Recommended operating data V3

Apply to normal operation at nominal speed.

Temperatures, (°C)

Normal values ^(xx) Alarm (stop) limits ^(xx)

Load 100 % 0 - 100 %

Lube oil before engine 63 - 67 80

Lube oil after engine 10 - 15

higher

HT water after engine 86 - 95 105 (110)

HT water before engine 6 - 10 lower

LT water before charge air cooler 25 - 38

Charge air in air receiver 50 - 70 75

Exhaust gas after cylinder See test records 70 higher (xxx)

Preheating of HT water 60

Gauge pressures (bar)

Normal values ^(xx) Alarm (stop) limits ^(xx)

Load 100 % 0 - 100 %

Lube oil before engine at a speed of 720

RPM (12.0 r/s) 4.0 - 5.0 3.0 (2.0)

1000 RPM (16.7 r/s) 4.0 - 5.0 3.0 (2.0)

HT/LT water before HT/LT pump (=stat‐

ic) 0.7 -1.5

HT water before engine 1.6 + static press. (x) 1.0 or 0.2 + static press. (x) LT water before charge air cooler 1.6 + static press.(x) 1.0 or 0.2 + static press. (x)

Fuel before engine (MD) 4 - 7 (x), (HF) 5 - 7 4

Compressed air Air starter

max. 30 9.0

18

Charge air See test records

Other pressures (bar)

Normal values ^(xx) Alarm (stop) limits ^(xx)

Load 100 % 0 - 100 %

Firing pressure See test records

Opening pressure of safety valve on

lube oil pump 6 - 8

Visual indicator and electronic alarm for

high pressure drop over lube oil filter <1.2 - 1.8 1.2 - 1.8

With engine driven MD-pump pressure might be lower close to min.

speed.

(xx) Under 30% load the lubricating oil and water temperatures fall a little.

(xxx) See test records.

01.3. Reference conditions

Reference conditions according to ISO 3046/I (2002):

Air pressure...100 kPa (1.0 bar) Ambient temperature...298 K (25°C) Relative air humidity...30%

Cooling water temperature of charge air cooler...298 K (25°C) In case the engine power can be utilized under more difficult condi‐

tions than those mentioned above, it will be stated in the sales docu‐

ments. Otherwise, the engine manufacturer can give advice about the correct output reduction. As a guideline additional reduction may be calculated as follows:

Reduction factor = (a + b + c) %

a=0.5% for every °C the ambient temperature exceeds the stated value in the sales documents.

b=1% for every 100 m level difference above stated value in the sales documents.

c=0.4% for every °C the cooling water of the charge air cooler ex‐

ceeds the stated value in the sales documents.

01.4. General engine design

The engine is a turbocharged intercooled 4-stroke diesel engine with direct fuel injection.

The engine block is cast in one piece. The main bearings are hanging.

The main bearing cap is supported by two hydraulically tensioned main bearing screws and two horizontal side screws.

The charge air receiver is cast into the engine block as well as the cooling water header. The crankcase covers, made of light metal, seal against the engine block by means of rubber sealings.

The lubricating oil sump is welded.

The cylinder liners are of wet type. The cooling effect is optimised to give the correct temperature to the inner surface.

To eliminate the risk of bore polishing, the liner is provided with an antipolishing ring.

The main bearings are fully interchangeable trimetal or bimetal bear‐

ings which can be removed by removing the main bearing cap.

The crankshaft is forged in one piece and is balanced by counter‐

weights as required.

The connecting rods are drop forged. The big end is split and the mating faces are serrated. The small end bearing is stepped to ach‐

ieve large bearing surfaces. The big end bearings are fully inter‐

changeable trimetal or bimetal bearings.

The pistons are of composite type with forged steel or casted skirt and a forged crown screwed together. It is fitted with a Wärtsilä patented skirt lubricating system. The top ring grooves are hardened.

Cooling oil enters the cooling space through the connecting rod. The cooling spaces are designed to give an optimal shaker effect.

The piston ring set consists of two chrome-plated compression rings and one chrome-plated, spring-loaded oil scraper rings.

The cylinder head, made of special cast iron, is fixed by four hydraul‐

ically tensioned screws. The head has a double deck design and cooling water is forced from the periphery towards the centre giving efficient cooling in important areas.

The inlet valves are stellited and the stems are chromium-plated. The valve seat rings are made of a special cast iron alloy and are change‐

able.

The exhaust valves also with stellited seats and chromium-plated stems and seal against the directly cooled valve seat rings.

The seat rings, made of a corrosion and pitting resistant material, are changeable.

The camshafts are made up of one-cylinder pieces with integrated cams. The bearing journals are separate pieces and thus it is possible to remove a camshaft piece sideways.

The injection pumps have integrated roller followers and can be changed without any adjustment. The pumps and piping are located in a closed space which is heat insulated for heavy fuel running. The element can be changed without removing the pump housing.

The turbocharger is normally located at the free end of the engine.

The charge air cooler is made as removable inserts.

The lubricating oil system includes a gear pump, oil filter, cooler with thermostat valve, centrifugal by-pass filter and an electrically driven prelubricating pump.

The oil sump has the capacity to hold the entire volume of oil needed, and all cylinder numbers can be run in wet sump configuration. Dry sump running is also possible.

The starting system. The engine is provided with an air driven starting device of turbine type. The air starter acts directly on the flywheel.