17 (see also 8752−1 ’Fitting’ in the Maintenance
Manual).
10
8
8
016.351/07
17
7
7
016.352/07
016.344/07

Intentionally blank
Fuel Pressure Control Valve 3.06
1. General
1.1 Usual operation

Attention! In usual operation, make sure that the knurled screw 8 is turned
fully clockwise (down).
WECS−9520 regulates the fuel pressure, which stays below the opening pressure
of the fuel pressure control valve 1. The fuel pressure control valve is usually
closed (see also 4002−1 ’Fuel pressure control’).
The fuel pressure control valve is a pressure relief valve and opens if the fuel
pressure is more than approximately 1050 bar. The adjusting disc 7 and the
knurled screw 8 set the correct opening pressure.
1.2 Emergency stop

The safety system activates the fuel shut-down pilot valve 6, which decreases the
fuel pressure to less than 200 bar (in most conditions to 0 (zero) bar). Therefore an
injection is not possible.
Remark: The fuel shut-down pilot valve is one of three devices to shut down the
engine. The other devices are:
− Immediate injection stop (WECS−9520)
− Fuel pump delivery to 0 (zero).
1.3 Emergency operation

Attention! For emergency operation, make sure that the knurled screw 8 is
turned fully counterclockwise (up).
If there is a failure in the fuel pressure regulating system, the fuel pressure control
valve will control the fuel pressure regulating function when:
− There are missing or incorrect control signals
− The fuel pump actuator(s) is/are out of service
− A toothed rack is blocked.
The toothed rack(s) of the fuel pump(s) are locked in the middle position. This can
be applied to one fuel pump, or all fuel pumps that relate to the failure (see 0515−1
’Defective actuator’).
If the fuel pressure is more than the opening pressure, the fuel pressure control
valve will open, which gradually drains sufficient fuel to keep the adjusted
maximum pressure. If this occurs, a longer operating period must be prevented.
The knurled screw must be turned fully counterclockwise (up) against the stop,
which decreases the opening pressure to approximately 600 bar. This makes sure
of safe operation over the whole load range.
Remark: When the fuel pressure control valve opens, a loud whistling noise
indicates when fuel drains.

A I
5 1
18
FUEL SIDE
4
WCH01008
2
I
6
9
8
10
3
OS
DRIVING
013.408/05
END
WCH01065
BA
Key to Illustrations: ’A’ Location of the fuel pressure control valve 3.06
’B’ Fuel pressure control valve 3.06
1 Fuel pressure control valve 3.06 13 Valve seat
2 Bearing oil supply pipe 14 Compression spring
3 Non-return valve 3.67 15 Compression spring
4 Bearing oil drain 16 Filter
5 Leakage control pipe 17 Oil pressure control valve
6 Fuel shut-down pilot valve 3.08 18 Rail unit
7 Adjusting disc
8 Knurled screw
9 Fuel overpressure safety valve 3.52 FO Fuel outlet (drain)
10 Fuel rail 3.05 FI Fuel inlet
11 Piston OI Oil inlet
12 Valve tip OS Oil supply (main bearing)

2. Function
2.1 Control function

Oil pressure on the piston 11 pushes the valve tip 12 down on to the valve seat 13.
The fuel pressure also operates against the oil pressure control valve 17. When
the fuel pressure increases, the oil pressure decreases. If the oil pressure
decreases below a specified threshold value, the valve tip 12 moves up from the
valve seat 13 and fuel is drained.
The compression springs 14, 15 and the knurled screw 8 give the control
conditions of the oil pressure regulating valve 17.
2.2 Function check

During operation, carefully turn the knurled screw 8 counterclockwise until the oil
pressure control valve 17 starts to open. When the oil pressure control valve
functions correctly, fuel pressure is released.
2.3 Emergency stop function

If the fuel shut-down pilot valve 6 is energized, the oil pressure above the piston 11
is released. The valve tip 12 moves away from the valve seat and fuel is drained.
16
6
OI
8
7
11
15
14
12
17
13
FI WCH00763
OIL FO
FUEL

Intentionally blank
Regulating Linkage
1. General
Each fuel pump 1 has an electrically-operated actuator 2. The regulating linkage

connects the actuator 2 to the fuel pump 1. The lever 3 moves the connecting
element 4, which moves the toothed rack 5 to the necessary position to control the
fuel flow through the fuel pump 1.
2. Function
The WECS−9520 system controls each actuator to control the fuel quantity and
keep the necessary operating pressure in the fuel rail.
During normal operation, the actuators move at the same time i.e. the control
positions and the fuel quantity that flows through the fuel pumps are the same.
If a pump plunger does not move, which blocks the toothed rack, electrical power
to the related actuator must not be disconnected (overload protection).
5 to 7 cylinder engines:
If an actuator fails, its actuator lever 3 stays in position or turns slowly to the zero
supply position. The other actuators get control of the fuel quantity supply (see also
0515−1 ’Defective actuator’).
Remark: In the lower load range (at lower fuel consumption) fuel pressure control
valve 3.06 takes over the fuel pressure regulating function. This is because the
actuator(s) cannot continue to decrease the fuel quantity supply (see also
5562−1’Fuel pressure control valve 3.06’).

Regulating Linkage
Heinzmann Actuator:
012.898/05
4
3
012.882/05
1 Fuel pump 3.14 4 Connecting element

2 Actuator 3.21 5 Toothed rack
3 Actuator lever 6 Supply unit

Regulating Linkage
Woodward Actuator:
WCH00245
5 6
4
3
1 Fuel pump 3.14 5 Toothed rack

2 Actuator 3.21 6 Damper
3 Actuator lever 7 Orifice
4 Connecting element 8 Supply unit

Intentionally blank
Operation Group6
Scavenge Air System Group 6

Scavenge Air Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420−1/A1
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500−1/A1
o Cleaning the Turbocharger in Operation

− Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6510−1/A1
− Turbocharger A100-L Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6510−1/A3
Auxiliary Blower and Switch Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545−1/A1

Scavenge Air Cooler: Operating Instructions and Cleaning . . . . . . . . . . . . . . . . . . . 6606−1/A1

Intentionally blank
Scavenge Air Receiver
1. General
The scavenge air receiver 1 is a welded assembly and attached to the cylinder
block on the exhaust side. The scavenge air receiver has the parts that follow:
− Receiver
− Turbocharger support
− Air duct
− Scavenge air cooler casing.
The longitudinal wall 12 divides the receiver into the two spaces ’AS’ and ’RS’. The
air flaps 2 are attached to the longitudinal wall (see Fig. ’A’ and Fig ’B’).
2. Function
During operation, the turbocharger blows scavenge air through the scavenge air
cooler (SAC) into the charging unit, through the water separator and then into the
air space ’AS’. The air then flows through the air flaps 2 into the receiver space ’RS’
and through openings in the cylinder block to the piston underside ’PU’. The
scavenge air flows through the scavenge ports when the piston is near BDC. The
air flaps 2 prevent back-flow into the air space ’AS’.
Two auxiliary blowers 7 are attached to the scavenge air receiver. During engine
start or at low engine load, the auxiliary blowers come on and move scavenge air
from the space ’AS’ through the suction box 11 to the receiver space ’RS’. The air
flaps 3 installed in the suction box 11 prevent the back-flow of air when the auxiliary
blowers are set to off.
A relief valve 10 is installed behind the hinged cover 17 on the driving end of the
scavenge air receiver. The relief valve opens when the air pressure increases to
more than the permitted value in the receiver space ’RS’.
Remark: Different types of relief valve 10 can be installed. The relief valve can
have cup springs 18 or a compression spring 19.
Attention! Do not go into the the receiver spaces ’RS’ during engine operation.
Access into the receiver space ’RS’ is possible only when the engine has stopped.
To get access to the receiver spaces ’RS’, you open the hinged covers 6.
The hinged covers 5 can be removed to examine the air flaps 3.
Remark: If the turbocharger becomes defective, the hinged covers 5 and the
hinged cover 4 installed in the air duct must be opened for emergency operation.
Also, if an auxiliary blower fails, do not open the cover 5 on the defective blower
side (see Turbocharger out of Service 0590−1).

11
A
5 5
7 3
8
17 1
I
10
6
6
II
WCH01063
I
10
4 2
18
19
10
Key to Illustrations: ’A’ Scavenge air receiver (side view)

1 Scavenge air receiver 8 Electric motor
2 Air flaps 10 Relief valve
3 Air flaps to auxiliary blower 11 Suction box
4 Hinged cover 17 Hinged cover (for relief valve)
5 Hinged cover 18 Cup springs
6 Hinged cover 19 Compression spring
7 Auxiliary blower

B 13
III
II
2
5
11
AS SA
10
RS
III
PU 4
12
WCH01063
14 15 16
Key to Illustrations: ’B’ Scavenge air receiver (end view)

2 Air flaps 12 Longitudinal wall
4 Hinged cover 13 Stop plate
5 Hinged cover 14 Oily-water drain
9 Cylinder block 15 Condensate drain from water separator
10 Relief valve 16 Condensate / wash-water drain from SAC
11 Suction box
PU Piston underside
RS Receiver space
SA Scavenge air from the turbocharger
AS Air space

Intentionally blank
Turbocharging
1. General
The turbocharger is accurately tuned to the engine and related to the number of
cylinders, service output, mode of operation etc. The number of turbochargers is
related to the number of cylinders on the engine.
Data about operation, maintenance and servicing are given in the related
documentation of the manufacturer (which is part of the Operating Instruction).
CAUTION! Damage Hazard: If you operate the engine with a turbocharger
cut out, you must obey the operation limits given in the Service Bulletin
RT-162 to prevent damage to the engine.
For data about the operation limits of operation with a turbocharger cut out, see
Service Bulletin RT-162.
2. Function
Exhaust gas ’EG’ from the cylinders collects in the manifold 10. The exhaust gas
moves the turbine 12, then flows out through the exhaust gas outlet ’EO’ to the
exhaust system of the vessel. The exhaust gas turns the turbine and moves the
compressor 11, which is attached to the same shaft. The compressor pulls fresh air
’FA’ from the engine room through a filter/silencer.
The compressor compresses and heats the scavenge air ’FA’. This hot
compressed air flows into the charging unit 17 through the air cooler 16, which
cools the air to a lower temperature range. Because of the high humidity in the air,
the scavenge air cooler produces a large quantity of condensation. The water
separator 15 removes the condensation, which flows through the drains ’WD’ and
’CD’.
The scavenge air flows from the air space ’AS’ through the air flaps 13 to the
receiver space ’RS’ and then into the piston underside ’PU’.
When the piston 6 is near BDC, charge air flows through the open inlet ports 5 into
the cylinder 3.
After the compression, combustion, and expansion process, the exhaust valve 1
opens and exhaust gas ’EG’ flows into the manifold 10, which completes the cycle.
During engine start, or low load operation the auxiliary blowers 7 supply air from
the air space ’AS’ to the receiver space ’RS’. A non-return valve prevents the
back-flow of air (see also Scavenge Air Receiver 6420−1).

Turbocharging
9 10 9
EG
EO FA
1
2
11
7 8
3
SA 9
18 12
4
17
5
PU RS AS
16
6
15
015.027/07
OW CD
14 13
WD
Key:
1 Exhaust valve 16 Scavenge air cooler
2 Cylinder cover 17 Air duct
3 Cylinder liner 18 Air flaps before auxiliary blower
4 Cylinder block
5 Inlet ports
6 Piston EG Exhaust gas after cylinder
7 Auxiliary blower OW Oily-water drain
8 Air inlet casing EO Exhaust gas, outlet
9 Expansion piece FA Fresh air
10 Exhaust gas manifold PU Piston underside space
11 Compressor RS Receiver space
12 Turbine SA Scavenge air after blower (compressor)
13 Air flaps AS Air space
14 Receiver WD Water drain
15 Water separator CD Condensate from air cooler

Cleaning the Turbocharger in Operation
Turbocharger TPL Type
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
2. Wash the compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
3. Wash the turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/8
4. Dry-clean procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/8
1. General
The turbochargers have a system to clean the turbine and the compressor. It is
possible to clean the turbine and the compressor while the turbocharger operates.
Regular procedures to clean the turbine and the compressor prevent or decrease
contamination and increase the time between overhauls. If the quantity of dirt
becomes too much (scavenge air pressure decreases and exhaust gas
temperature increases), the turbocharger must be disassembled and cleaned in
accordance with the instructions given in the turbocharger manual (see Operating
Data Sheet 0250−1 for the permitted pressure decrease).
Regular visual checks and procedures to clean the silencer are necessary to keep
it in a serviceable condition. Clean the silencer and filter only when the engine is
stopped and in accordance with the instructions given in the turbocharger manual.
Remark: One more filter mat installed on top of the silencer will keep the
contamination on the air side to a minimum, but will cause a loss of pressure.
If there is an increase in pressure difference np (of 50% compared to the shop test
value at the same engine load) or the filter mat is dirty (there is a difference in the
color of the filter mat), clean the filter mat. See the instructions given in the
turbocharger manual.
Use the methods that follow to regularly clean the compressor and turbine:
− Wash the compressor (wet clean)
− Wash the turbine (wet clean at decreased engine load)
− Dry clean the turbine (at full service load)
2. Wash the compressor (see Fig. ’A’)
Intervals:
Wash the compressor at intervals of 24 operation hours.
Engine condition:
Wash the compressor when the engine is at the usual operation temperature and
the load is as high as possible (full service load), i.e. at high turbocharger speed.

Cleaning the Turbocharger in Operation Turbocharger TPL Type
2.1 Procedure
A 1 ⇒ Open filler cap 1.

⇒ Fill the water container 2 with clean, fresh water (do
not add cleaning agents).
2 D The water quantity and the number of cleaning
cycles is specified in the table below.
⇒ Close the filler cap 1 then open the shut-off valve 3
3 for approximately three minutes.
⇒ Close the shut-off valve 3. Make sure that the water
container is empty.
4
D An increase in scavenge air pressure, or a decrease
010.321/02 in exhaust gas temperature shows that the
procedure is successful.
Key to Illustration: ’A’

1 Filler cap
2 Water container
3 Shut-off valve
4 Water hose to compressor inlet
⇒ When the compressor is clean, operate the engine under load for a minimum
of five minutes.
Remark: In dirty conditions, do the procedure again in accordance with the table
below.
Should the cleaning remain unsuccessful, we recommend to check and overhaul
the turbocharger by an authorized ABB service company.
Turbocharger Water quantity Number of

cleaning cycles
Type [I] Maximum
TPL 73 2 3
TPL 77 2 3

3. Wash the turbine (see Fig. ’B’ to ’E’)
Intervals:
Wash the turbine at intervals of between 50 to 500 operation hours
The interval is related to environmental effects on the intake air and the quantity of
contamination in the turbocharger.
It is recommended that you clean the turbine regularly. At first every 100 running
hours (e.g. one time each week). Adapt the intervals to the quantity of
contamination found during turbocharger overhaul.
Conditions:
The engine power output must be decreased so that the exhaust gas temperature
upstream of the turbine is within the limits given below:
Limits:
⇒ Make sure that the limits are as follows:
− The temperature upstream of the turbine must be less than 430_C.
− The scavenge air pressure must be between 0.3 bar and 0.6 bar before you
clean the turbine.
− The water pressure must be 1 bar downstream of the ball cock 5 (Fig. ’C’)
during water injection.
Remark: We recommend that the turbine is washed at a scavenge air pressure of
0.4 bar (auxiliary blower in operation).
D Only use clean fresh water to clean the turbine. Do not use detergents or
solvents.
D The water pressure must be a minimum of 2 bar.
D If a Selective Catalytic Reduction (SCR) installation is installed, stop the
ammonia or urea injection before you clean the turbine.
D After you have cleaned the turbine, only start the injection when the exhaust
temperature upstream of the turbine is more than 430_C.

3.1 Procedure
⇒ Turn the handle 2 of the ball cock 6 in the drain pipe 3
B 1 for the gas outlet casing 1 to the wash position ’WP’
(see Fig. ’B’). The hose for scavenge air 4 closes at
2 the same time. See the POSITION MARKS for the
3 related positions. Exhaust gas will flow from the
drain pipe 3 when the outlet is free.
4
7 ⇒ Decrease the engine power to get the necessary
6 scavenge air pressure.
5 ⇒ Before you clean the turbine, operate the engine at a
constant load for a minimum of five minutes.
D A fresh water supply must be available at the ball
012.454/04 cock 6.
POSITION MARKS
2
009.220/02
2 OP WP ⇒ Connect the hose 4 to the claw couplings 3 (see Fig.

’C’).
⇒ Open the ball cock 2.
C ⇒ Slowly open the ball cock 5 until the pressure gage 1
shows 1.0 bar. Let the water flow for 10 minutes.
Remark: Water will show after approximately two to
three minutes. It is possible that no water will show.
4 3 5
⇒ Make sure that there is a decrease in the exhaust
gas temperature (downstream of the turbocharger)
and a decrease in turbocharger speed. This shows
that there is sufficient water injection.
⇒ Close the ball cock 5.
⇒ Close the ball cock 2.
012.454/04 ⇒ Disconnect and remove the hose 4 from the claw

3 2 1 couplings 3.
Attention! In an emergency (e.g. for the safety of the
D ship), the engine load can be increased immediately
during the wash procedure. The ball cock 5 must then be
closed immediately to shut off the water supply.
3 1
⇒ When no water flows from the drain pipe 2 to the

wash water drain ’WD’ (see Fig. ’D’), turn the handle
3 of the ball cock 1 back to the operation position
012.453/04
’OP’. See the POSITION MARKS in Fig. ’B’ for the
2 related positions.
WD

Remark: Operate the engine for a minimum of 10 minutes above 25% load to
make sure that the exhaust gas installation is completely dry.
If the exhaust gas temperature downstream of the turbine is still too high at the
higher loads, do the wash procedure again.
If the exhaust gas temperature downstream of the turbine is still not correct after
three wash procedures, see the instructions in the turbocharger manual to
disassemble and clean the turbocharger.
E 1 ENGINE PLANT
FW
2
14 15 16
4
4
6
5
8
7 11 014.021/06
9
12 13
11
WD
Key to Illustrations: ’E’ Schematic diagram of turbocharger cleaning
1 Fresh water supply pipe 11 Drain pipe

2 Ball cock 12 Hose for scavenge air
3 Hose 13 Drain pipe with funnel
4 Claw coupling 14 Gas inlet casing
5 Ball cock 15 Gas outlet casing
6 Water connection hose 16 Air outlet casing
7 Shut-off valve
8 Pressure gage
9 Ball cock FW Fresh water
10 Ball cock handle WD Wash-water drain

4. Dry-clean procedure
Dry solid particles (granules) are used for the dry-clean procedure. The quantity of
granules used is related to the turbocharger size. During the dry clean procedure,
compressed air blows the granules into the exhaust pipe upstream of the
turbocharger.
The granules have a mechanical effect that removes dirt particles on the nozzle
ring and turbine blades. It is not possible to remove thick dirt particles with the small
quantity of granules necessary for each dry-clean procedure. Thus, frequent use
of this method is necessary.
The hot exhaust temperature burns the granules. The exhaust flow removes the
burnt granules and the dirt particles from the turbocharger.
This method is satisfactory at exhaust gas temperatures of more than 500_C
upstream of the turbocharger.
4.1 Dry-clean the turbine (see Fig. ’F’ to ’G’)
Intervals:
Dry-clean the turbine at intervals of between 24 to 48 operation hours.
The intervals are related to environmental effects on the intake air and the quantity
of contamination of the turbocharger.
Conditions:
Do the procedure when the engine is at the usual operation temperature and the
load is as high as possible (full service load), i.e. at high turbocharger speed.
Limits:
The scavenge air pressure must be more than 0.5 bar.
The specified quantity of granules for the related turbocharger type is shown in the
table that follows:
Turbocharger Quantity
Type [l]
TPL 73 1.0
TPL 77 1.5
4.2 Granulate specification

Materials: Hard, granulated materials, such as natural core granulates, soft-blast media
or active charcoal particles.
Mean grain size: 1.2 mm to 2.0 mm
Density: maximum 2.0 kg/dm3
Storage: Clean and dry area
Suppliers: See manual of the turbocharger manufacturer

4.3 Procedure
10
2
4
9
1
3
8
015.799/07
Key to Illustrations: ’F’ Location of dry-clean plant

1 Pressure vessel 6 Compressed air supply
2 Cover 7 Compressed air supply pipe
3 Shut-off valve 8 Hose line
4 3-way valve (compressed air and vent) 9 Relief valve
5 Shut-off valve 10 Gas inlet casing

Remark: Before yu do this procedure, use compressed air to blow through the
plant to remove particles or condensate that can collect in the pipes.
G ENGINE PLANT
CA
10 9 2 AV 6 Initial position − engine in usual operation (no

procedure to clean)
7
D The 3-way valve 4 is in the position VESSEL
VENTING (see Fig. ’G’).
4 D The shut-off valves 3 and 5 are closed.
1
3 D Pressure vessel 1 is empty and the cover 2 is
014.026/06
attached.
5 8
D Compressed air ’CA’ is available at the 3-way valve
4.
Make sure that the shut-off valve 3 is closed and air in the pressure vessel 1 is
CHECK released through the 3-way valve 4.
⇒ Carefully loosen the cover 2 to release possible pressure from the pressure
vessel 1.
⇒ Fill the pressure vessel 1 with the applicable quantity of granules (see the
table above.
⇒ Attach the cover 2 to the pressure vessel 1.
⇒ Open the 3-way valve 4 (the air vent ’AV’ closes and compressed air ’CA’ flows
to the pressure vessel 1).
⇒ Open the shut-off valve 5, then open the shut-off valve 3. Compressed air
blows the granules into the gas inlet casing 10.
⇒ After approximately three to four minutes, close the shut-off valve 3, then
close the shut-off valve 5 (the procedure is completed).
⇒ Close the 3-way valve 4 (the air vent ’AV’ opens and the flow of compressed
air to the pressure vessel 1 stops).
Attention! It is possible that soot particles that are not fully burned are released
through the chimney.
Remark: If the mean exhaust gas temperature downstream of the turbine
continues to be too high at higher loads, do the procedure again.
If the procedure is not successful (after you have done the procedure three times)
and the exhaust gas temperature downstream of the turbine is still unsatisfactory,
the turbocharger must be disassembled and cleaned. See the instructions in the

Turbocharger MET Type
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/5
3. Dry-clean procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/5
1. General
The turbochargers have a system to clean the compressor and turbine. It is

possible to clean the compressor and the turbine while the turbocharger operates.
contamination and increase the time between overhauls. If the quantity of
contamination becomes too much, (i.e. the scavenge air pressure decreases and
exhaust gas temperatures increase), the turbocharger must be disassembled and
cleaned in accordance with the instructions given in the turbocharger manual (see
the Operating Data Sheet 0250−1 for the permitted pressure decrease).
Remark: One more filter mats installed on top of the silencer will keep the
If there is an increase of the pressure difference (np) to maximum 10 mbar, or the
filter mat is dirty (there is a difference in the color of the filter mat), clean the filter
mat. See the instructions given in the turbocharger manual.
Use the methods that follow to regularly clean the turbocharger:
− Dry-clean the turbine (at full service load).
Intervals:
Wash the compressor at intervals of approximately 100 operating hours.
The interval is related to the environmental effects on the intake air and the
quantity of contamination in the turbocharger.
Engine condition:
The procedure to clean the turbocharger must be done at decreased engine power
(less than 50% load), i.e. at lower turbocharger speed as shown in the table that
follows:
Turbocharger Water quantity Time

Type Speed [rpm] [I] [Sec.]
MET 53MB Approx. 7000 to 9500 2.0 Approx. 40 to 80
MET 53MB (II)
MET 66MB (II)
MET 60 MB Approx. 6300 to 8500 2.25 Approx. 45 to 90

Cleaning the Turbocharger in Operation Turbocharger MET Type
2.1 Procedure
⇒ Decrease engine power to get the applicable turbocharger speed (see the
table above).
⇒ Before you do this procedure, operate the engine at a constant load for a
minimum of five minutes.
⇒ See the table above for the specified rpm, water quantities and time for the
related turbocharger.
⇒ Make sure that the filter in the water container 2 is

A not clogged (see Fig. ’A’).
1 ⇒ Open the hinged cover 1.
⇒ Fill the water container 2 with clean fresh water (do
2 not add cleaning agents).
⇒ Close the hinged cover 1.
⇒ Open the shut-off valve 4 for the specified time.
D The water flows through the hose 3 to the
4 compressor inlet.
3 ⇒ Close the shut-off valve 4.

⇒ Do a check to make sure that the water container 2
011.641/04 is empty.
D An increase in scavenge air pressure, or a decrease
in exhaust gas temperature shows that the
procedure is satisfactory.
⇒ When the compressor is clean, operate the engine at load for a minimum of
five minutes.

Dry solid particles (granules) are used for the dry-clean procedure. The quantity of
granules used is related to the turbocharger size. During the procedure,
turbocharger.
The hot exhaust temperature burns the granules. The burned granules and
contamination are removed from the turbocharger.
3.1 Dry-clean the turbine (see Fig. ’B’ and Fig. ’C’)
Intervals:
Dry-clean the turbine at intervals of 100 operation hours.
of contamination in the turbocharger.
Regular dry cleaning in service is is recommended initially every 100 running
hours (e.g. one time each week). Adapt the cleaning intervals to the quantity of
contamination found during turbocharger overhaul.
Conditions:
Limits:
The maximum turbocharger speed and specified quantity of granules for the
related turbocharger type is shown in the table that follows:
Type Speed [rpm] [I]
MET 53MB Max. 14 800 1.6
MET 53MB (II)
MET 66MB Max. 11 900 2.6
MET 66MB (II)
MET 60MB Max. 13 300 2.1
MET 71MB Max. 11 000 3.0
3.2 Granule specification

Materials: Hard materials, such as milled walnut shell or grain (rice, wheat etc.)
Mean corn size: 2.0 to 2.8 mm (grain diameter less than 3 mm)
Suppliers: See the turbocharger manual.

3.3 Procedure
I
B
9
II
CA
7
I 6 II
1
2
3
WCH00971
5 4
Key to Illustrations: ’B’ Location of device

1 Shut-off valve 7 Exhaust gas manifold
2 Pressure vessel 8 Exhaust pipe upstream of turbocharger
3 Shut-off valve 9 Gas inlet casing
4 Compressed air supply
5 Pipe (to turbine)
6 Filler cap CA Compressed air

Remark: Before you do this procedure, use compressed air to blow through the
plant. This cools the plant and removes particles and condensation that can collect
in the pipes.
C
ENGINE PLANT Initial position − engine in usual operation (no
procedure to clean).
⇒ Make sure that:
CA
D The shut-off valves 3 and 5 are closed (see Fig. ’C’).
1
7 D The pressure vessel 4 is empty and the filler cap 2 is
closed.
2
D The shut-off valve 1 is open and compressed air
’CA’ is available at the shut-off valve 4.
3 Prepare as follows:
4
⇒ Open the shut-off valves 3 and 5.
5
6 ⇒ After approximately two minutes, close the shut-off
valves 3 and 5 (blow-through is completed).
011.657/04
⇒ Carefully loosen the filler cap 2 to release possible pressure from the pressure
vessel 1.
⇒ Remove the filler cap 2 from the pressure vessel 4.
⇒ Fill the pressure vessel 4 with the specified quantity of granules.
⇒ Install the filler cap 2 to the pressure vessel 4.
⇒ Open the shut-off valves 3 and 5.
D Compressed air blows the granules into the exhaust pipe 7.
⇒ After approximately two minutes, close the shut-off valves 3 and 5 (the
procedure is completed).
If the engine performance changes suddenly when the granules are put in, use half
the quantity given in the table above.
Remark: If the mean exhaust gas temperature downstream of the turbine is still
too high at higher loads, do the procedure again.
If the procedure is not successful (after you have done the procedure three times)
and the exhaust gas temperature downstream of the turbine is still unsatisfactory,
the turbocharger must be disassembled and cleaned. See the instructions in the

Intentionally blank
Turbocharger A100-L Type
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/6
3. Dry-clean the turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/6
1. General
The turbochargers have a system to clean the compressor and turbine. It is

possible to clean the compressor and the turbine while the turbocharger operates.
contamination and increase the time between overhauls. If the quantity of
contamination becomes too much, (i.e. the scavenge air pressure decreases and
exhaust gas temperatures increase), the turbocharger must be disassembled and
cleaned in accordance with the instructions given in the turbocharger manual (see
the Operating Data Sheet 0250−1 for the permitted pressure decrease).
Remark: One more filter mats installed on top of the silencer will keep the
If there is an increase of the pressure difference np (of 50% compared to shop test
value at same engine load) or the filter mat is dirty (there is a difference in the color
of the filter mat), clean the filter mat. See the instructions given in the turbocharger
manual.
Use the methods that follow to regularly clean the turbocharger:
− Dry-clean the turbine (at full service load).
Intervals:
Wash the compressor at intervals of 24 operation hours.
Conditions:

Cleaning the Turbocharger in Operation Turbocharger A100-L Type
2.1 Procedure
⇒ Remove the insulation at the flange of the filter silencer 4 (if installed).
⇒ Remove the filler cap 1 from the filler opening 2.
⇒ Fill a water container 3 with clean fresh water (do not add cleaning agents).
D The water quantity is specified in the table below:
Turbocharger Water quantity Number of

cycles
Type [I] Maximum
A165-L 2.0 3
A170-L 2.0 3
A175-L 3.0 3
A180-L 3.0 3
⇒ Carefully put the water into the filler opening 2.

Remark: The necessary time period to put the water into the filler opening is
between 4 seconds and 15 seconds.
⇒ Make sure that all the water has gone.
⇒ Put the lock 1 on filler opening 2, then tighten the lock with your hand.
⇒ Install the insulation to the flange of the filter silencer 4 (if removed before).
D An increase in scavenge air pressure, or a decrease in exhaust gas
temperature shows that the procedure is satisfactory.
4 2 5
A Key to Illustration: ’A’
1 Lock
2 Filler opening
3 Can
4 Filter silencer
5 Air outlet casing
WCH00159
3 1
D When the compressor is clean, operate the engine at load for a minimum of
five minutes.
Remark: In dirty operating conditions the procedure can be done again. See the
table above for the maximum number of cycles.
If the procedure is not successful (after you have done the procedure three times),
we recommend that an authorized ABB service company does an overhaul of the
turbocharger.

2.2 Filter plug

If you can see water in the filler opening after 20 seconds, do the procedure that
follows:
⇒ Use a box spanner (AF24) to remove the filter plug 1 from the air outlet casing
3 (see Fig. ’B’).
⇒ Clean the holes in the filter plug 1.
⇒ Put the filter plug in position in the air outlet casing 3.
⇒ Torque the filler plug 1 to 45 Nm.
B Key to Illustration: ’B’

1 Filter plug
3 2 Filler opening
2 3 Air outlet casing
WCH00160

Dry solid particles (granules) are used for the dry cleaning procedure. The quantity
of granules used is related to the turbocharger size. During the procedure,
turbocharger.
The hot exhaust temperature burns the granules. The burned granules and
contamination are removed from the turbocharger.
3.1 Dry-clean the turbine (see Fig. ’C’ to ’E’)
Intervals:
Dry-clean the turbine at intervals of approximately 50 operation hours.
of contamination in the turbocharger.
Conditions:
Do the procedure when the engine is at an engine load of between 25% to 85%.
Limits:
The specified quantity of granules for the related turbocharger type is shown in the
table that follows:
Type [l]
A165-L 1.0
A170-L 1.5
A175-L 2.0
A180-L 2.5
3.2 Granulate specification

Materials: Hard, granulated materials, such as natural core granulates, soft-blast media
or active charcoal particles.
Mean grain size: 1.2 to 2.0 mm
Density: max. 1.2 kg/dm3
Suppliers: See the documents of the turbocharger manufacturer

3.3 Procedure
C D
6 ENGINE PLANT
CA
7
5
9 10
8
2 5
8
1
WCH00161
10
WCH00162
4 3
11
CD
Key to Illustrations: ’C’ Location of dry-clean device

’D’ Schematic diagram of dry-clean plant
1 Container 9 Instructions
2 Filler cap 10 Gas inlet casing
3 3-way valve (compressed air/air vent) 11 Ball valve
4 On-off valve
5 Protection valve CA Compressed air
6 Compressed air supply AV Vent
7 Compressed air supply pipe CD Condensate drain
8 Pipe

Remark: Before you do this procedure, use compressed air to blow through the
plant. This cools the plant and removes particles and condensation that can collect
in the pipes.
E ENGINE PLANT
CA Initial position, engine in usual operation (no

procedure to clean).
⇒ Make sure that:
5 2 AV D The 3-way valve 1 is in position VENTING position
(see Fig. ’E’).
D The on-off valve 3 is closed.
D The protection valve 4 is closed.
1
2 D The container 2 is empty.
3 D The filler cap 8 is installed.
WCH00163
4 D Compressed air ’CA’ must be available at the 3-way
valve 1.
⇒ Open ball valve 11 (see Fig. ’D’) to drain the condensate.

⇒ Close the ball valve 11.
⇒ Open the 3-way valve 3 to release air from the container 2 (see Fig. ’E’).
⇒ Carefully loosen the filler cap 8 to release possible pressure from the
container 2.
⇒ Fill the container 2 with the specified quantity of granules.
⇒ Install the filler cap 8 to the container 2.
⇒ Open the 3-way valve 1 (the air vent ’AV’ closes and compressed air ’CA’ flows
to the container 2).
⇒ Open the on-off valve 3.
⇒ Open the protection valve 4. Compressed air blows the granules into the gas
inlet casing 5.
⇒ After approximately three to four minutes, close the on-off valve 3, then close
the protection valve 4 (the procedure is completed).
⇒ Close the 3-way valve 1 (the air vent ’AV’ opens and the flow of compressed
air to the container 2 stops).
Remark: If the mean exhaust gas temperature downstream of the turbine is still
too high at higher loads, do the procedure again.
If the procedure is not successful (after you have done the procedure three times),
we recommend that an authorized ABB service company does an overhaul of the
turbocharger.

Auxiliary Blower and Switch Box
1. Auxiliary blower
Electric motors 6 operate the auxiliary blowers 5, which are installed on the
scavenge air receiver 3. The auxiliary blowers supply air from the air space
through suction casing into the receiver space during the start and operation at low
load. Air flaps prevent the back-flow of air into the receiver (see 6420−1 Scavenge
Air Cooler).
A 7
4 4
1 2
015.229/07
B
5
SS
003.500/00
PS
Key to Illustrations: ’A’ Location of auxiliary blower

’B’ Auxiliary blower
1 Auxiliary blower left hand design 5 Blower
2 Auxiliary blower right hand design 6 Electric motor
3 Scavenge air receiver 7 Exhaust manifold
4 Turbocharger
PS Pressure side
SS Suction side

Auxiliary Blower and Switch Box
2. Switch box
2.1 General
The engine builder supplies an electrical switch box 1 for each auxiliary blower.
2.2 Function
During the engine start procedure, the first auxiliary blower starts immediately.
After approximately 2 to 3 seconds, the other auxiliary blower starts.
When the turbocharger gives sufficient pressure in the receiver, the auxiliary
blowers stop.
If the scavenge air pressure decreases below the minimum pressure, the auxiliary
blowers operate as given above (for more data, see 4003−1 ’Auxiliary Blower’).
5
4 6
012.802/05
Key to Illustration: ’C’ Switch box (example)

1 Switch box 5 Lamp test
2 Voltage indicator 6 Main switch
3 Service indicator 7 Hour counter
4 Overload indicator 8 Ampere meter

Scavenge Air Cooler
Operating Instructions and Cleaning
1. General
A Scavenge Air Cooler (SAC) is installed downstream of the turbocharger. The

SAC decreases the temperature of the compressed / heated air that flows from the
turbocharger. The standard cooler is a single-stage multi-pass cooler. The water
flows through the cooler in the opposite direction of the air flow more than one time.
The cool water enters the cooler at ’CI’, flows through in different directions and
leaves at ’CO’ (see Fig. ’A’). The temperature difference of the water and scavenge
air is thus applied equally along all of the SAC.
2. Operating instructions
If air collects in the cooling water system of the SAC, problems for the engine and
the SAC can occur. Thus, the SAC must operate correctly.
You must do regular checks of the SAC temperature. See the data in 0250−2
Operating Data Sheet.
If the level switch 19 of the float / solenoid switch unit 17 activates an alarm during
operation, the cause (condensate water or SAC cooling water) must be found. If
the cause is SAC cooling water, the SAC must be disassembled and repaired (see
the Maintenance Manual 6606−2).
To prevent damage to the SAC, the cooling water must flow correctly during
operation. The cooling water flow must not be decreased at partial load, or during
maneuvering.
Remark: Do not use the butterfly valves at the cooling water inlet and outlet pipes
to control the flow rate. The water separators (which are plastic) could be damaged
because the scavenge air temperatures are too high at higher loads.
For data about operation with a defective SAC, see 0550−1 paragraph 1.
When the SAC operates correctly, record the temperature difference between the
scavenge air outlet and the cooling water inlet. Use the temperature difference as
a guide. You must do regular checks of the two temperature values and compare
them with the temperatures you recorded.
If the temperature difference increases and the engine load and cooling water flow
do not change, the SAC is dirty.
If the water side of the SAC is dirty, the scavenge air temperature increases.
If the air side of the SAC is dirty, the pressure difference (np) of the scavenge air
through the SAC increases. This does not show the full effect of the dirt because an
increased resistance also causes a decreased air flow from the turbocharger. For
more data about the SAC during operation, see 0250−1 Operating Data Sheet.
Higher scavenge air temperature and decreased air flow cause increased thermal
load of the engine and higher exhaust gas temperatures.
You can clean the air side of the SAC during engine operation.
You can clean the water side of the SAC only when the engine has stopped. For
data to clean the water side of the SAC, see the Maintenance Manual 6606−1.

ENGINE PLANT
A 2 5
3 4 FW
7
11
9 CA
8 6
1
10
19
14
16
AV
12
13
21
21
20
17
18
ST BT BT DT BT
Key to Illustrations: ’A’ Location of wash system parts on the engine

1 Container 16 Condensate / wash-water drain pipe
2 Fresh water supply pipe 17 3-way ball valve
3 Compressed air supply pipe 18 Cleaning fluid / wash-water drain
4 Ball valve 19 SAC drain
5 Ball valve 20 Venting unit
6 Shut-off valve 21 Condensate and dirty water collection pipe
7 Shut-off valve
8 Shut-off valve (vent) CA Compressed air from board system 7− 8 bar
9 Ball cock AV Air vent
10 Ball cock FW Fresh water 2.5 bar
11 Funnel CO Cooling water outlet
12 Float / solenoid switch unit CI Cooling water inlet
13 Sight glass ST Drain to sludge water tank (oleiferous)
14 Level switch DT Drain to water drain tank
15 Butterfly valve with orifice plate BT Drain to bilge water tank

3. SAC air side − clean during operation
The equipment necessary to clean the air side of the SAC is installed on the
engine.
3.1 Intervals
Initially, we recommend that you clean the SAC weekly. If there is no change in the
pressure difference (np) through the SAC, the interval can be increased (e.g.
monthly).
The pressure difference must not be more than the maximum limit (np increase of
50% compared to the shop test value at the same engine load). For more data, see
the Maintenance Manual 0380−1).
The quantity of contamination in the SAC is related to the condition of the air intake
and the maintenance of the air suction filter on the turbocharger.
Remark: We recommend that you do not clean the SAC in tropical conditions
because of increased condensation.
3.2 Procedure
Clean the SAC while the engine operates at partial load, i.e. below 50% load (see
also the instruction panel on the engine). The air temperature downstream of the
compressor (turbocharger) must not be more than 100°C. This is because heat will
change too much of the cleaning agent to a gas.

⇒ Decrease the engine power to the values given

B before.
⇒ Make sure that compressed air and fresh water are
PLANT ENGINE available at the shut-off valves 14 and 1 (see Fig.
’B’).
⇒ Open the shut-off valve 3 to release possible
FW 1
pressure in the container 5.
CA 2
⇒ Open the ball cock 4.
⇒ Open the shut-off valve 1 sufficiently to prevent
3 back-flow of water into the funnel 2.
14 4 ⇒ Fill the container 5 with fresh water ’FW’ (20 liters).
5 ⇒ Add the specified quantity of cleaning fluid into the

container 1 through the funnel 2 (see paragraph
3.3 Cleaning fluid).
6 ⇒ Close the ball cock 4 and the shut-off valve 3.
13
⇒ Open the shut-off valve 14 to let compressed air
’CA’ flow into the container 5.
12 ⇒ Open the ball cock 6 on the container 5. The
7 water/cleaning fluid is sprayed through the nozzles
7 in approximately one minute.
11 ⇒ Open the butterfly valve 8 on the two drain pipes
8 11.
9 ⇒ Move the 3-way ball valve 15 to SCAVENGE AIR
COOLER CLEANING. The water/cleaning fluid
goes through the drain 10.
10 ⇒ Close the shut-off valve 14 and the ball cock 6.
⇒ Open the shut-off valve 3 until there is no pressure
in the container 5.
⇒ Close the two butterfly valves 8.
⇒ Move the 3-way ball valve 15 to NORMAL
OPERATION.
15 15
⇒ After 10 minutes, do the procedure again with fresh
water only (no cleaning fluid). The procedure is
completed.
SCAVENGE AIR NORMAL Remark: You can also use a hand-held container filled
COOLER CLEANING OPERATION with cleaning fluid mixed with fresh water to put into the
funnel 2. When you use this method, make sure that the
shut-off valve 1 stays closed.
Remark: Dirt particles that are loosened from the cooling fins can collect in the
water separator or the scavenge air receiver 12. Do a check of the cooling fins and
clean if necessary (see the Maintenance Manual).

3.3 Cleaning fluid

Use cleaning fluids only from recommended suppliers. You must follow the
instructions in the supplier documentation for the applicable water/cleaning fluid
ratios.
For in-service cleaning, use only those fluids that have a sufficiently high flash
point.
Remark: Data about operation, maintenance and repair of SAC are given in the
Instruction Leaflets from the engine manufacturer or supplier.
You can get these Instruction Leaflets directly from the manufacturers. It is also
possible to send an order for Instruction Leaflets from the engine manufacturer or
supplier.
When you send an order for Instruction Leaflets, you must give the data that
follows:
− The engine type and Number
− The engine supplier
− The SAC manufacturer and type
− The necessary language.

Intentionally blank
Operation Group7
Cylinder Lubrication Group 7

Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
Instructions Concerning Measurement of
Cylinder Lubricating Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−2/A2
Feed Rate − Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−3/A1
Winterthur Gas & Diesel Ltd. 1/ 15 Pulse / RT−flex58T−D / V2 / OM / 2015

Intentionally blank
Cylinder Lubrication
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/14
2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/14
3. Duplex filter and measurement tube . . . . . . . . . . . . . . . . . . . . 3/14
4. Cylinder lubricating pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/14
5. ALM-20 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/14
6. Lubricating quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/14
7. Lubrication of exhaust valve spindle . . . . . . . . . . . . . . . . . . 12/14
8. Cylinder lubricating system − control . . . . . . . . . . . . . . . . . . 13/14
1. General
The cylinder lubrication system operates independently to lubricate the cylinder

liners, pistons and exhaust valve spindles. The Wärtsilä Engine Control System
(WECS-9520) monitors and controls the adjustable load related feed rate of
lubricating oil to each lubrication point.
1.1 Cylinder lubricating oil

During usual operating conditions, a high-additive, alkaline cylinder lubricating oil
is necessary.
Remark: Select the alkalinity of the lubricating oil in relation to the sulphur content
of the fuel. For more data, see 0750−1, paragraph 3.
1.2 Cylinder lubricating oil for running-in

Remark: We recommend that you use the approved, usual cylinder lubricating oil
for running-in (see 0410−1, paragraph 3 ).
2. Description
The schematic diagram Fig. ’A’ shows the cylinder lubricating system, which has
the components that follow:
− Lube oil tank for cylinder lubricating oil (plant side),
− Duplex filter 8.17 (one for each engine),
− Cylinder lubricating pumps 8.06 (one for each cylinder) with control unit
ALM-20, 4/2-way solenoid valve and pressure transmitter,
− Lubricating quills 8.09 (six for each cylinder) with non-return valves,
− Pressure reducing valve 8.11 (one for each engine),
− System control from the WECS-9520. For more data, see 4002−1,
paragraph 3.4.

019.031/09
2.1 Lube oil tank

The lube oil tank for the cylinder lubricating oil is installed at a specified height
above the engine. This lets static pressure move the oil down. The cylinder
lubricating oil flows through the supply pipe to the duplex filter 8.17 and to the
cylinder lubricating pumps 8.06.
2.2 Location of the cylinder lubricating pumps

Each cylinder has a cylinder lubricating pump 1 installed on a support on the
cylinder block 10 on the fuel side of the engine (see Fig. ’B’). Servo oil, from the
servo oil rail at free end, operates the cylinder lubricating pumps (see 8016−1,
paragraph 4). The related control signal is released from the WECS−9520.
The cylinder lubricating pumps are hydraulically operated. All pumps are
connected to the servo oil connecting pipe 7. The pressure reducing valve 2
decreases the servo oil pressure to 60 bar.
For safety, all high-pressure servo oil pipes have double walls. The pressure
transmitters 3 and 4 monitor the servo oil pipes. If the pressure decreases, there is
a leak. The pressure transmitters transmit a signal with a failure message to the
alarm and monitoring system (see 0850−1 paragraph 4.7). To do a check of the
servo oil pipes, loosen the screw plug 8 (maximum two turns). If servo oil comes
out, the servo oil pipes are damaged (see Fig. ’E’).

11
9
I
12
019.015/09
5
6 I
7
2
8
1
6
10
WCH01076
3 4
Key to Illustration: ’B’ Location of the cylinder lubricating pumps

1 Cylinder lubricating pump 8.06 7 Servo oil connecting pipe
2 Pressure reducing valve 8.11−1 8 Servo oil return pipe
3 Pressure transmitter PT2041A 9 Servo oil rail 4.11
4 Pressure transmitter PT2046A 10 Cylinder block
5 Stop valve 4.30−5 11 Lubricating quill
6 Servo oil pipe 12 Support
3. Duplex filter and measurement tube
The duplex filter 1 and the measurement tube 4 are installed between the lube oil
tank and the cylinder lubricating pumps. The differential-pressure sensor 6
monitors the quantity of dirt in the duplex filter. If the filter is clogged, the
differential-pressure sensor transmit a signal with a failure message to the alarm
and monitoring system.
⇒ Make sure that the ball valve 10 is opened during operation.
⇒ If necessary, replace the clogged filter element (see paragraph 3.2).
3.1 Vent the duplex filter

It is necessary to vent the duplex filter:
− at the first operation,
− after you replaced a filter element.

3.2 Replace the filter element

C It is possible to replace a clogged filter element during
operation. Because of the duplex filter, it is not necessary
to stop the oil supply. Do the steps that follow:
8
⇒ Set the lever 2 to the other (clean) filter element.
⇒ Replace the clogged filter element.
6
2 5
Key to Illustration: ’C’
7
1 Filter and measurement tube
1 Duplex filter 8.17
9 2 Lever
3 Supply pipe
4 4 Measurement tube 8.19
5 Ball valve
6 Differential-pressure sensor PS3121A
10 7 Measurement tube with scale
8 Venting cock
3
019.013/09 9 Supply pipe
10 Ball valve
FREE END
3.3 Oil consumption measurement

The integrated magnetic level indicator and scale 7 are used to measure the
lubricating oil consumption (see Fig. ’C’).
The specified, theoretic feed rate is set in the WECS−9520. To change the
parameters use the operator interface (see 4002−3, paragraph 1.1).
Remark: Make sure that the lubricating oil level is always above the mark ’1’. If not,
air can go into the system and cause a malfunction.
To check the parameters and make sure that the lubricating oil system operates
correctly, measure the oil consumption at the measurement tube 4.
⇒ Close the ball valve 5.
⇒ Open the venting cock 8.
⇒ When you can see the oil level on the scale 7, mark the oil level and start the
time measurement.
⇒ After the specified time (15 to 20 minutes) mark the oil level on the scale again.
⇒ Open the ball valve 5.
⇒ Keep the venting cock 8 open until oil that flows has no air.
⇒ Close the venting cock 8.
⇒ Measure the distance between the two marks on the scale 7.
⇒ Calculate the oil consumption during the measurement with this conversion
factor: 1 cm = 0.14 l.
Remark: The conversion factor is related to the size of the measurement tube. For
more data, see the labelling on the measurement tube.
To calculate the specific cylinder lubricating oil consumption (g/kWh), see 7218−2,
paragraph 2.1.

4. Cylinder lubricating pump
4.1 General
The cylinder lubricating pumps are attached to the cylinder block (see Fig. ’D’). The
components of the cylinder lubricating pump can be replaced easily, because of
interchangeable modules.
The cylinder lubricating pumps have the parts that follow (see Fig. ’D’):
− Pump body 1
− Baseplate 2
− 4/2-way solenoid valve 3
− Accumulator 4.
An ALM-20 module is installed to each cylinder lubricating pump (see
paragraph 5).
Remark: If a cylinder lubricating pump is damaged, the WECS−9520 transmits a
signal to decrease the speed of the engine (slowdown). Stop the fuel injection of
the related cylinder (see 0510−1, paragraph 1).
Baseplate:
The baseplate 2 contains the main components of the cylinder lubricating pump
and the routing of the servo oil pipes.
The shut-off valve 6 (servo oil inlet) is installed in the baseplate.
Remark: Make sure that the shut-off valve 6 is fully open during usual operation.
If necessary, close the shut-off valve to replace the 4/2-way solenoid valve 3 (see
Fig. ’D’ and documentation of the cylinder lubricating pump supplier).
Pump body:
The function of the pump body 1 is to increase the oil pressure and to supply the
servo oil.
To vent the cylinder lubricating pump, the venting screws 9 and 10 are installed in
the pump body (see paragraph 4.3).
4/2-way solenoid valve:
The 4/2-way solenoid valve 3 is electronically controlled. The valve opens the
related oil bore in the pump body to operate the central piston.
Accumulator:
The function of the accumulator 4 is to obtain a good performance of the lubricating
module and the lubricating system in general. The accumulator makes sure that
the servo oil pressure stays almost constant and unwanted high pressure
(pressure fluctuation) is decreased.
To check the gas pre-charge pressure see 7218−1 in the Maintenance Manual.
ALM-20 module (control unit):

The WECS−9520 monitors the correct operation of each cylinder lubricating pump
with an ALM-20 module. The ALM-20 modules activate the 4/2-way solenoid
valves and sense the servo oil pressure.
LEDs show the status of the cylinder lubricating pump and the control system (see
paragraph 5).
Remark: It is possible to replace an ALM-20 module during operation or when the
engine has stopped (see 4002−4, paragraph 4 and 9362−1, paragraph 2).

D
8
12
OQ
14
014.535/06
OS
SP
SR 7
9
13
3
2
OI
4 5
10
11
019.014/09 1
Key to Illustration: ’D’ Cylinder lubricating pump

1 Pump body 11 Test port and fill connection
2 Baseplate 12 Control box E41.01−08
3 4/2-way solenoid valve ZV7131−38C 13 Support
4 Accumulator 14 Supply pipe
5 Pressure transmitter PT3131−38C
6 Shut-off valve (servo oil)
7 Lubricating oil outlet OQ Oil to lubricating quill
with non-return valve OS Oil supply
8 ALM-20 module OI Servo oil inlet
9 Venting screw (servo oil) SR Servo oil return
10 Venting screw (lubricating oil) SP Servo oil to next lubricating pump
4.2 Function
The WECS−9520 operates the 4/2-way solenoid valve 3 and servo oil flows
through the valve to the bottom of the central piston. The pressure of the servo oil
pushes the central piston to the top end position. The servo oil from the top of the
central piston flows through the 4/2-way solenoid valve into the servo oil return
pipe. The supply piston opens the lubricating oil inlet and the metering ducts are
filled with lubricating oil.

When the WECS−9520 sends a signal to the ALM-20 module, the 4/2-way
solenoid valve operates. Servo oil flows to the top of the central piston. The servo
oil from the bottom flows through the 4/2-way solenoid valve into the servo oil
return pipe. The central piston moves down to the bottom end position. The
lubricating oil flows at high pressure through the non-return valve into the
lubricating oil outlet ports. The lubricating quills inject the lubricating oil into the
cylinder liner.
The maximum stroke of the central piston is adjustable with a set-screw. Thus, the
movement and the feed rate is equal for all supply pistons.
4.3 Vent the cylinder lubricating pump

Remark: Make sure that the cylinder lubricating system is prepared for operation
(see 0140−1).
To vent the cylinder lubricating pump, open the venting screw 9 (servo oil) in
baseplate 2 and the venting screw 10 (lubricating oil) in pump body 1 (see Fig. ’E’).
It is necessary to vent the cylinder lubricating pump:
− at first operation
− after a long shutdown period
− after maintenance works
− if there is a problem during operation (e.g. operating pressure, feed rate).
Lubricating oil:
⇒ Put an oil tray below the cylinder lubricating pump.

⇒ Carefully loosen the venting screw 10 (maximum three turns).
⇒ Keep the venting screw 10 open until oil that flows has no air.
⇒ Close the venting screw 10.
⇒ Remove the oil tray.
Servo oil:
Attention! The servo oil system operates at high pressure. When you loosen the
venting screws, oil can come out as a spray. Always wear safety goggles and
gloves!
⇒ Put an oil tray below the cylinder lubricating pump.
⇒ On the operator interface, select the related cylinder number in the menu
MANUAL LUBRICATION ON CYL. As an alternative, set the switch to
MANUAL EMERGENCY on the related 4/2-way solenoid valve 3 (see
Fig. ’E’).
⇒ Loosen the venting screw 9 (maximum three turns).
⇒ Keep the venting screw 9 open until oil that flows has no air.
⇒ Close the venting screw 9.
⇒ Remove the oil tray.

9
2 3
5 6
11
10
1
019.014/09
7
5
8
WCH01081
Key to Illustration: ’E’ Last cylinder lubricating pump

1 Pump body 7 Screw plug
2 Baseplate 8 Screw plug
3 4/2-way solenoid valve ZV7131−38C 9 Venting screw (servo oil)
4 Accumulator 10 Venting screw (lubricating oil)
5 Blind flange 11 Assembly pin (max. ∅ 3.5 mm)
6 Shut-off valve (servo oil)
4.4 Vent the lubricating oil system

Remark: Vent the pipes to the lubricating quills after you have vent the filter, the
measurement tube and cylinder lubricating pumps.
⇒ Loosen all cap nuts of the pipes approximately two turns (see 2138−1).
⇒ On the operator interface, select the related cylinder number in the menu
MANUAL LUBRICATION ON CYL. As an alternative, set the switch to
MANUAL EMERGENCY on the related 4/2-way solenoid valve (see Fig. ’E’).
⇒ Keep the cap nuts open until oil that flows has no air.
⇒ Close the cap nuts.
Remark: After all the lubricating oil pipes of a cylinder are vented, you can visually
examine the cylinder oil supply. Make sure that the piston is in position TDC. Look
through the scavenge air ports in the cylinder liner, while the lubricating system
operates.

Remark: To manually release a single lube pulse you can push in the assembly
pin 11 (see Fig. ’E’). The manual lubrication is different to the pre-lubrication.
Pre-lubrication is part of the PLS control system and operates automatically.
4.5 Cylinder lubricating pump components − maintenance

If it is necessary to do an overhaul or replace cylinder lubricating pump
components, see the maintenance procedures in the cylinder lubricating pump
supplier documentation.
For faults, causes and repair procedures, see 0820−1 paragraph 3 and the
cylinder lubricating pump supplier documentation.
5. ALM-20 module
The function of the ALM-20 module is to operate the 4/2-way solenoid valve and to
measure the metering pressure. The ALM-20 module monitors the lubricating
quills for blockages, air locks, a decrease of lubricating oil and operation problems.
F G
3
8 13
6 9
4
5 10 4
11
12 5
PART NO :
1 SER. NO :
2 HW REV. :
PROD. DATE :
014.537/06
14
7
13
014.538/06
Key to Illustrations: ’F’ Control box

’G’ ALM-20 module
1 Control box E41.01−08 8 LED (CAN2)
2 ALM-20 module 9 LED (CAN1)
3 Cover 10 LED (VLV)
4 LED (pressure) 11 LED (FAIL)
5 LED (SW) 12 LED (POWER)
6 Cable connection (to lubricating pump) 13 Plug (X1 / X2)
7 Cable connections (to control) 14 Name plate

5.1 LED indications

LEDs 4 and 5 show the status of the cylinder lubricating pump and the control
system (see Fig. ’F’ and Fig. ’G’). The LEDs are visible on the outer surface of the
ALM-20 module.
LED Indication Status

LED 4
flashes yellow Indicates a satisfactory lube pulse
(pressure)
Indicates an electrical short-circuit of
shows red
the pressure transmitter (PT3131−38C)
LED 5
flashes green Module ready for software download
(SW)
shows green Ready for operation
Remark: A lube pulse is not released at each piston stroke. At part load, the lube
pulses start only after some piston strokes.
When the cover 3 is removed from the ALM-20 module, you can see LEDs that
give more data (see Fig. ’H’).
LED Indication Status

LEDs 8 / 9
shows yellow Active CAN Bus
(CAN2 / CAN1)
shows red Defective CAN Bus (failure)
LED 10
flashes yellow Indicates a released lube pulse
(VLV)
and LED 11 (FAIL) shows red:
shows red Indicates an electrical short-circuit of
the 4/2-way solenoid valve
and LED 11 (FAIL) flashes red (one
shows red time): Indicates a defective cable at the
4/2-way solenoid valve
LED 11 Electrical circuit of the injection system
none
(FAIL) ready for operation
and LED 10 (VLV) none: Indicates an
shows red electrical short-circuit of the pressure
transmitter (PT3131−38C)
flashes red Indicates a defective cable at the
(two times) pressure transmitter (PT3131−38C)
flashes red Shows an identification failure of the
(three times) ALM-20 module
LED 12
shows green Power supply is on
(POWER)
none Power supply is off

5.2 Resistor in plug X1

Each ALM-20 module has a built-in resistor in the plug X1 (at terminals 16 and 17).
The value of each resistor is related to the cylinder number.
Remark: Before you install a new resistor, make sure that the replacement has the
correct resistance. See the table that follows:
Cylinder Control box Resistance

No. No. Ohm [Ω]
1 E41.01 330
2 E41.02 390
3 E41.03 470
4 E41.04 560
5 E41.05 680
6 E41.06 820
7 E41.07 1.0K
8 E41.08 1.2K
6. Lubricating quill
Lubricating oil is injected on to the cylinder liner wall through the lubricating quills
installed on the circumference of the cylinder liner.
For more data about the lubricating quills, see 2138−1.

7. Lubrication of exhaust valve spindle
The cylinder lubricating pump 1 supplies lubricating oil through the lubricating oil
pipe to the exhaust valve 4 (see Fig. ’I’). At each lube pulse, some lubricating oil
flows through the non-return valve 5, orifice 6 and stop valve 7 into the exhaust
valve (see Fig. ’H’).
Service experience show that the additional lubrication of the exhaust valve
spindle is only necessary during the initial hours of engine operation or after an
exhaust valve overhaul (see also 2751−1). During usual operating condition the
valve 7 is closed.
Remark: We recommend that you close the stop valve:
− after the sea trial (approximately 100 operating hours).
− approximately 24 operation hours after an overhaul of the exhaust valve.
H I
2
4
7
6
7
5
4 6
2
5
OS SR
SI 1
1
SP
018.242/09
WCH01045
Key to Illustrations: ’H’ Schematic diagram

’I’ Configuration cylinder No. 1
1 Cylinder lubricating pump 8.06 OS Oil supply
2 Lubricating quill 8.09 SI Servo oil inlet
3 Lubricating oil pipe to lubricating quill SR Servo oil return
4 Lubricating oil pipe to exhaust valve SP Servo oil to next pump
5 Non-return valve
6 Orifice
7 Stop valve

8. Cylinder lubricating system − control
8.1 Control system
E85 E90 Power supply
Sensor
PT3131C
ZV3131C
PT3132C
ZV3132C
PT3138C
ZV3138C
ALM−20 ALM−20 ALM−20
Cyl. 1 Cyl. 2 Cyl. 8
CAN Bus
FCM−20 FCM−20
Crank angle Cyl. 7 Cyl. 8
sensor unit
GT5126C
SSI Bus
GT5127C
DRAWN FOR
8 CYLINDERS
The WECS−9520 controls the cylinder lubricating system.

The control system includes a row of ALM-20 modules, one module for each
cylinder. The CAN Bus transmits the signals. To prevent faults one more CAN Bus
is installed and gives redundancy. Each ALM-20 module has a pressure
transmitter to monitor the metering pressure. The necessary power for the ALM-20
modules is supplied through the power supply box E85 and the control box E90.
The FCM-20 modules get the necessary information from the last and next to last
cylinder. The SSI Bus transmits the signals from the crank angle sensors. To
prevent faults one more SSI Bus is installed and gives redundancy (see 4002−1).
The 4/2-way solenoid valves operate the cylinder lubricating pump (ZV3132C).

8.2 Radial oil distribution

The nozzle tip in the lubricating quill has holes in specified positions (see Fig. ’K’).
The lubricating oil flows out of these holes at high pressure. The lubricating
grooves give equal lubrication on to the cylinder liner wall (see also 2138−1).
8.3 Vertical oil distribution

The WECS−9520 controls the injection timing of the vertical oil supply (see
4002−1, paragraph 4.4). The parameters of the oil feeds are set during the first
operation of the engine.
The specified quantities are (see Fig. ’L’):
− 70% above
− 25% into
− 5% below the piston head.
L
Above Into Below
018.650/09

8.4 Adjustment − Lubricating oil feed rate

It is possible to adjust the lubricating oil feed rate in the range 0.5 g/kWh to
3.0 g/kWh, in steps of 0.1 g/kWh. Use the user parameters in the columns ’Feed
Rate’ and ’Adjustment’ for one cylinder, or for all cylinders (see 4002−3,
paragraph 1.1).
For data about the guide feed rates for running-in of new cylinder liners and piston
rings, see 0410−1, paragraph 4 and 0410−1, paragraph 5).

Intentionally blank
Instructions Concerning Measurement of Cylinder Lubricating Oil Consumption
1. Calculate the cylinder lubricating oil consumption
You can measure the cylinder lubricating oil consumption at all engine power
outputs.
The engine has a load-related cylinder lubricating system. To get a correct result,
make sure that the engine speed and power are kept as constant as possible.
The cylinder lubricating system has a measurement tube, which has a scale that
gives accurate measurement of the lubricating oil consumption in a short time.
For data about the measurement procedure see 7218−1 paragraph 3.3.
Calculate the specified cylinder lubricating oil consumption, for a) + b):

To calculate the specific cylinder lubricating oil consumption, you must know the
power output during the test. Get the engine output:
a) From the curve fuel injection quantity (%) x engine speed (FQ x rpm)
Make sure that the curve refers to the used fuel (see the acceptance protocol).
b) From the field Est. Power [%] shown in the operator interface.
Specified cylinder lubricating oil consumption = 1000 x G g/kWh (g/BHPh)

P
G = Cylinder lubricating oil consumption [kg/h]
P = Engine power output in kW (BHP) given from the curve FQ x rpm
or nominal power x estimated power [%]
2. Calculate the theoretical cylinder lubricating oil consumption
The specified theoretical feed rate is set in the WECS-9520. To change the
parameters, use the Operator Interface (see 4002-3, paragraph 1.1).
Use the formula below to calculate the cylinder lubricating oil consumption (kg/h):
G = 3600 x V x ò x Z
t
V = Supply volume of the lubricating oil pump for each injection pulse [ml]
ò = Oil density [kg/l]
Z = Number of injection pulses
T = Measurement time [s]

2.1. Calculate the cylinder lubricating oil consumption of a consumption measurement

You use a a consumption measurement (parallel measurement) to do a check of
the parameter settings and function of the cylinder lubricating system.
For data about the measurement procedure see 7218−1 paragraph 3.3.
Use the formula below to calculate the cylinder lubricating oil consumption (feed
rate):
R = 3600 x (h x k) x ò
fxtxP
R = Cylinder lubricating oil consumption [g/kWh]

h = Measurement height [cm]
k = Conversion factor [l/cm]
ò = Oil density [g/l]
t = Measurement time [s]
P = Engine power output [kW]
f = Correction factor (see table that follows)
Engine power output Correction factor

% f
100 1.00
75 1.02
50 1.06
20 1.25
10 1.56
Example 8 RT-flex58T−D:
R= 3600 x (21.0 x 0.14) x 920 = 0.8 g/kWh

1.02 x 900 x 13560
− Measurement time 15 min = 900 s

− Measuring height 21.0 cm
− Conversion factor 0.14 l/cm
− Oil density 920 g/l
− Output at 75% 13560 kW
− Correction factor 1.02

3. Recommended cylinder lubricating oil feed rate
We recommend to decrease the cylinder lubricating oil feed rate gradually, after
running-in the engine (see 0410−1).
The set value refers to the nominal output at nominal speed. Because of the
load-related lubricating system, this value stays almost constant.
Adjust the feed rate to service experiences (e.g. running surfaces of pistons, piston
rings and cylinder liners).
When data is given to us about the consumption of cylinder lubricating oil, it must
always be related to liter or kg / hour or each period of 24 hours, and shows at the
same time (as far as known):
The data must include:
− Engine type and number of cylinders
− Engine speed
− Fuel injection quantity
− Set lubricating oil volume
− Number of pulses during measurement
− Engine power output during measurement
− Supply volume of the lubricating pump
− Lubricating oil specifications
− Fuel oil specifications
− Fuel oil consumption in metric tons each period of 24 hours.

Intentionally blank
Feed Rate − Adjustment
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
2. Base Feed Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/8
3. Sulphur Dependent Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . 3/8
4. Safeguard Sulfur Dependent Lubrication . . . . . . . . . . . . . . . . 5/8
5. Blending on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/8
1. General
To set the correct cylinder lubricating oil feed rate, it is very important to monitor the
piston running performance of the engine. The procedures that follow are
necessary:
D Use an on-board monitoring programme to monitor the piston underside (PU)
drain oil. Make an analysis of the Fe content, Cr content and the residual base
number (BN) from the PU drain oil. For more data, see Fig. 2 and 0750−1
Lubricating Oils, paragraph 3.2.
D At regular intervals, visually examine the PU.
D Make an analysis of the fuel quality. If possible, send a sample of the fuel to a
laboratory to make an analysis of the effective sulfur content. Do the analysis
before you use the fuel oil for the first time.
Note: Engines with the same design can have different piston running
performances (because of different operation modes, the properties of the used
cylinder lubricating oil or the engine tuning). The most important problem is that
cold corrosion can occur and causes faster or more dangerous wear on piston
running components.
There are different engine operation modes and operation responses. Each
engine operation mode needs an applicable cylinder lubrication set-up. To find the
correct set-up, see the data given in paragraph 2, paragraph 3 and paragraph 4.
The setting of the sulfur dependency category is related to the residual BN in the
PU drain oil of the engine (see 0750−1 Lubricating Oils, paragraph 3.2).
Table 1 shows data about the different feed rates used in this manual.
Table 1: Feed Rate Glossary

Guide Feed Rate Recommended base feed rate, e.g. 0.8 g/kWh for
pulse lubricating systems.
Base Feed Rate Adjusted feed rate in the lubricating system. Load
dependent without sulfur dependency.
Sulfur Dependant Feed Adjusted feed rate in the lubricating system. Load
Rate dependent with sulfur dependency.
Effective Feed Rate Actual feed rate. Load dependent and also sulfur
dependent, if applicable.
Set the applicable adjustment of the cylinder lubricating feed rate in relation to the
fuel sulfur content, cylinder lubrication BN and engine load. See the flow diagram
given in Fig. 1 to find the applicable cylinder lubricating feed rate.

Note: Winterthur Gas & Diesel Ltd. strongly recommends that you use an
on-board monitoring programme to make a subsequent analysis of:
D The Fe content
D The Cr content
D The residual base number (BN) from the PU drain oil.
Fig. 1: Selection of the Cylinder Lubricating Oil Feed Rate

Fig. 2 PU Drain Oil Residual BN
2. Base Feed Lubrication (Engine Load is More than 60% CMCR)
The recommended base feed rate for pulse lubricating systems is 0.8 g/kWh.
Note: When the engine load is more than 60% CMCR, Wärtsilä Services
Switzerland Ltd. recommends that you set the base feed rate as a function of the
used cylinder lubricating system.
3. Sulfur Dependent Lubrication (Engine Load is Less than 60% CMCR)
During low load operation, the conversion of the sulfur in the HFO into sulfuric acid
increases. The alkaline additives in the cylinder lubricating oil make the acidic
components neutral. For more data, see see 0750−1 Lubricating Oils,
paragraph 3.3.
Wärtsilä Services Switzerland Ltd. recommends that you use a sulfur dependent
feed rate if the engine operates at less than 60% CMCR (see Table 2).
To increase the protective chemical properties of the cylinder lubricating oil at low
load operation, Wärtsilä Services Switzerland Ltd. recommends that you adjust
the cylinder lubricating oil feed rate. Refer to the data that follows to set the cylinder
lubricating oil feed rate:
D The base feed rate [g/kWh]
D The sulfur content [% m/m] of the used residual HFO
D BN [mg KOH/g] of the used cylinder lubricating oil
D Installed cylinder lubricating system
D PU drain oil residual BN.
Equipment Hazard: The results of the bunker analysis and the values given in the
Bunker Delivery Note (BDN) can be different. Always use the higher sulfur content
value to set the correct feed rate to make sure that the engine operates safely.
Note: Use the cylinder lubricating oil feed rates given in Table 2 as a function of the
used cylinder lubricating system, cylinder lubricating oil and fuel.
See the data given in Table 2 to set the sulfur dependent cylinder lubricating oil
feed rate (LOFR) for pulse lubricating systems (PLS) and systems with a guide
feed rate of 0.8 g/kWh at CMCR.

Table 2: Setting Table − PLS Sulfur Dependent Feed Rate

at Low Load (less than 60% CMCR) (Calculated Values, Last Update March 2014)
Sulfur Lubricating Oil Feed Rate [g/kWh]
Content [%] BN 40 BN 50 BN 60 BN 70 BN 80 BN 90 BN 100
0.0
0.1 0.80 (3)
0.2 0.80 (3)
0.3 0.80 (3)
0.4 0.80 (3)
0.5 0.80 0.80 (3) 0.80 (3)
0.6 0.80 0.80 (3) 0.80 (3)
0.7 0.80 0.80 (3) 0.80 (3)
0.8 0.80 0.80 (3) 0.80 (3)
0.9 0.80 0.80 (3) 0.80 (3)
1.0 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.1 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.2 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.3 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.4 0.80 0.80 0.80 0.80 (3) 0.80 (3)
1.5 0.80 0.80 0.80 0.80 0.80
1.6 0.80 (3) 0.80 0.80 0.80 0.80
1.7 0.80 (3) 0.80 0.80 0.80 0.80
1.8 0.85 (2), (3) 0.80 0.80 0.80 0.80
1.9 0.90 (2), (3) 0.80 0.80 0.80 0.80
2.0 0.95 (2), (3) 0.80 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.1 0.80 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.2 0.80 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.3 0.85 (2) 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.4 0.90 (2) 0.80 0.80 0.80 0.80 (3) 0.80 (3)
2.5 0.95 (2) 0.80 0.80 0.80 0.80 0.80
2.6 0.80 (2), (4) 0.80 0.80 0.80 0.80
2.7 0.85 (2), (4) 0.80 0.80 0.80 0.80
2.8 0.85 (2), (4) 0.80 0.80 0.80 0.80
2.9 0.90 (2), (4) 0.80 0.80 0.80 0.80
3.0 0.95 (2), (4) 0.80 0.80 0.80 0.80
3.1 0.95 (2), (4) 0.85 (2) 0.80 0.80 0.80
3.2 1.00 (2), (4) 0.85 (2) 0.80 0.80 0.80
3.3 1.00 (2), (4) 0.90 (2) 0.80 0.80 0.80
3.4 1.05 (2), (4) 0.90 (2) 0.80 0.80 0.80
3.5 (1) 1.10 (2), (4) 0.95 (2) 0.80 0.80 0.80
3.6 0.95 (2) 0.85 (2) 0.80 0.80
3.7 1.00 (2) 0.85 (2) 0.80 0.80
3.8 1.05 (2) 0.85 (2) 0.80 0.80
3.9 1.05 (2) 0.90 (2) 0.80 0.80
4.0 1.10 (2) 0.90 (2) 0.80 0.80
4.1 1.10 (2) 0.95 (2) 0.80 0.80
4.2 1.15 (2) 0.95 (2) 0.85 (2) 0.80
4.3 1.15 (2) 1.00 (2) 0.85 (2) 0.80
4.4 1.20 (2) 1.00 (2) 0.90 (2) 0.80
4.5 1.20 (2) 1.05 (2) 0.90 (2) 0.85 (2)
(1) Marpol Annex VI: Limit 3.50% sulfur content
(2) Adjusted lubricating oil feed rate from 0.8 g/kWh to the new value.
(3) Lubricating oil feed rate setting for temporary operation (less than 48 hours).
(4) If no on-board monitoring system for PU drain oil is used, there is a 2.5% limit of sulfur content (see
also 0750−1 Lubricating Oils, paragraph 3.2).

4. Safeguard Sulfur Dependent Lubrication (Engine Load is Less than 60% CMCR)
If the data given in paragraph 3 is not sufficient to prevent corrosion, Wärtsilä

Services Switzerland Ltd. recommends that you apply the safeguard sulfur
dependency.
You know that there is cold corrosion if:
D You see visual signs of cold corrosion on the piston rings and the cylinder liner
D The analysis of the PU drain oil shows a base number that is less than the
recommended limits or more than the usual Fe and Cr content values. For
more data, see 0750−1 Lubricating Oils, paragraph 3.2.
If you find signs of cold corrosion, Wärtsilä Services Switzerland Ltd. recommends
that you set the lubricating feed rates to the safeguard sulfur dependent values
(see Table 3). Use also all other applicable procedures to decrease cold corrosion.
For more data about cold corrosion, see 0750−1 Lubricating Oils, paragraph 3.2
and paragraph 3.3.
See the data given in Table 3 to set the safeguard sulfur dependent LOFR for pulse
lubricating systems (PLS) and systems with a guide feed rate of 0.8 g/kWh at
CMCR.

Table 3: Setting Table − PLS Safeguard Sulfur Dependent Feed Rate

at Low Load (less than 60% CMCR) (Calculated Values, Last Update March 2014)
Sulfur Lubricating Oil Feed Rate [g/kWh]
Content [%] BN 50 BN 60 BN70 BN 80 BN 90 BN 100
0.0
0.1
0.2
0.3
0.4
0.5 0.80 (3) 0.80 (3)
0.6 0.80 (3) 0.80 (3)
0.7 0.80 (3) 0.80 (3)
0.8 0.80 (3) 0.80 (3)
0.9 0.80 (3) 0.80 (3)
1.0 0.80 0.80 0.80 (3) 0.80 (3)
1.1 0.80 0.80 0.80 (3) 0.80 (3)
1.2 0.80 0.80 0.80 (3) 0.80 (3)
1.3 0.80 0.80 0.80 (3) 0.80 (3)
1.4 0.80 0.80 0.80 (3) 0.80 (3)
1.5 0.80 0.80 0.80 0.80
1.6 0.90 (2) 0.80 0.80 0.80
1.7 0.95 (2) 0.80 0.80 0.80
1.8 1.00 (2) 0.80 0.80 0.80
1.9 1.05 (2) 0.85 (2) 0.80 0.80
2.0 1.10 (2) 0.90 (2) 0.80 0.80 0.80 (3) 0.80 (3)
2.1 1.15 (2) 0.95 (2) 0.80 0.80 0.80 (3) 0.80 (3)
2.2 1.20 (2) 1.00 (2) 0.85 (2) 0.80 0.80 (3) 0.80 (3)
2.3 1.25 (2) 1.05 (2) 0.90 (2) 0.80 0.80 (3) 0.80 (3)
2.4 1.30 (2) 1.10 (2) 0.95 (2) 0.80 0.80 (3) 0.80 (3)
2.5 1.40 (2) 1.15 (2) 1.00 (2) 0.85 (2) 0.80 0.80
2.6 1.15 (2), (4) 1.00 (2) 0.90 (2) 0.80 0.80
2.7 1.20 (2), (4) 1.05 (2) 0.90 (2) 0.80 0.80
2.8 1.25 (2), (4) 1.10 (2) 0.95 (2) 0.85 (2) 0.80
2.9 1.30 (2), (4) 1.15 (2) 1.00 (2) 0.85 (2) 0.80
3.0 1.35 (2), (4) 1.15 (2) 1.00 (2) 0.90 (2) 0.80
3.1 1.20 (2) 1.05 (2) 0.95 (2) 0.85 (2)
3.2 1.25 (2) 1.10 (2) 0.95 (2) 0.85 (2)
3.3 1.30 (2) 1.10 (2) 1.00 (2) 0.90 (2)
3.4 1.35 (2) 1.15 (2) 1.00 (2) 0.90 (2)
3.5 (1) 1.35 (2) 1.20 (2) 1.05 (2) 0.95 (2)
3.6 1.20 (2) 1.10 (2) 0.95 (2)
3.7 1.25 (2) 1.10 (2) 1.00 (2)
3.8 1.30 (2) 1.15 (2) 1.05 (2)
3.9 1.35 (2) 1.15 (2) 1.05 (2)
4.0 1.35 (2) 1.20 (2) 1.10 (2)
4.1 1.25 (2) 1.10 (2)
4.2 1.25 (2) 1.15 (2)
4.3 1.30 (2) 1.15 (2)
4.4 1.30 (2) 1.20 (2)
4.5 1.35 (2) 1.20 (2)
(1) Marpol Annex VI: Limit 3.50% sulfur content.
(2) Adjusted lubricating oil feed rate from 0.8 g/kWh to the new value.
(3) Lubricating oil feed rate setting for temporary operation (less than 48 hours).
(4) If no on-board monitoring system for PU drain oil is used, there is a 2.5% limit of sulfur content (see
also 0750−1 Lubricating Oils, paragraph 3.2).

5. Blending on Board
You can use the Wärtsilä Blending on Board (BoB) system to adjust the base
number of the cylinder lubricating oil.
The system oil is used as a base oil and the correct additive package is added to
make an applicable cylinder lubricating oil. The BoB system gives the best results
related to the necessary neutralization and detergency properties of the cylinder
lubricating oil.
You can make different BN lubricating oils on board. With an applicable cylinder
lubricating oil it is not necessary to adjust the feed rate to different operation
modes, i.e. the base feed rate is not changed, but the cylinder oil BN is adjusted.
Use the BoB system together with an on-board monitoring system for the PU drain
oil (e.g. SEA-MateE B2000 blender combined with the SEA-MateE M2000 XRF
analyzer) to make a correct BN lubricating oil. The correct BN improves the
corrosion protection and the detergency properties of the lubricating oil.
The BoB system is most applicable for vessels that operate on a wide range of
different fuel oils (related to the fuel sulfur content) and operation modes.
As a general recommendation, see the data given in Table 4. But, adjust the values
as a function of the engine performance for each engine. For more data, speak to
or send a message to Wärtsilä Services Switzerland Ltd.

Table 4: BN Values Related to Sulfur Content for a Base Feed Rate of

0.8 g/kWh
Low Load
Sulfur Usual Operation Safeguard
Operation (below
Content [%] (above 60% CMCR) Operation
60% CMCR)
1.0 40 40 40
1.1 40 40 40
1.2 40 40 40
1.3 40 40 40
1.4 40 40 40
1.5 40 40 50
1.6 50 50 50
1.7 50 50 50
1.8 50 50 60
1.9 50 50 60
2.0 50 50 60
2.1 50 50 60
2.2 50 70 60
2.3 50 70 70
2.4 50 70 70
2.5 50 70 70
2.6 50 70 70
2.7 50 70 80
2.8 50 70 80
2.9 51 72 80
3.0 53 75 90
3.1 55 77 90
3.2 57 80 90
3.3 59 82 100
3.4 61 85 100
3.5 63 87 100

Operation Group8
o Lubricating Oil System

− Turbocharger TPL and A100-L Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3
Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1

Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018−1/A1
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
Exhaust Waste Gate (Low-load Tuning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8135−1/A1
Drainage System and Wash-water Piping System . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345−1/A1

Intentionally blank
Lubricating Oil System
Turbocharger TPL and A100-L Type
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
2. Bearing and turbocharger oil system . . . . . . . . . . . . . . . . . . . 1/12
3. Crosshead bearing, leakage oil pipes from exhaust valves 5/12
4. Servo oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/12
5. Servo oil system − leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/12
6. Servo oil rail − fill and pressure release . . . . . . . . . . . . . . . 12/12
1. General
The oil pump 1 (see Fig. ’A’) supplies oil at the necessary pressure for engine
control, lubrication and crosshead lubricating oil pump 4 (but not cylinder
lubrication). For data about the pressure values, see 0250−1 Operating Data
Sheet.
The oil supply to the different lubricating points is shown in the schematic diagrams
Fig. ’A’ and Fig. ’B’.
The cylinder and exhaust valve lubrication is described in 7218−1.
The location of the pumps, filters, heat exchangers, etc is shown on the plant
diagram, which is given in different documentation.
2. Bearing and turbocharger oil system
Bearing oil is supplied through the oil inlet pipe 5 on fuel side to the oil pipe 10 and
the main bearings 9 through bores in the bearing girders.
Bearing oil is also used to cool the piston through the toggle lever 15 (for more
data, see 3603−1 Piston Cooling and Crosshead Lubrication).
Oil flows to the exhaust valve control units through the servo oil system (see
paragraph 4 and 4003−2 Control Diagram).
There is an oil supply through the supply pipe 18 for the bearings, nozzles, fuel
pumps and internal bores in the supply unit (for more data, see 5552−1 Supply Unit
and 5556−1 Fuel Pump).
From inlet pipe 5, oil also flows off to operate the fuel pressure control valve 3.06 in
the fuel rail (see 8019−1, paragraph 3 and the Control Diagram).
The built-in axial damper 8, (and if installed, the vibration damper 26), intermediate
wheels 21 and the drive supply unit are supplied and cooled with bearing oil.
The bearing oil and crosshead bearing oil systems are connected through the
non-return valve 6.
Turbocharger TPL type:
Bearing oil flows through the oil inlet pipe 5 on the fuel side and oil inlet pipe 27 to
the turbochargers 28. The oil flows back through the vent tank 29 (air separator
built in to the scavenge air receiver) to the outlet pipe 30 and the main leakage oil
collector 32 from the exhaust valve to the column.
Turbocharger A100-L type:
Bearing oil flows through oil inlet pipe 5 on fuel side and the oil inlet pipe 25 to the
turbochargers 26. The oil flows back through the outlet pipe 28 to the main leakage
oil collector 30.
The device (ball valves 34 and 35) used to get oil samples is installed in the outlet
pipe for dirty oil 33 from the piston underside (see also 0750−1 Cylinder lubricating
oil).
Remark: During operation, the ball valves 36 stay open and the ball valves 35 are
closed.

Lubricating Oil System Turbocharger TPL and A100-L Type
2.1 Taking dirty oil samples

2.1.1 Preparation
1.) Write the applicable data on the oil analysis form (e.g. operation conditions,
fuel parameters, cylinder lubricating oil feed rate etc).
2.) Make sure that the labels on the sample bottles refer to the related cylinders.
2.1.2 Procedure
1.) Close the ball valve (2) for approximately 30 minutes to 60 minutes.
Remark: Some parts can look different.
Ball Valve Positions
Closed
1
3
2
Open 1
Open
1
2
Closed
2
2.) Put an applicable container under the ball valve (1).

3.) Slowly open the ball valve (1) to flush out oil and possible dirt.
4.) Close the ball valve (1).
5.) Open the ball valve (2) to drain the remaining oil from the dirty oil pipe (3).
7.) Put the sample bottle under the ball valve (1).
8.) After approximately 10 minutes to 60 minutes, slowly open the ball valve (1) to
fill the sample bottle.
10.) Open the ball valve (2) to drain the oil that collected in the dirty oil pipe (3).
11.) Do the steps 1) to 10) again on each cylinder.
Remark: Wärtsilä Services Switzerland Ltd. recommends that you get an oil
sample of the cylinder lubricating oil downstream of the duplex filter. Send the oil
sample to the laboratory to make an analysis to make sure the initial cylinder
lubricating oil had the correct quality and no contamination.
12.) Make sure that the sample bottles are tightly closed and use an applicable
package.
13.) Send the samples to the laboratory to make an analysis.

AV
A TPL TYPE A100-L TYPE
31
PLANT ENGINE
26 26
AV 29
27
30 30
28
30 30
28
25 12
33
22 35
AV 34 36
7 21
19
4 37 14
15 OD
5 18
17
6 13 16 23
19
2 20 17
8
3 32
1 24
10
2
WCH00150
OI
31 OD 9 11 OD

Key to Illustrations: ’A’ Bearing and turbocharger oil system

1 Oil pump 25 Oil inlet pipe
2 Oil filter 26 Turbocharger
3 Oil cooler 27 Vent tank (for TPL type only)
4 Crosshead lubricating oil pump 28 Outlet pipe
5 Oil inlet pipe (fuel side) 29 Vent pipe
6 Non-return valve 30 Main leakage oil collector
7 Oil supply pipe, crosshead lubrication (from exhaust valves)
8 Axial damper 31 Throttle
9 Main bearing 32 Crank angle sensor unit
10 Oil inlet to main bearing 33 Outlet (drain) pipe for dirty oil
11 Thrust bearing 34 Ball valve
12 Piston 35 Ball valve (oil samples PU)
13 Bottom end bearing 36 Ball valve (oil samples of system oil)
14 Crosshead pin 37 Crankcase vent pipe
15 Toggle lever (piston cooling
and crosshead lubrication)
16 Intermediate wheel bearing
17 Nozzle
18 Supply pipe
19 Intermediate wheels (top and bottom)
20 Axial damper monitor
21 Main dirty oil collector (from PU) BO Bearing oil
22 Main leakage oil collector AV Air vent
(from piston rod gland) CB Crosshead bearing oil
23 Flushing oil drain f. automatic filter OD to oil drain tank
24 Vibration damper OI Oil inlet from oil drain tank
BO
CB
OD

3. Crosshead bearing, leakage oil pipes from exhaust valves
3.1 Crosshead bearing oil system

Lubricating oil flows through the toggle levers 10 to the crosshead pins 9, then
through the connecting rods to the bottom end bearings 8 (see Fig. ’B’).
Remark: If the crosshead lubricating oil pump 4 becomes defective, the
crosshead bearing oil system is supplied with bearing oil pressure. In these
conditions, the engine can only be operated at a decreased load of 40%.
3.2 Main leakage oil collection

Leakage oil flows to the oil drain tank ’DT’ through the pipes that follow:
− Leakage oil pipe 13
− Leakage oil from air spring 14 through the leakage oil return 15
− Leakage oil pipe exhaust valve 18 DE
− Leakage oil pipe exhaust valve 19 FE
− Turbocharger oil return 17
− Oil drain 16 from fuel pressure control valve 3.06

14
B 12
13
20 11 20 15
16
PLANT ENGINE
19 18
17 17
9
7 10
4
5 8
6
2
2 DT DT
BO
OI CB
HO
OD
Key to Illustration: ’B’ Crosshead bearing, main leakage oil collector

1 Oil pump 15 Leakage oil return
2 Oil filter 16 Oil drain (from
3 Oil cooler fuel pressure control valve 3.06)
4 Crosshead lubricating oil pump 17 Turbocharger oil return
5 Oil inlet pipe on exhaust side 18 Leakage oil pipe exhaust valve (DE)
6 Non-return valve 19 Leakage oil pipe exhaust valve (FE)
7 Oil supply pipe, crosshead lubrication 20 Servo oil return from cylinder
8 Bottom end bearing lubrication pumps
9 Crosshead pin
10 Toggle lever OD Drain
11 Rail unit CB Crosshead bearing oil
12 Exhaust valve BO Bearing oil
13 Leakage oil pipe (from exhaust valve) DT to oil drain tank
14 Leakage oil pipe (from air spring) OI from oil drain tank
HO Hydraulic oil

4. Servo oil system
The servo oil system controls the exhaust valve movement and the injection
control units. The necessary oil flows off from the bearing oil system (see Fig. ’C’).
4.1 Servo oil service pump

The electrically-driven servo oil service pump 3 must be manually set to on and off.
The servo oil service pump is used to supply the necessary pressure for exhaust
valve movement. The servo oil service pump is also used to do a leak test before
the first commissioning, or after maintenance on the servo oil system.
Do not start the servo oil service pump if the bearing oil pump is not in operation.
Remark: The lubricating oil pump and servo oil service pump must only be set to
on after the air spring air supply is available and the exhaust valves are closed.
The servo oil service pump increases the pressure in the fuel rail when necessary
through the tool 94583 (pipe) (see 8019−1 High pressure circuit and 0120−1 Vent
and leak test of fuel oil system on engine).
The servo oil service pump is not necessary for engine start or engine operation.
Remark: The stop valve 14 must be open before commissioning (see also 0130−1
Prepare the servo oil system).
Before engine start, make sure that the servo oil service pump is set to off.

Oil flows through the automatic filter 1, the supply pipes 5 and 13 to the servo oil
pumps 4.
Do not operate the engine if there is no oil supply to the servo oil service pumps.
During operation, the stop valve 14 must always be open.
The servo oil pumps 4 supply oil to the servo oil rail 7 through the high pressure
(HP) servo oil pipes 6. The pressure value is related to the engine load.
The leakage oil pipe is attached to the connecting block of the HP servo oil pipes
(see paragraph 5).
Remark: The flow sensors 22 (installed upstream of each servo oil pump) monitor
the oil supply from the servo oil pumps. If a servo oil pump becomes defective, the
alarm and monitoring system (AMS) activates an alarm (see Servo Oil Pump
5551−1).
Servo oil flows from the servo oil rail 7 to the exhaust valve drive units 8 and the rail
valves. The servo oil controls the movement of the exhaust valve spindle. The
servo oil then flows through the flexible hose 19 to the return pipe 25 and through
the column back to the plant.
Servo oil also flows from the servo oil rail 7 through the flexible hose 18 to operate
the injection control units and their rail valves. The servo oil then flows through the
flexible hose 19 to the return pipe 25 and through the column back to the plant.
Servo oil flows through ’CL’ and operates the cylinder lubricating system at
decreased pressure (for more data, see 7218−1 Cylinder Lubrication and 4003−2)
Control Diagram.

BO
HO
OD
SO
CB
OD
C
14
33
33
5
28
22 13
17
13
OD
7
WCH00152
35 23
16
32
4
19
29
11
34
9
25
21
10
19
8
36
18
CL
OD
ENGINE
PLANT
OI

D 31
24
12
35
30
7
17 3
16 15
27
32 33
6
1
DT
28
14
22 5
13
4
BO
2
SO
26
HO
20 OD
CB
WCH01074
Key to Illustrations: ’C’ and ’D’ Servo oil system

1 Automatic filter 4.20 23 Safety valve 4.23
2 Servo oil supply D 24 Fuel shut-down pilot valve 3.08
3 Servo oil service pump 4.88 25 Servo oil return pipe 4.63
4 Servo oil pump 4.15 26 Leakage drain from HP servo oil pipes
5 Supply pipe 4.51 27 Return from servo oil service pump 4.88
6 HP servo oil pipe 4.55 28 Flushing oil drain from automatic filter 4.20
7 Servo oil rail 4.11 29 Drain from safety valve 4.23
8 Exhaust valve control unit 4.10 30 Drain from fuel pressure control valve 3.06
9 Hydraulic pipe 4.66 31 Leakage oil pipe exhaust valve DE
10 Exhaust valve 4.01 32 Connecting block
11 Injection control unit 3.02 33 Ball valve (for oil samples)
12 Fuel pressure control valve 3.06 34 Throttle
13 Supply pipe 35 Rail unit
14 Stop valve 4.37 36 Stop valve 4.30−5
15 Non-return valve 3.67
16 Non-return valves 4.24−1 and 4.24−2 OD Drain
17 Non-return valve 4.53 HO Hydraulic oil
18 Stop valve 3.40 CB Crosshead bearing oil
19 Flexible hose BO Bearing oil
20 Level switch LS2055A DT to oil drain tank
21 Leakage inspection point 4.17 OI from oil drain tank
22 Flow sensor FS2061−62A SO Servo oil
CL To cylinder lubrication

5. Servo oil system − leakage
The level switches (LS) monitor all important leakages in the servo oil system.
If there is a large quantity of leakage oil, the related alarm is activated. See the
table below:
Level switch Monitored components

LS3444A Monitors fuel and oil leakage from the rail unit,
between exhaust valve drive unit and exhaust
valve (a check bore in the cover)
LS2055A Leakages from HP pipes
5.1 Leakage
Risk of injury! Always use gloves and safety goggles when you do work on hot
components. Oil can come out as a spray when you loosen the pipe connections,
and open the ball valves / stop valves.
If the level switch 9 (LS2055A) activates an alarm, the pipe connections 6 let you
find the location of the leakage (see Fig. ’E’). You can then do the related
procedure.
⇒ For the leakages in the HP servo oil pipes 11, do as follows:
− On the leakage oil pipe 8, carefully loosen the connections 6 a maximum of
two full turns (see Fig. ’E’ and Fig. ’F’).
⇒ On the servo oil service pump of the related HP servo oil pipe, use the
pressure controller to adjust the pressure to minimum.
If only one HP servo oil pipe is serviceable, you can operate the engine until the
defective HP servo oil pipe is replaced.
You can find defective hydraulic pipes when oil flows from the check bore ’CB’ in
the housing of the related exhaust valve control unit 2 (for more data, see 0520−1
Operation with Exhaust Valve Control Unit Cut Out).

E F
11 1
2
5
3
6
4
WCH01071
6
5
I
7
8 1
10 9
WCH01075
CB
WCH01072
Key to Illustrations: ’E’ Servo oil supply D

’F’ Exhaust valve control unit 4.10
1 Hydraulic pipe 4.66 8 Leakage oil pipe (from HP servo oil pipes)
2 Exhaust valve control unit 4.10 9 Level switch LS2055A
3 Servo oil rail 4.11 10 Oil drain (from supply unit)
4 Servo oil return pipe 4.63 11 HP servo oil pipes 4.55
5 Connecting block
6 Pipe connection
7 Servo oil pump 4.15 CB Check bore

6. Servo oil rail − fill and pressure release
The servo oil pumps supply bearing oil to the HP servo oil pipes 6 through the
automatic filter 1 (see Fig. ’C’ and Fig. ’D’). The supply pressure opens the
non-return valves 16 and oil flows into the servo oil rail 7. From the servo oil rail, the
oil flows to the exhaust valve control units 8, through the hydraulic pipes 9 and into
exhaust valve housings. Orifices release the air in the system (see also Exhaust
valve 2751−1).
6.1 Fill and vent

⇒ Make sure that the stop valve 14 is open upstream of the automatic filter 1.
⇒ Make sure that the stop valve 18 in the servo oil rail 7 is closed.
⇒ Make sure that the plug 3 is tight (see Fig. ’G’).
⇒ Start the bearing oil pump.
Remark: To do a function check of the exhaust valve movement, or a leak test of
the servo oil system, the servo oil service pump must be set to on.
6.2 Pressure release and drain

To release the pressure and drain the servo oil rail, do the procedure that follows:
⇒ Remove the plug 3.
⇒ Carefully open the ball valve 2 to release the pressure and drain the servo oil
rail 1.
⇒ Close the ball valve 2
⇒ Install the plug 3.
II
II
1
WCH00989
3 2 1
WCH00989
FREE END
Key to Illustrations: ’E’ Servo oil rail 4.11

1 Servo oil rail 4.11 3 Plug
2 Ball valve 4 Servo oil return pipe 4.63

Lubricating Oil System
Turbocharger MET Type
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
2. Bearing and turbocharger oil system . . . . . . . . . . . . . . . . . . . 1/12
3. Crosshead bearing, leakage oil pipes from exhaust valves 5/12
4. Servo oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/12
5. Servo oil system − leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/12
6. Servo oil rail − fill and pressure release . . . . . . . . . . . . . . . . 12/12
1. General
The pump 1 supplies oil at the necessary pressure for engine control, lubrication
and crosshead lubricating oil pump 4 (but not cylinder lubrication). For data about
the pressure values, see 0250−1 Operating Data Sheet.
The oil supply to the different lubricating points is shown in the schematic diagrams
Fig. ’A’ and Fig. ’B’.
The cylinder and exhaust valve lubrication is described in 7218−1.
The configuration of the pumps, filters, heat exchangers, etc is shown on the plant
diagram, which is given in different documentation.
2. Bearing and turbocharger oil system (Fig. ’A’)
Bearing oil is supplied through the oil inlet pipe 5 on fuel side to the oil pipe 10 and
the main bearings 9 through bores in the bearing girders.
Bearing oil is also used to cool the piston through the toggle lever 15 (for more
data, see 3603−1 Piston Cooling and Crosshead Lubrication).
Oil flows to the exhaust valve control units through the servo oil system (see
paragraph 4 and 4003−2 Control Diagram).
There is an oil supply through the supply pipe 18 for the bearings, nozzles, fuel
pumps and internal bores in the supply unit (for more data, see 5552−1 Supply Unit
and 5556−1 Fuel Pump).
From inlet pipe 5, oil also flows off to operate the fuel pressure control valve 3.06 in
the fuel rail (see 8019−1, paragraph and the Control Diagram).
The built-in axial damper 8, (and if installed, the vibration damper 26), intermediate
wheels 21 and the drive supply unit are supplied and cooled with bearing oil.
The bearing oil and crosshead bearing oil systems are connected through the
non-return valve 6.
Turbocharger MET type:

Bearing oil flows through oil inlet pipe 5 on fuel side and the oil inlet pipe 25 to the
turbochargers 26. The oil flows back through the outlet pipe 28 to the main leakage
oil collector 30.
The device (ball valves 34 and 35) used to get oil samples is installed in the outlet
pipe for dirty oil 33 from the piston underside (see also 0750−1 Cylinder lubricating
oil).
Remark: During operation, the ball valves 34 remain open and ball valves 35 are
closed.

Lubricating Oil System Turbocharger MET Type
2.1 Taking dirty oil samples

2.1.1 Preparation
1.) Write the applicable data on the oil analysis form (e.g. operation conditions,
fuel parameters, cylinder lubricating oil feed rate etc).
2.) Make sure that the labels on the sample bottles refer to the related cylinders.
2.1.2 Procedure
1.) Close the ball valve (2) for approximately 30 minutes to 60 minutes.
Remark: Some parts can look different.
Ball Valve Positions
Closed
1
3
2
Open 1
Open
1
2
Closed
2
2.) Put an applicable container under the ball valve (1).

3.) Slowly open the ball valve (1) to flush out oil and possible dirt.
5.) Open the ball valve (2) to drain the remaining oil from the dirty oil pipe (3).
7.) Put the sample bottle under the ball valve (1).
8.) After approximately 10 minutes to 60 minutes, slowly open the ball valve (1) to
fill the sample bottle.
10.) Open the ball valve (2) to drain the oil that collected in the dirty oil pipe (3).
11.) Do the steps 1) to 10) again on each cylinder.
Remark: Wärtsilä Services Switzerland Ltd. recommends that you get an oil
sample of the cylinder lubricating oil downstream of the duplex filter. Send the oil
sample to the laboratory to make an analysis to make sure the initial cylinder
lubricating oil had the correct quality and no contamination.
12.) Make sure that the sample bottles are tightly closed and use an applicable
package.
13.) Send the samples to the laboratory to make an analysis.

A AV AV
29 29
PLANT ENGINE
26 26
28
30 30
28
31 31
30 32
30
12
25
30
33
22
30 35
AV 27
30 34 36
21
30
7
4 19
14
5
15 OD
18
17
6 13 19 23
16
2 20 17
8
3 34
1 24
2
WCH00185
OI
33 OD 9 10 11 OD

Key to Illustrations: ’A’ Bearing and turbocharger oil system

1 Oil pump 25 Oil inlet pipe
2 Oil filter 26 Turbocharger
3 Oil cooler 27 Outlet pipe
4 Crosshead lubricating oil pump 28 Vent pipe
5 Oil inlet pipe (fuel side) 29 Main leakage oil collector (from
6 Non-return valve exhaust valves)
7 Oil supply pipe, crosshead lubrication 30 Throttle
8 Axial damper 31 Crank angle sensor unit
9 Main bearing 32 Outlet (drain) pipe for dirty oil
10 Oil inlet to main bearing 33 Ball valve
11 Thrust bearing 34 Ball valve (oil samples PU)
12 Piston 35 Ball valve (oil samples of system oil)
13 Bottom end bearing 36 Crankcase vent pipe
14 Crosshead pin
15 Toggle lever (piston cooling
and crosshead lubrication)
16 Intermediate wheel bearing
17 Nozzle
18 Supply pipe
19 Intermediate wheels (top and bottom)
20 Axial damper monitor
21 Main dirty oil collector (from PU)
22 Main leakage oil collector (from piston rod AV Air vent
gland) CB Crosshead bearing oil
23 Flushing oil drain f. automatic filter OD to oil drain tank
24 Vibration damper OI Oil inlet from oil drain tank
BO
CB
OD

3. Crosshead bearing, leakage oil pipes from exhaust valves
3.1 Crosshead bearing oil system

Lubricating oil flows through the toggle levers 10 to the crosshead pins 9, then
through the connecting rods to the bottom end bearings 8 (see Fig. ’B’).
Remark: If the crosshead lubricating oil pump 4 becomes defective, the
crosshead bearing oil system is supplied with bearing oil pressure. In these
conditions, the engine can only be operated at a decreased load of 40%.
3.2 Main leakage oil collection

Leakage oil flows to the oil drain tank ’DT’ through the pipes that follow:
− Leakage oil pipe 13
− Leakage oil from air spring 14 through the leakage oil return 15
− Leakage oil pipe exhaust valve 18 DE
− Leakage oil pipe exhaust valve 19 FE
− Oil drain 16 from fuel pressure control valve 3.06

B 14
12
13
20 11 20 15
16
PLANT ENGINE
19
18
17 17
9
7 10
4
5
8
6
2
2 DT DT
BO
OI CB
HO
OD
Key to Illustration: ’B’ Crosshead bearing, main leakage oil collector

1 Oil pump 15 Leakage oil return
2 Oil filter 16 Oil drain (from
3 Oil cooler fuel pressure control valve 3.06)
4 Crosshead lubricating oil pump 17 Turbocharger oil return
5 Oil inlet pipe on exhaust side 18 Leakage oil pipe exhaust valve (DE)
6 Non-return valve 19 Leakage oil pipe exhaust valve (FE)
7 Oil supply pipe, crosshead lubrication 20 Servo oil return from cylinder
8 Bottom end bearing lubrication pumps
9 Crosshead pin
10 Toggle lever OD Drain
11 Rail unit CB Crosshead bearing oil
12 Exhaust valve BO Bearing oil
13 Leakage oil pipe (from exhaust valve) DT to oil drain tank
14 Leakage oil pipe (from air spring) OI from oil drain tank
HO Hydraulic oil

4. Servo oil system
The servo oil system controls the exhaust valve movement and the injection
control units. The necessary oil flows off from the bearing oil system (see Fig. ’C’).
4.1 Servo oil service pump

The electrically-driven servo oil service pump 3 must be manually set to on and off.
The servo oil service pump is used to supply the necessary pressure for exhaust
valve movement. The servo oil service pump is also used to do a leak test before
the first commissioning, or after maintenance on the servo oil system.
Do not start the servo oil service pump if the bearing oil pump is not in operation.
Remark: The lubricating oil pump and servo oil service pump must only be set to
on after the air spring air supply is available and the exhaust valves are closed.
The servo oil service pump increases the pressure in the fuel rail when necessary
through the tool 94583 (pipe) (see 8019−1 High pressure circuit and 0120−1 Vent
and leak test of fuel oil system on engine).
The servo oil service pump is not necessary for engine start or engine operation.
Remark: The stop valve 14 must be open before commissioning (see also 0130−1
Checks to be carried out on servo oil system).
Before engine start, make sure that the servo oil service pump is set to off.

Oil flows through the automatic filter 1, the supply pipes 5 and 13 to the servo oil
service pumps 4.
Do not operate the engine if there is no oil supply to the servo oil service pumps.
During operation, the stop valve 14 must always be open.
The servo oil pumps 4 supply oil to the servo oil rail 7 through the high pressure
(HP) servo oil pipes 6. The pressure value is related to the engine load.
The leakage oil pipe is attached to the connecting block of the HP servo oil pipes
(see paragraph 5).
Remark: The flow sensors 22 (installed upstream of each servo oil service pump)
monitor the the oil supply from the servo oil service pumps. If a servo oil service
pump becomes defective, the alarm and monitoring system (AMS) activates an
alarm (see Servo Oil Pump 5551−1).
Servo oil flows from the servo oil rail 7 to the exhaust valve drive units 8 and the rail
valves. The servo oil controls the movement of the exhaust valve spindle. The
servo oil then flows through the flexible hose 19 to the return pipe 25 and through
the column back to the plant.
Servo oil also flows from the servo oil rail 7 through the flexible hose 18 to operate
the injection control units and their rail valves. The servo oil then flows through the
flexible hose 19 to the return pipe 25 and through the column back to the plant.
Servo oil flows through ’CL’ and operates the cylinder lubricating system at
decreased pressure (for more data, see 7218−1 and 4003−2 Control Diagram).

BO
HO
OD
SO
CB
OD
C
14
33
33
5
28
22 13
17
13
OD
7
WCH00152
35 23
16
32
4
19
29
11
34
9
25
21
10
19
8
36
18
CL
OD
ENGINE
PLANT
OI

D 31
24
12
35
30
7
17 3
16 15
27
32 33
6
1
DT
28
14
22 5
13
4
BO
2
SO
26
HO
20 OD
CB
WCH01074
Key to Illustrations: ’C’ and ’D’ Servo oil system

1 Automatic filter 4.20 23 Safety valve 4.23
2 Servo oil supply D 24 Fuel shut-down pilot valve 3.08
3 Servo oil service pump 4.88 25 Servo oil return pipe 4.63
4 Servo oil pump 4.15 26 Leakage drain from HP servo oil pipes
5 Supply pipe 4.51 27 Return from servo oil service pump 4.88
6 HP servo oil pipe 4.55 28 Flushing oil drain from automatic filter 4.20
7 Servo oil rail 4.11 29 Drain from safety valve 4.23
8 Exhaust valve control unit 4.10 30 Drain from fuel pressure control valve 3.06
9 Hydraulic pipe 4.66 31 Leakage oil pipe exhaust valve DE
10 Exhaust valve 4.01 32 Connecting block
11 Injection control unit 3.02 33 Ball valve (for oil samples)
12 Fuel pressure control valve 3.06 34 Throttle
13 Supply pipe 35 Rail unit
14 Stop valve 4.37 36 Stop valve 4.30−5
15 Non-return valve 3.67
16 Non-return valves 4.24−1 and 4.24−2 OC Drain
17 Non-return valve 4.53 HO Hydraulic oil
18 Stop valve 3.40 CB Crosshead bearing oil
19 Flexible hose BO Bearing oil
20 Level switch LS2055A DT to oil drain tank
21 Leakage inspection point 4.17 OI from oil drain tank
22 Flow sensor FS2061−62A SO Servo oil
CL To cylinder lubrication

5. Servo oil system − leakage
The level switches (LS) monitor all important leakages in the servo oil system.
If there is a large quantity of leakage oil, the related alarm is activated. See the
table below:

LS3444A Monitors fuel and oil leakage from the rail unit,
between exhaust valve drive unit and exhaust
valve (a check bore in the cover)
LS2055A Leakages from HP pipes
5.1 Leakage
components. Oil can come out as a spray when you loosen the pipe connections,
and open the ball valves / stop valves.
If the level switch 9 (LS2055A) activates an alarm, the pipe connections 6 let you
find the location of the leakage (see Fig. ’E’). You can then do the related
procedure.
⇒ For the leakages in the HP servo oil pipes 11, do as follows:
− On the leakage oil pipe 8, carefully loosen the connections 6 a maximum of
two full turns (see Fig. ’E’ and Fig. ’F’).
⇒ On the servo oil service pump of the related HP servo oil pipe, use the
pressure controller to adjust the pressure to minimum.
If only one HP servo oil pipe is serviceable, you can operate the engine until the
defective HP servo oil pipe is replaced.
You can find defective hydraulic pipes when oil flows from the check bore ’CB’ in
the housing of the related exhaust valve control unit 2 (for more data, see 0520−1
Operation with Exhaust Valve Control Unit Cut Out).

E F
11 1
2
5
3
6
4
WCH01071
6
5
I
7
8 1
10 9
WCH01075
CB
WCH01072
Key to Illustrations: ’E’ Servo oil supply D

’F’ Exhaust valve control unit 4.10
1 Hydraulic pipe 4.66 8 Leakage oil pipe (from HP servo oil pipes)
2 Exhaust valve control unit 4.10 9 Level switch LS2055A
3 Servo oil rail 4.11 10 Oil drain (from supply unit)
4 Servo oil return pipe 4.63 11 HP servo oil pipes 4.55
5 Connecting block
6 Pipe connection
7 Servo oil pump 4.15 CB Check bore

6. Servo oil rail − fill and pressure release
The servo oil pumps supply bearing oil to the HP servo oil pipes 6 through the
automatic filter 1 (see Fig. ’C’ and Fig. ’D’). The supply pressure opens the
non-return valves 16 and oil flows into the servo oil rail 7. From the servo oil rail, the
oil flows to the exhaust valve control units 8, through the hydraulic pipes 9 and into
exhaust valve housings. Orifices release the air in the system (see also Exhaust
valve 2751−1).
6.1 Fill and vent

⇒ Make sure that the stop valve 14 is open upstream of the automatic filter 1.
⇒ Make sure that the stop valve 18 in the servo oil rail 7 is closed.
⇒ Make sure that the plug 3 is tight (see Fig. ’G’).
⇒ Start the bearing oil pump.
Remark: To do a function check of the exhaust valve movement, or a leak test of
the servo oil system, the servo oil service pump must be set to on.
6.2 Pressure release and drain

To release the pressure and drain the servo oil rail, do the procedure that follows:
⇒ Remove the plug 3.
⇒ Carefully open the ball valve 2 to release the pressure and drain the servo oil
rail 1.
⇒ Close the ball valve 2
⇒ Install the plug 3.
G
II
II
1
WCH00989
3 2 1
WCH00989
FREE END
Key to Illustrations: ’E’ Servo oil rail 4.11

1 Servo oil rail 4.11 3 Plug
2 Ball valve 4 Servo oil return pipe 4.63

Cooling Water System
1. General
The schematic diagram (Fig. ’A’) shows the cooling water system on the engine.
The location of pumps, coolers, fresh water generator, heater, expansion tank,
valves and throttling discs for flow control etc. are found in the separate
documentation for the plant layout (shipyard side). Also the layouts of raw water for
the scavenge air, lubricating oil and jacket cooling water coolers are shown in the
layout diagram.
The cooling water system is a closed circuit and connected to an expansion tank in
the plant. The cooling water, keeps cool the cylinder liners, cylinder covers and
exhaust valve cages.
In order to bring the cooling water to operating temperature even before the engine
has started a cooling water heater is installed in the plant.
The cooling water must be treated with an approved inhibitor to prevent corrosive
attack, sludge formation and scale deposits in the system (see Cooling Water /
Cooling Water Treatment 0760−1).
Attention! If the engine is out of operation for a long period in cold/frosty
conditions, you must drain the cooling water system. The water is chemically
treated and you must decontaminate the water in accordance with local
environmental regulations. To fill the system again, see the Cooling Water /
Cooling Water Treatment 0760−1.
Automatic cooling water temperature control:

Keep the temperature of the cooling water outlet temperature as stable as possible
during all load conditions. This will prevent too much expansion and contraction of
the combustion chamber components e.g. cylinder liners and cylinder covers.
D ± 2_C at constant load
D ± 4_C during load changes (transient conditions)
For data about pressures, temperature ranges, alarm and safety setting points,
see Operating Data Sheets 0250−1 and 0250−2.

2. Function
The cooling water pump supplies cooling water, through the supply pipe 6 on the
exhaust side, to the cylinders. The cooling water flows through the cylinder liner 11,
water guide jacket 12, cylinder cover 13 and exhaust valve cage 14.
You can use the shut-off valves 5 and 7 to isolate and drain each cylinder from the
cooling water system. A vent pipe 2 is connected to an expansion tank and the
main outlet connector 1. The cooling water system continuously vents.
The water flows from the cylinder cooling water outlet 3 through the adjustable
throttle 3 and a temperature regulating valve to the cooler and back to the pump. A
balance pipe connects the suction side of the pump to the expansion tank. This
balance pipe makes sure there is static pressure and also adjusts for the
expansion and decrease of water.
A throttle 15 is installed in the outlet pipe of each cylinder. The throttle controls the
flow rate of cooling water through the cylinder.
The adjustable throttle 4, installed in the cylinder cooling water outlet 3, controls
the pressure in the system.

AV
A
2
1
14 4
13
WO
12
11
10 5
6 WI
7
8 CD
Scavenge
Air Cooler ENGINE PLANT
9
WCH01077
IP OP CW
DO
CD
Key:
1 Main collector outlet 12 Cylinder cover
2 Vent pipe 13 Exhaust valve cage
3 Cylinder cooling water outlet 14 Throttle, cylinder outlet
4 Adjustable throttle, water outlet
5 Shut-off valve at cylinder
6 Supply pipe
7 Shut-off valve (cylinder drain) AV Air vent
8 Cooling water drain CW Cooling water
9 Cylinder block WO Cooling water outlet
10 Cylinder liner WI Cooling water inlet
11 Water guide jacket CD Cylinder drain

Intentionally blank
Starting Air Diagram
1. General
The configuration of the starting air system is shown on the schematic diagram
below.
The control air supply unit 6 and the control air bottle 5 supply the air necessary for
engine control. For more data about the control air system, see 4003−2 Control
Diagram and 4003−3 Control and Auxiliary Systems.
The compressed air must be clean and dry.
You must open the drain valves at regular intervals to remove condensation from
the starting air system. For more data about the starting air venting, see 0320−1,
Procedures after Engine Stop, paragraph 1.2.
4
13
8
7
9 6
CA
1 SB
2 4
5
3 ENGINE PLANT
AI AD
10
12
11 SA
CA
WCH01078
AS
Key to illustration:
1 Shut-off valve for starting air 12 3/2-way valve on turning gear
2 Non-return valve 13 Oil leakage return from air spring
3 Control valve and valve unit for start E
4 Safety valve
5 Air bottle (control air supply unit) A SA Starting air
6 Control air supply unit A AI Starting air inlet
7 Starting valve AD Air drain
8 Cylinder cover CA Control air (board supply) 7 bar to 9 bar
9 Flame arrester AS Air spring air
10 Automatic fine filter SB Starting air 30 bar
11 Turning gear and safety control air

Intentionally blank
Fuel System
1. General
For heavy fuel operation, the heating system is used to keep the engine warm
during operation and for a short engine stop. All the pipes to the injection control
units 13 (see Fig. ’A’) have heating pipes and applicable insulation.
For safety, the fuel rail is installed in the rail unit 30. All the pipes in the high
pressure circuit outside the rail unit casing have double-walls.
2. Low pressure circuit
A booster pump installed in the plant supplies fuel through the fuel inlet pipe 1 to the
fuel pumps 3. The fuel quantity supplied is more than necessary for the engine.
The pressure retaining valve 6 adjusts the booster pressure to the specified
setting. Unwanted fuel flows back to the system through the fuel outlet pipe 4.
2.1 Setting the pressure retaining valve

The fuel pressure values must be adjusted in accordance with the indications in
Operating Data Sheet 0250−1 for ’fuel pump inlet’ and ’fuel pump return’
(downstream of the pressure retaining valve).
When the spindle 31 is turned in a clockwise direction (+), the pressure is
increased. When the spindle is turned in a counterclockwise direction (−), the
pressure is decreased. The pressures are shown on the pressure gauges 7. The
two locknuts 32, 33 must be loosened before the spindle can be adjusted (see ’Fig.
B’).
If it is necessary to drain the low pressure circuit (i.e. for fuel pump removal), use
the screw plugs 34 (see Fig. ’A’ and Fig. ’E’).
3. High pressure circuit
Before the first commissioning, or after maintenance on the high pressure circuit,
the tool 94583 (pipe) can be connected between the fuel rail 12 and the servo oil
rail (4.11) (see Fig. ’A’). The servo oil service pump supplies the necessary
pressure through the servo oil system for a leak test and quick vent of the high
pressure circuit (see 0120−1’Venting and leak test of fuel system on the engine’).
The fuel pumps 3 supply fuel through the high pressure (HP) fuel pipes 8 into the
fuel rail. The fuel pumps supply sufficient fuel to keep the necessary pressure in
the fuel rail (see Fuel Pump 5556−1).
The injection control units 13 control the fuel injection volume to each injection
valve 15.
The non-return valves 9, 10 or 11 prevent a pressure decrease in the fuel rail if
there is damage that lets fuel come out as a spray from the HP fuel pipe 8 (see
paragraph 4, Fuel leakage system).

Fuel System
14
15
16 30 22
13
21
28 12 29
20
25
27
9 11
10
26
ENGINE
PLANT 19 18
SI
8
23
7
6
17 3
24
1 4
2 5
ST FO
FS FR
SO
SO
HS High pressure system
FS Fuel pipe system
LF Leakage fuel pipe
HP Heating pipes

Fuel System
Key to Illustrations: ’A’ Fuel oil system on engine

’B’ Pressure retaining valve
1 Fuel inlet pipe 3.24 24 Leakage fuel from fuel pumps

2 Shut-off valve 25 Leakage fuel (collecting) pipe 3.46
3 Fuel pump 3.14 26 Leakage fuel collecting pipe from
4 Fuel outlet pipe injection valves
5 Shut-off valve 27 Leakage drain from rail unit
6 Pressure retaining valve 3.53 28 Plug 3.39
7 Pressure gages 29 Connection from bearing oil system
8 HP fuel pipe 3.29 30 Rail unit (casing)
9 Non-return valve 3.81−1 31 Spindle
10 Non-return valve 3.81−2 32 Locknut
11 Non-return valve 3.81−3 33 Locknut
12 Fuel rail 3.05
13 Injection control unit 3.02
14 HP pipe 3.47 (to injection valve)
15 Injection valve 3.01 FP Fuel pipe system
16 Leakage inspection point 3.17 FR Fuel return
17 Level switch LS3426A FS Fuel supply
18 Level switch LS3446A SO Steam outlet
19 Level switch LS3444A SI Steam inlet
20 Fuel overpressure safety valve 3.52 HS High pressure system
21 Fuel pressure control valve 3.06 HP Heating pipes
22 Fuel shut-down pilot valve 3.08 FO to fuel overflow tank
23 Leakage fuel collecting pipe LF Leakage fuel pipe
of HP fuel pipes and fuel pumps ST to sludge tank
010.238/02
6 31 32 33

Fuel System
4. Fuel leakage system
4.1 Leakages at inspection points

The fuel leakage system has some leakage inspection points to help you find the
location of leakages.
components. When drain screws and nuts with conical plugs are opened or when
screwed pipe couplings are loosened, fuel can come out as a spray.
The level switches (LS) 17, 18 and 19 (see Fig. ’A’) monitor all important leakages
in the fuel oil system.
If there is too much leakage, the related alarm is activated.

LS3444A Leakages (fuel and servo oil) from the rail unit
LS3446A HP pipes 14, injection control units 13 (fuel
quantity pistons), fuel overpressure safety valve
20
LS3426A HP fuel pipes 8, fuel pumps 3
If the level switch 17 (LS3426A) or 18 (LS3446A) activates an alarm, do the

procedure that follows:
⇒ Loosen the related drain screws 2 (see Fig. ’C’).
⇒ Loosen the nut with conical plug 3 (see Fig. ’D’).
⇒ Loosen the screwed pipe coupling of the leakage fuel pipe 35 (see Fig. ’E’).
This will help you find the leakage. You can then do the related procedures.
4.2 Leakages at HP fuel pipes

D The level switch 17 (LS3426A) (Fig. ’A’) activates an alarm.
4.2.1 Procedure
⇒ Carefully loosen the pipe union of the leakage fuel pipe 35 a maximum of two
turns (see Fig. ’E’). Do a check to see if fuel flows out or not.
A defective HP fuel pipe can only be replaced after the engine has stopped. If the
HP fuel pipe cannot be replaced immediately, the related fuel pump must be cut out
(see Cutting Out and Cutting In of the Fuel Pump 5556−2).
⇒ Replace the defective fuel HP fuel pipe (see the Maintenance Manual
8752−1).
Remark: If the engine must continue to operate, use the tool 94555 to cut out the
related fuel pump at the zero position to stop the fuel supply (see Faults in High
Pressure Fuel System 0515−1).
When a fuel pump is cut out, the engine can only operate at decreased load (see
5556−2 Cutting Out and Cutting In of the Fuel Pump and 5801−1 Regulating
Linkage ).

Fuel System
4.3 Leakage at HP pipes 3.47

D The level switch 18 (LS3446A, Fig. ’A’) activates an alarm.
4.3.1 Procedure:
⇒ Carefully loosen the drain screw 2 on the flange 4 of the injection pipe 1
approximately two turns. Do a check to see if fuel flows out or not (see Fig. ’C’).
I
1
4
2
I
4
2
WCH01009
3
WCH01009
Key to Illustrations: ’C’ Leakage inspection point of injection pipes
1 HP pipe 3.47 3 Injection control unit 3.02

2 Drain screw 4 Flange
Remark: On the related cylinder, there will be an exhaust temperature difference.

⇒ Replace the defective injection pipe (see 0510−1 paragraph 2.2 and the
Maintenance Manual 8733−1).
You can only replace a defective HP pipe at engine standstill. If the injection pipe
cannot be replaced immediately, the injection of the related cylinder must be cut
out (see Operation with Injection Cut Out 0510−1).
Remark: When the injection is cut out (Inj. CUT OFF), the engine can only be
operated at decreased load.

Fuel System
4.4 Leakage at injection control units 3.02

D The level switch 18 (LS3446A, Fig. ’A’) activates an alarm.
D No leakage was found during a check of the injection pipes 14.
4.4.1 Procedure
⇒ Carefully loosen the nut with conical plug 3 on the return pipe 4 a maximum of
two turns. Do a check to see if fuel flows out or not (see Fig. ’D’).
Risk of injury! Never remove the nut with conical plug 3 during operation. Hot fuel
can come out as a spray.
A defective injection control unit can only be replaced at engine standstill.
If the injection control unit cannot be replaced immediately, the injection of the
related cylinder must be cut out (see Operation with Injection Cut Out 0510−1).
⇒ Replace the defective injection control unit (see 0510−1 paragraph 2.1 and
Maintenance Manual 5564−1).
1 3
D
2
9
8
6 5
WCH01008
Key to Illustrations: ’D’ Leakage inspection point of injection control units

1 Fuel overpressure safety valve 3.52 6 High pressure fuel pipe 3.29
2 Rail unit 7 Fuel rail 3.05
3 Nut with conical plug 8 Injection control unit 3.02
4 Return pipe 9 Fuel pressure control valve 3.06
5 Fuel leakage pipe 3.46

Fuel System
II
E
4
II
8
34
35
23
17 WCH01011
WCH01011
VIEW FROM EXHAUST SIDE

DRIVING END
THROUGH ENGINE
Key to Illustrations: ’E’ Leakage inspection point of high pressure fuel

pipes
1 Fuel inlet pipe 3.24 17 Level switch LS3426A

3 Fuel pump 3.14 23 Leakage fuel collection pipe
4 Fuel outlet pipe 34 Screw plug
8 HP fuel pipe 3.29 35 Leakage fuel pipe (HP fuel pipe and fuel pump)

Intentionally blank
Exhaust Waste Gate (Low-load Tuning)
1. General
The Low-load Tuning (LLT) gives the lowest possible Brake Specific Fuel
Consumption (BSFC) in the range of 40% to 70% engine load (see Fig. ’A’ for the
schematic diagram of the LLT function).
With LLT, engines can operate continuously at all loads in the range of 30% to
100%.
The LLT uses a specially designed turbocharger system and engine parameters.
These parameters are related to fuel injection and exhaust valve control and get
the best decreased part-load BSFC in LLT.
Engines with LLT have an exhaust gas waste gate installed (i.e. a pneumatically
operated valve on the exhaust gas manifold upstream of the turbocharger turbine).
Exhaust gas blown through the waste gate flows to the exhaust uptake.
A turbocharger is used to get LLT for part-load operation. The combustion
pressure is increased at less than 75% load through an increased scavenge air
pressure (waste gate closed). The waste gate opens at engine loads of more than
85% to prevent damage to the turbocharger and the engine from overload.
The higher scavenge air pressure at part-load causes a decrease in the thermal
load and thus, better combustion for the full part-load range.
The engine parameters that control the fuel injection and exhaust valve operation
are selected to make sure that the applicable NOx limit is obeyed.
The specified parameters make sure that the waste gate opens and closes
smoothly through the full range. However, higher scavenge air pressure increases
NOx emissions. Thus, to get the correct value for the test cycle, it is necessary to
adjust the parameters for the scavenger air pressure increase.
Schematic functional principle of Low-Load Tuning:
A
TURBOCHARGER
EXHAUST AIR
WASTE
GATE
SCAVENGE AIR RECEIVER
EXHAUST GAS MANIFOLD
ENGINE

2. Function
When the load is less than 85% (in accordance with ISO conditions), the force of
the spring in the actuator 2 (see Fig. ’B’) keeps the butterfly valve 1 in the closed
position.
Open:
When the engine load is more than 85%, the scavenge air pressure increases to
more than the set limit. The WECS−9520 activates the 3/2-way solenoid valve 4,
air spring air is released through the control air pipe 12 to the actuator and the
butterfly valve 1 opens.
Close:
When the engine load decreases to less than 85% and the scavenge air pressure
decreases to less than the set limit, the WECS−9520 deactivates the solenoid
valve. This stops the air spring air supply. The pressure in the system is released
and the spring in the actuator closes the butterfly valve.
If a part becomes defective, alarm messages are activated in the WECS−9520
and shown in the alarm and monitoring system (see 0820−1 Exhaust waste gate).
3. Function check
A function check is necessary when the engine operates for long periods at low
engine load with the exhaust waste gate closed. Do the function check that follows
one time each week.
Remark: You can do this function check:
− When the engine is stopped, or
− When the engine operates at less than 70% load.
You can do procedure one or procedure two:
Procedure one:
⇒ Turn the screw 6 on the solenoid valve 4 inwards until the butterfly valve 1
opens.
⇒ Turn the screw 6 back to its initial position.
Procedure two:
⇒ On the USER or ExhWgt page of the flexView, set the manual command to
OPEN.
The butterfly valve opens.
Remark: After 20 seconds the butterfly valve will close automatically.

B
9
8 5
A1
A2
A3 12
A6
11 4 12 I 7 10
11 I
6
A
A3
CA
7
A6
EL 4
4
12
1 2/2-way valve (butterfly valve) 9 Exhaust bypass pipe
2 Actuator 10 Turbocharger
3 Orifice 11 Control air supply unit A
4 3/2 way solenoid valve CV7076C 12 Control air pipe
5 Cardan rod
6 Screw
7 Air spring air pipe CA to control actuator
8 Exhaust gas manifold EL Vent

Intentionally blank
Drainage System and Wash-water Piping System
1. General
You must do checks at regular intervals to make sure that all drain pipes are not
blocked. The checks on the drain pipes 3, 10 and 25 from the turbocharger, piston
underside and piston rod glands are important (see Fig. ’A’).
The ambient temperature and humidity can cause condensate to flow out
upstream and downstream of the cooler at the water drain 12. Very high ambient
conditions can make up to 0.16 kg/kWh of condensate.
2. Condensate drain
The charging module has four condensate drains. These drains must operate
correctly as follows:
⇒ Make sure that all valves in the condensate drain pipe are fully open.
⇒ Make sure that the 3-way ball cock 22 is in the position USUAL OPERATION
(see Fig. ’B’).
Remark: During engine operation, the butterfly valves 18 must always be set to
the closed position.
The condensate will flow off through the orifice plate, but:
D Dirt particles (rust) can collect in the butterfly valves 18
⇒ Open the butterfly valves 18 at regular intervals to remove dirt particles.
⇒ At regular intervals, look at the sight glasses 20 to make sure that water flows.
See also 0240−1 Checks and precautions, paragraph 2.
If one, or the two level switches 7 activates an alarm (condensate level too high),
you must find the cause immediately and correct the defect. The possible causes
of the alarm are:
− The 3-way ball cock 22 is in position CLOSED (see Fig. ’B’).
− The scavenge air cooler is defective (see 0550−1).
− There is too much contamination in the butterfly valves 18 (the orifice plate is
blocked).
− You must clean the butterfly valves 18 and orifice plates as soon as possible.
Attention! You must clean the butterfly valves 18 and orifice plates only at engine
standstill.
Blocked drains let too much condensate collect in the scavenge air receiver. The
water / water vapor has an unwanted effect on piston operation and increases
wear on the piston rings and cylinder liners.

A
1
ENGINE PLANT
FW
2
26
AL
13
16
11 3
14
15
25 17
5 6 4
7
VC 10 7
8
17 AV
19 19
20 20
18 18
VC 24
21
22
12
23
OW BW BW WA BW
27 9
VC
28
22 22
SCAVENGE AIR USUAL

COOLER CLEANING OPERATION

Key to Illustrations: ’A’ Diagram

’B’ Positions of 3-way ball cock
1 Wash-water supply pipe 21 Venting unit
2 Compressed air supply pipe 22 3-way ball cock
3 Wash-water drain from turbocharger 23 Cleaning agent and wash-water
(for TPL type) drain from scavenge air cooler
4 Cylinder cooling water and 24 Condensate and dirty water
scavenge air cooler drain collection pipe
5 Condensate pipe 25 Leakage oil collection pipe
from water separator from piston rod gland
6 Condensate and wash-water pipe 26 Connection hose
from scavenge air cooler 27 Sludge oil trap (with heater coil)
7 Level switch for condensate drain 28 Sludge oil tank
8 Water drain from receiver (oleiferous)
9 Engine
10 Dirty oil drain from piston underside
11 Scavenge air receiver
12 Water drain from water separator
and scavenge air cooler AL Air line from board system
13 Exhaust gas turbocharger AV Air vent
14 Scavenge air cooler VC to vent collector
15 Water separator FW from fresh-water hydrophore system
16 Scavenge air cooler wash plant LAH Level alarm high
17 Orifice plate LI Level indicator
18 Butterfly valves OW Drain to oil / water drain tank
with orifice plate TI Temperature indicator
19 Float / solenoid switch units WD to water drain tank
20 Sight glasses BW Drain to bilge water tank

Intentionally blank
Operation Group9
Engine Monitoring Group 9

Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215−1/A1
Crank Angle Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9223−1/A1
Pressure Switches and Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9258−1/A1
Intelligent Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9308−1/A1
Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314−1/A1
Location of flex Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9362−1/A2
Winterthur Gas & Diesel Ltd. 1/ 1 Pulse / RT−lex58T−D / OM / 2013

Intentionally blank
Instrument Panel
1. General
The instrument panel 1 (see Fig. ’A’) is installed next to the control box. The
instrument panel contains important pressure gauges necessary to monitor the
pressures. Pressure indications for fuel and servo oil are given in the local control
panel (see 4618−1).
Fig. ’B’ shows the schematic diagram of the instrument panel H with the same
indications also shown in the Control Diagram 4003−2. Data about the related
pressure switches and pressure transmitters are given in 9258−1.
A 4(5) 6 5 I-I
I
2
6
8
10
WCH01082
WCH01082
I 7 9
B
Key to Illustrations
Fig. ’A’ and ’B’:
1 Instrument panel
2 Cover plate
3 Precision control valve
4 Pressure gage 4 bar
9 Throttle piece
10 Anti-vibration mounting
WCH01073

Intentionally blank
Crank Angle Sensor Unit
1. General
The crank angle sensor unit is installed at the free end. The connecting unit 2 is
attached to the crankshaft 10 over the drive shaft 1. The connecting unit absorbs
all unwanted radial and axial movements of the crankshaft.
The toothed belt 8 operates the two crank angle sensors 7, which give indications
of the crank angle positions. A proximity sensor monitors the position of the TDC
signal (see 4628−1 Pick-up for Speed Measurement).
All differences are monitored and displayed with an alarm.
You must lubricate the ball bearing 9 at regular intervals. For data about the
lubrication, see the Maintenance Manual 0380−1 and 9223−1.
I-I
II - II
2 5 3 I
4 6 7 8 OI
II
1
7
II WCH01083
9
WCH01083
10
1 Drive shaft 7 Crank angle sensor (GT5126C, GT5127C)
2 Connecting unit 8 Toothed belt
3 Shaft encoder drive 9 Ball bearing
4 Shaft 10 Crank shaft
5 Housing
6 Protection hood OI Oil inlet

Intentionally blank
Pressure Switches and Pressure Transmitters
1. General
All of the pressure switches and transmitters are installed on the same plate at the
free end. The pressure switches and transmitters monitor the pressure systems. If
there is a decrease in pressure or there is no pressure, the control signals have an
effect on the commands that follow:
− Alarm (ALM)
− Slow down (SLD)
− Shut down (SHD)
For more data, see 0250−2 Alarms and Safeguards at Continuous Service Power.
Fig. ’A’ shows a schematic diagram of the pressure switches and pressure
transmitters I as shown in the control diagram 4003−2. Fig. ’B’ shows the
locations of the pressure transmitters and pressure switches.
WCH01073
Key to Illustrations: ’A’ Schematic diagram

Pressure Switches and Pressure Transmitters
B EC
10
9 9
2
3
3
4
8
5 2
Key to Illustrations: ’B’ Pressure switches and pressure transmitters

1 Plate 7 Throttle piece
2 Pressure transmitter 6 bar 8 Connecting piece
3 Pressure transmitter 10 bar 9 Pressure transmitter 16 bar
4 Pressure transmitter 40 bar 10 Terminal box
5 Pressure switch 6 bar
6 Regulating valve EC Cable

Intelligent Combustion Control
Overview
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/9
2 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/9
2.1 User qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/9
2.2 Residual dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
2.3 Installation and maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
3.1 Pressure transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
3.2 In-cylinder pressure evaluation . . . . . . . . . . . . . . . . . . . . . . . . . 3/9
3.3 ICC - Installation and control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/9
4 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/9
4.1 Operation of ICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/9
4.1 ICC-EXV card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/9
4.2 ICC-INJ card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9
4.3 ICC-INDICATION card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/9
1. Introduction
The Intelligent Combustion Control (ICC) system makes sure that the engine in
service is operated in accordance with its original shop test performance. This is
done automatically in and independently of the fuel used on board a vessel (e.g.
HFO).
At present, the engine control parameters (e.g. start of injection or exhaust valve
timing) are optimized manually within their permitted range in relation to the
measured peak firing and compression pressures. This manual adjustment
procedure is not done regularly, thus further optimization potential can be
exploited by permanently working closed-loop control.
Because of this functionality, the engine operation is always at its best.
2. Safety
Remark: The ICC system can only be installed, operated, serviced and repaired
by qualified personnel.
2.1 User qualification

Qualified personnel are those who are trained, appointed and instructed by the
system’s user. The personnel know the related standards, provisions,
accident-prevention regulations and plant conditions through their training,
experience and instruction. Personnel are entitled to do the necessary work while
at the same time recognize and prevent possible hazards.
The DIN VDE 0105 or IEC 364 regulations control the definition of skilled
personnel and the ban on the use of unqualified personnel.

2.2 Residual dangers

The ICC system is manufactured in accordance with the generally recognized
rules of engineering, industrial safety and accident-prevention regulations.
However, during its use it is possible that hazards could occur, which can lead to
injuries to personnel or which could cause damage to other property.
The ICC system must be used only in a technically faultless state, in accordance
with the operating instructions. Faults that can decrease safety must be corrected
immediately.
2.3 Installation and maintenance

Read the local accident-prevention regulations and the related operating and
maintenance instructions when you work on the machine or system. It is important
that the shutdown procedure for the machine or system is followed as given in the
related instruction manual.
3. Description
The ICC system is an optional part of the WECS−9520, which adjusts the peak
firing pressure of the engine according to engine design criteria. The injection
timing and exhaust valve timing are changed to balance the firing and
compression pressure of all cylinders in their permitted range. All modifications to
engine control parameters that the ICC activates are in accordance with the
vessel’s IMO certificate.
During operation, the ICC system puts a limit on the pressure increase of the
engine as an included safety function. This decreases wear of engine
components, risks of overload and prevents potential incorrect manual
adjustments if there is an open-loop control.
3.1 Pressure transducers

The accurate and continuously measured in-cylinder pressure of all units forms
the structure of the ICC system.
The pressure transducers (Pressductor® technology, related to a magneto-elastic
measuring principle) are used to measure the in-cylinder pressure.
The transducers (see Fig. ’A’) are installed on the cylinder cover just below the
indicator cocks (one on each cylinder).
Cylinder pressure transducers

The transducers have a unique blow-through design. Usually before main engine
start, the indicator cocks are opened while slowly turning the engine. During that
time, all potential combustion residuals (especially from the use of HFO ) are blown
out.
This cleaning function guarantees accurate measurement data during long-term
operation and decreased maintenance work.
3.2 In-cylinder pressure evaluation

The compression pressure cannot be measured directly because of combustion
and fuel injection that can occur before TDC.
In the ICC system, the polynomial formula related to the position of the piston is
used to calculate the compression pressure of each cycle.
The peak firing pressure is the highest measured pressure value in the crank angle
range between the injection start and approximately 20°CA after TDC as shown in
Fig. ’B’.
B Firing Pressure
Pressure at 0°CA
Cylinder pressure trace of a two-stroke engine
The ICC system gives a limit to the pressure increase, e.g. 40 bar (the difference
between the firing pressure and compression pressure) to prevent mechanical
overload.
3.3 ICC - Installation and control

The necessary firing pressure, data read from the shop test, is converted back (by
a reverse ISO correction) to site conditions at each actual operating point of the
engine. This makes sure that the engine firing pressure is adjusted in relation to its
design criteria and the engine is not overloaded while the full potential is used.
Together with the ICC, temperature and pressure sensors (that are directly
connected to the WECS−9520) are installed upstream of the turbocharger (TC)
compressor inlet and in the scavenge air receiver. The ICC and these temperature
and pressure sensors continuously monitor the real-time ambient conditions and
let the engine adapt to daily differences in regional climates.

The cylinder pressure data of each unit is an analogue input signal from the
pressure transducer into the WECS−9520 as shown in the ICC installation
overview below (see Fig. ’C’).
C
2 x TC inlet temperatures TC
2 x Barometric pressure
2 x Scavenge air temperatures
Example shown for

a 9 cylinder engine
Initially, the signal is filtered in the WECS−9520, then routed to a controller.

Adjustments of this measured pressure value to its corrected set-point value at a
specified engine load are done accordingly. This real-time site correction and
comparison, shown in the pressure control strategy (see Fig. ’D’), is done for each
individual engine cycle.
TC compressor inlet air temperature

Scavenge air temperature
TC compressor inlet pressure

4. Operation
4.1 Operation of ICC

In the WECS−9520 it is possible to set to on or off each individual sub-function of
the ICC system. The system adjusts the necessary average value of the firing
pressure to its site-corrected set-point value. This balances the firing pressure of
all units and balances the compression pressure.
When all sub-functions are set to off, the engine operates in a conventional
open-loop control mode.
The in-cylinder pressure balancing and the firing pressure control are enabled to
more than the operating range of the auxiliary blowers (the auxiliary blowers are
set to off).
The exhaust valve timing and injection timing of each cylinder unit is adjusted to
get balanced compression and firing pressures.
Differences of single unit values for exhaust valve operation and injection timing
compared to other units are already an indication for hardware issues of specified
cylinder units and should be further investigated.
4.2 ICC-EXV card

The flex-view card (see Fig. ’E’) shows the measured values of the compression
pressure for each cylinder together with the average value of compression
pressures for all cylinders. On the right-hand diagram, the exhaust valve closing
offset values and the average offset value are shown.

When the compression pressure balancing function is set to ON (see Fig. ’F’) the
ICC system calculates the offset.
When the compression pressure balancing function is set to OFF (see Fig. ’G’), the
offset is the same as on the flexView Adjust card that the operator has adjusted.
From the ICC-EXV card (Fig. ’E’), the compression pressure balancing function
can be set to ON as follows:
⇒ Select [Shift] + [Arrow UP].
⇒ To confirm, select [Shift] + [Enter] (see the workflow in Fig. ’H’).

4.3 ICC-INJ card

The flex-view card (see Fig. ’I’) shows the measured values of the cylinder firing
(combustion) pressure in each cylinder unit. The yellow horizontal line shows the
average firing pressure value and the green horizontal line shows the firing
pressure set-point. On the right-hand diagram, the injection begin timing offset and
the average offset value is shown.
When the firing pressure balancing function is set to ON (see Fig. ’J’), the ICC
system calculates the offset.
When the firing pressure balancing function is set to OFF (see Fig. ’K’), the offset is
the same as shown on the flexView Adjust card that the operator has adjusted.

From the ICC-INJ card, the firing pressure balancing function can be set ON as
follows:
⇒ Select [Shift] + [Arrow UP]
⇒ To confirm, select [Shift] + [Enter] (see the workflow in Fig. ’L’).
When the firing pressure control function is set to ON (see Fig. ’M’), the ICC system
calculates the related Fuel Quality Setting (FQS). The FQS is shown in the top
left-hand corner of the ICC-INJ card (Fig. ’I’).
When the firing pressure control function is set to OFF (see Fig. ’N’), the FQS is the
same as shown on the flexView USER card that the operator has adjusted.

From the ICC-INJ card, the firing pressure control function can be set to ON as
follows:
⇒ Select [Shift] + [Arrow UP]
⇒ To confirm, select [Shift] + [Enter] (see the workflow in Fig. ’O’).
4.4 ICC-INDICATION card

The ICC-indication card (see Fig. ’P’) shows the data that follows:
D The compression firing pressures and firing pressures for each cylinder unit
D The firing pressure set-point
D The air pressure and air temperature upstream of the TC compressor
D The scavenge air temperature.

Intentionally blank
Oil Mist Detector
1. General
The engine has an oil mist detection system, which includes the sensors 1 and a
junction box 4 on the engine (see Fig. ’A’).
A control panel is installed in the control room (see Fig. ’B’).
The system continuously measures the density of oil mist in the crankcase. If the
oil mist intensity is too high, an alarm is activated.
Damage to the bearings is quickly found and explosions in the crankcase are
prevented (see also Instructions Concerning the Prevention of Crankcase
Explosions 0460−1).
The sensors are installed on the fuel side of the engine:
D For each cylinder of the divided crankcase
D In the drive supply unit
D On the supply unit housing.
2. Function
Each sensor optically monitors the concentration of oil mist. Each sensor has a
self-test function to make sure that there are no internal faults.
Data communication is between the junction box and the control panel.
The adjustments can be programmed in the control panel.
The menu-driven software has three user levels:
D User: Read-out of data only.
D Operator: Password-protected level for access to most adjustments
and functions.
D Service: Password-protected level for authorized staff of manufacturer
and service personnel.
Remark: Instructions that relate to adjustments, commissioning, troubleshooting,
and maintenance are given in the related documentation of the manufacturer.

Oil Mist Detector
A
I 1 2
II
II I-I
4
1
6
1
1 5
WCH01079
Key to Illustrations: ’A’ Location of sensors

1 Sensor 4 Column
2 Cable guide 5 Test connection
3 Junction box 6 Supply unit

Oil Mist Detector
B ENGINE ROOM CONTROL ROOM
1 2
7
WCH01079
5 4 3
Key to Illustrations: ’B’ Schematic diagram

1 Power cable 5 Supply unit
2 Control panel 6 Engine
3 Data cable 7 Sensor
4 Junction box

Intentionally blank
Location of flex Electronic Components
1. General
Most of the electronic components necessary for the WECS−9520 are installed on
the engine.
The power supply box E85 (not shown in Fig. ’A’) is installed near the engine.
2. Control boxes
Data about the most important control boxes and power supply boxes are given as
follows:
E10, E15, E20, E28:

These control boxes contain the terminals that give communication to the sensors,
actuators and the remote control and the safety system.
E25:
The E25 control box is attached to the free end of the engine. The E25 has the local
control panel and a WECS−9520 control panel.
E85:
The power supply box E85 is installed in the engine room near the engine. The E85
has the two 230 VAC power supplies for the FCM−20 modules, fuel pump
actuators and ALM−20 modules. The E85 also has circuit breakers to isolate each
FCM−20 module, fuel pump actuator and ALM−20 module.
E90 (SIB):
The E90 control box (shipyard interface box) is attached to the rail unit at the free
end. The control box E90 contains the terminals that give communication to the
external systems. An FCM−20 module is installed as an online spare.
E95.01 to E95.0#:
These control boxes are attached to the rail unit near their related cylinder. Each
control box has an FCM−20 module.
Remark: The power supply has redundancy. If it necessary to isolate the
WECS−9520, make sure that the two power supplies are set to off (for more data,
see 4002−1 paragraph 2, and the block diagram in the control box).
E110, E120:
The alarm terminal boxes give communication to the alarm sensors and the alarm
and monitoring system.

Arrangement of flex Electronic Components
13
A
12
4
1
10
8 9
2
5
6
3
7 11
WCH01080
Key to Illustrations: ’A’ Location of control boxes

1 Control box E10 8 Control box E90
2 Control box E12 9 Control box E95.01 to E95.0#
3 Control box E15 10 Control box E95.21 to E95.2#
6 Control box E28 13 Control box E120.1 and E120.02
7 Control box E28.01 to E28.0#

OM - WinGD RT Flex58t D PDF

Uploaded by

Copyright:

Available Formats

OM - WinGD RT Flex58t D PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

OM - WinGD RT Flex58t D PDF

Uploaded by

Copyright:

Available Formats

Operation Manual

Winterthur Gas & Diesel Ltd. 24hrs Support:

Winterthur Gas & Diesel Ltd. 24hrs Support:

RT-flex58T-D Version 2 Summary for Operation Manual (OM)

0020-1/A1 2015-07 Table of Contents New Chapter 7218-3/A1 added x

0030-1/A2 2015-07 Subject Index New Chapter 7218-3/A1 added x

0035-1/A2 2015-07 Service Abbreviations Abbreviations added x

0210-1/A1 2015-07 Safety Precautions and Chapter updated, new structure; x

RT-flex58T-D Version 2 Summary for Operation Manual (OM)

Date of publication 2017-11-16

1 Bedplate and Tie Rod

2 Cylinder Liner and Cylinder Cover

3 Crankshaft, Connecting Rod and Piston

4 Engine Control and Control Elements

5 Supply Unit, Servo Oil Pump and Fuel Pump

6 Scavenge Air System

Operating Descriptions Group 0

o Preparation before Taking into Service

o Operation during Usual Conditions

o Operating Data Sheet

Winterthur Gas & Diesel Ltd. 1/ 1 RT−flex58T−D / OM / 2013

Special Procedures during Operation

o Operation during Unusual Conditions

o Special Procedures before and after Operation

2013 / OM / RT−flex58T−D 2/ 1 Winterthur

The specifications and recommendations of the classification societies, which are

Winterthur Gas & Diesel Ltd. 1/ 1 2015-07

1.1 Operating Manual

1.2 Maintenance Manual

1.3 Code Book (spare parts catalogue)

1.4 Documentation for bought-out items

1.5 Records and drawings

2. Structure of the manuals

Generally the manuals have to be regarded as Basic Manuals. They describe

Winterthur Gas & Diesel Ltd. 1/ 3 2013

2.1 Structure and page designations

Engine type Group No.

RT-flex58T-D 0peration 1132−1/A1

Winterthur Gas & Diesel Ltd. 1/4

Page number Modification date

Remark: Refers to important details and recommendations concerning operation

2013 2/ 3 Winterthur Gas & Diesel Ltd.

Attention! Risk of injury! or Risk of accident! Refers to instructions for

⇒ Sign for order of actions, activities to be carried out

3. Repeat-order of technical documentation

Remark: Corresponding to the continuing development of the engines the

Winterthur Gas & Diesel Ltd. 3/ 3 2013

Operating Descriptions Group 0

o Preparation before Taking into Service

o Operation during Usual Conditions

o Operating Data Sheet

Special Procedures during Operation

Winterthur Gas & Diesel Ltd. 1/ 4 2015-07

o Operation during Unusual Conditions

o Special Procedures before and after Operation

Bedplate and Tie Rod Group 1

2015-07 2/ 4 Winterthur Gas & Diesel Ltd.

Cylinder Liner and Cylinder Cover Group 2

Crankshaft, Connecting Rod and Piston Group 3