W38(9L38B).pdf

for internal use only

Installation

Audacia

Engine type

W38B

Engine number

_{24154 - 24159}

This manual is intended for the personal use of engine operators and should always be at their disposal. The content of this manual shall neither be copied nor communicated to a third person.

Wärtsilä Italia S.p.A.

Bagnoli della Rosandra, 334 34018 San Dorligo della Valle Trieste - ITALY

Tel +39 040 319 5000

Fax (Service) +39 040 319 5674 Fax (Spare parts) +39 040 319 5237 Telex 460274/5 GMI

for internal use only

form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner.

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCT IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.

for internal use only

i Service Department

Wärtsilä Italia S.p.A., Business Unit Service Bagnoli della Rosandra, 334

34018 San Dorligo della Valle Trieste − ITALY

24h Phone

Nights and weekends, please call mobile phone for service engineer or spare parts +39 335 784 1217

DIRECT DIAL NUMBERS

SALES SUPPORT TECHNICAL SERVICE

Fax: +39 040 319 5216 Fax: +39 040 319 5767

North, Central and East Europe Phone: +39 040 319 5071 Wärtsilä 64 engines Phone: +39 040 319 5080 Americas Phone: +39 040 319 5072 Wärtsilä 38B engines Phone: +39 040 319 5081 Middle East and South Asia

Phone: +39 040 319 5073

Wärtsilä 26 engines Phone: +39 040 319 5082 Southern Europe and Africa

Phone: +39 040 319 5074 Sulzer Z engines Phone: +39 040 319 5083 Italy Phone: +39 040 319 5075 GMT engines Phone: +39 040 319 5084

for internal use only

ii ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏÏÏÏ ÏÏÏÏÏÏ ÏÏÏÏÏÏ ÏÏÏÏÏÏ ÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏ ÏÏÏ ÏÏÏÏ Ï Ï Ï Ï Ï Ï Ï ÏÏÏ ÏÏÏÏ Ï ÏÏ Ï ÏÏ ÏÏ Ï Ï Ï Ï Ï ÏÏÏ Ï ÏÏ ÏÏ Ï Ï ÏÏÏÏ ÏÏÏÏ Ï Ï Ï Ï Ï Ï ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï ÏÏ Ï Ï Ï Ï Ï ÏÏ Ï ÏÏÏ ÏÏÏ ÏÏÏ ÏÏÏ ÏÏÏ ÏÏÏ Ï Ï Ï ÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏ Ï Ï Ï Ï ÏÏ ÏÏ ÏÏ Ï Ï Ï Ï Ï Ï Ï Ï ÏÏ ÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏ Ï ÏÏ ÏÏ Ï Ï Ï Ï Ï ÏÏÏ ÏÏÏÏ ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ ÏÏÏÏÏ Ï Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï Ï Ï Ï Ï Ï ÏÏ Ï ÏÏ Ï Ï Ï Ï Ï Ï ÏÏÏ Ï Ï Ï Ï ÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï ÏÏ Ï ÏÏ Ï Ï ÏÏÏ ÏÏÏ Ï Ï ÏÏÏ ÏÏÏ ÏÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï ÏÏ ÏÏ Ï ÏÏ ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ Ï ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏÏ ÏÏÏ ÏÏÏ Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï Ï Ï ÏÏ ÏÏ Ï ÏÏ Ï ÏÏ Ï Ï Ï ÏÏ ÏÏ Ï Ï Ï ÏÏ Ï Ï Ï Ï Ï ÏÏ Ï Ï ÏÏÏÏ ÏÏÏÏÏÏ ÏÏ ÏÏ ÏÏÏÏÏ ÏÏÏÏÏ ÏÏÏÏÏ ÏÏÏÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï ÏÏÏÏÏÏ Ï ÏÏ ÏÏ ÏÏ ÏÏÏ ÏÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏÏ ÏÏÏ ÏÏÏ Ï Ï ÏÏÏÏ ÏÏÏ Ï ÏÏ Ï Ï ÏÏÏ ÏÏÏ ÏÏÏ ÏÏÏ ÏÏÏ Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏÏÏ ÏÏ ÏÏ Ï Ï Ï Ï ÏÏ ÏÏ Ï Ï Ï ÏÏÏ ÏÏÏ Ï Ï ÏÏ ÏÏ ÏÏÏÏ ÏÏÏ ÏÏÏ ÏÏÏ Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏÏÏ ÏÏ Ï Ï Ï Ï ÏÏ Ï Ï Ï Ï Ï Ï Ï ÏÏ ÏÏ ÏÏ Ï Ï ÏÏÏÏ ÏÏ ÏÏÏÏÏÏÏÏ ÏÏ Ï Ï Ï Ï Ï ÏÏ ÏÏ Ï Ï Ï Ï Ï Ï Ï ÏÏ Ï ÏÏ ÏÏ ÏÏÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï Ï Ï Ï Ï Ï Ï Ï ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ Ï Ï ÏÏÏÏÏ Ï Ï Ï Ï ÏÏÏ ÏÏ Ï Ï Ï ÏÏÏÏÏÏÏ Ï Ï Ï Ï ÏÏ Ï Ï Ï Ï Ï Ï Ï ÏÏ Ï ÏÏ Ï Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ Ï Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ Ï Ï Ï ÏÏ ÏÏ ÏÏÏÏÏÏÏÏÏÏ ÏÏ ÏÏÏÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï ÏÏÏ ÏÏ ÏÏ Ï Ï Ï Ï ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï ÏÏ ÏÏ Ï ÏÏÏÏ ÏÏÏÏ ÏÏÏÏ ÏÏÏÏÏ Ï ÏÏÏ Ï ÏÏÏ Ï ÏÏ Ï ÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï ÏÏ ÏÏÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï ÏÏ Ï Ï Ï Ï Ï ÏÏ Ï Ï Ï Ï ÏÏÏ ÏÏ ÏÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ Ï Ï ÏÏÏÏ Ï ÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏ ÏÏ Ï Ï Ï ÏÏ ÏÏÏ Ï Ï Ï ÏÏÏÏ Ï Ï Ï Ï ÏÏ ÏÏ Ï Ï Ï Ï Ï Ï Ï ÏÏÏ ÏÏ ÏÏ Ï Ï Ï Ï Ï Ï ÏÏÏ Ï ÏÏÏÏÏÏÏÏÏÏÏ Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï Ï

The list of Wärtsilä Network companies is available at www.wartsila.com web site.

for internal use only

Wärtsilä Italia S.p.A.

Service

Bagnoli della Rosandra, 334 34018 S. Dorligo della Valle Trieste, Italy

Telephone: +39 040 319 5000 Telefax: +39 040 319 5647 Telex: 460274/5 GMI The Engine documentation has been split up in five binders:

- Instruction Manual - Spare Parts Catalogue - Service Bulletins

- Record Book of engine Parameters - Sub-suppliers Manual

The users of the documentation are assumed to be trained operating and maintenance personnel, with an understanding of the construction and use of the engine.

Contents

The content of the binders is as follows:

Instruction Manual

x General Description of the engine x Description of main engine parts x Main Data

x Description of the various gas-, fluid- and control systems x Operation directives

x Maintenance schedule, -tools and -instructions

Spare Parts Catalogue

x Spare Parts Catalogue (of the engine)

Service Bulletins

x Division with separate tabs for filing standard forms and all commercial and technical, product related after sales documents which are mailed customer specific.

Record Book of Engine Parameters

x Engine Test protocol

x Statement of Compliance EIAPP – Technical file x Record forms

x General Installation documents

Sub-suppliers Manual

x Documentation as received from Sub-suppliers if not incorporated in another way in the engine documentation.

for internal use only

xx− 1 0.0. General . . . 0.0 − 1 0.0.1. Introduction. . . 0.0 − 2 0.0.2. Terminology . . . 0.0 − 3 1.0. Main Data . . . 1.0 − 1 1.0.1. Basic information . . . 1.0 − 2 1.0.2. Output . . . 1.0 − 3 1.0.3. Derating conditions . . . 1.0 − 5 1.0.3.1. Derating limits for ambient conditions . . . 1.0 − 5 1.0.3.2. Glycol derating . . . 1.0 − 5 1.0.3.3. Restrictions on the application of the derating calculation . . . 1.0 − 6 1.0.3.4. Adjustment of power output for ambient conditions . . . 1.0 − 6 1.0.4. Correction of heat balances . . . 1.0 − 10 1.0.5. Operating Data. . . 1.0 − 11 1.1. Fuel System. . . 1.1 − 1

1.1.1. General . . . 1.1 − 2 1.1.1.1. HFO engines running on distillate fuels*. . . 1.1 − 2 1.1.2. Fuel . . . 1.1 − 3 1.1.2.1. Residual fuel oil quality*. . . 1.1 − 3 1.1.2.2. Crude oil quality*. . . 1.1 − 6 1.1.2.3. Distillate fuel oil quality. . . 1.1 − 8 1.1.2.4. Fuel oil quality before engine . . . 1.1 − 11 1.1.2.5. Fuel conditioning. . . 1.1 − 12 1.1.2.6. Avoiding difficulties during operation on HFO*. . . 1.1 − 16 1.1.2.7. Comments on fuel characteristics . . . 1.1 − 17 1.1.3. Internal fuel system. . . 1.1 − 20 1.1.4. Draining of fuel system . . . 1.1 − 22 1.2. Lubricating Oil System. . . 1.2 − 1

1.2.1. Lubricants . . . 1.2 − 2 1.2.1.1. Requirements . . . 1.2 − 3 1.2.1.2. Influences on the lubricating oil condition . . . 1.2 − 5 1.2.1.3. Testing of main lubricating oil . . . 1.2 − 5 1.2.1.4. Condemning limits for main lubricating oil . . . 1.2 − 7 1.2.1.5. Comments on lubricating oil characteristics . . . 1.2 − 8 1.2.1.6. Recommendations for refreshing lubricating oil. . . 1.2 − 9 1.2.2. Internal lubricating oil system . . . 1.2 − 10 1.2.2.1. Oil flow lower part of the engine. . . 1.2 − 12 1.2.2.2. Upper part of the engine oil flow. . . 1.2 − 19 1.2.3. Components of internal system. . . 1.2 − 22 1.2.3.1. Lubricating oil pump unit . . . 1.2 − 22 1.2.3.2. Pre−lubricating oil pump . . . 1.2 − 26 1.2.3.3. Lubricating oil module . . . 1.2 − 27 1.2.3.4. Centrifugal filter. . . 1.2 − 44 1.2.3.5. Lubricating oil sampling valve. . . 1.2 − 48 1.2.3.6. Crankcase breathing system . . . 1.2 − 49 1.3. Starting Air System . . . 1.3 − 1

1.3.1. General . . . 1.3 − 2 1.3.1.1. Starting air quality. . . 1.3 − 2

for internal use only

xx− 2

1.3.1.2. Starting air quantity . . . 1.3 − 2 1.3.2. Internal starting air system. . . 1.3 − 3 1.3.3. Components of starting air system. . . 1.3 − 5 1.3.3.1. Main starting valve . . . 1.3 − 5 1.3.3.2. Starting air distributor. . . 1.3 − 6 1.3.3.3. Starting air valve on cylinder head . . . 1.3 − 11 1.3.3.4. Starting air pipes. . . 1.3 − 12 1.3.3.5. Pneumatic control system . . . 1.3 − 13 1.4. Cooling Water System . . . 1.4 − 1

1.4.1. General . . . 1.4 − 2 1.4.2. Cooling water . . . 1.4 − 2 1.4.2.1. General. . . 1.4 − 2 1.4.2.2. Requirements . . . 1.4 − 3 1.4.2.3. Qualities of cooling water additives . . . 1.4 − 4 1.4.2.4. Cooling water control . . . 1.4 − 5 1.4.3. Internal cooling water system . . . 1.4 − 6 1.4.3.1. General. . . 1.4 − 6 1.4.3.2. Cooling water flow HT section . . . 1.4 − 7 1.4.3.3. Cooling water flow LT section . . . 1.4 − 10 1.4.4. Components of internal system. . . 1.4 − 11 1.4.4.1. Cooling water pump . . . 1.4 − 11 1.4.4.2. Flexible pipe connections . . . 1.4 − 15 1.4.5. Maintenance cooling water system. . . 1.4 − 17 1.4.5.1. General. . . 1.4 − 17 1.4.5.2. Cleaning . . . 1.4 − 17 1.4.5.3. Cooling water venting. . . 1.4 − 17 1.4.5.4. Draining of cooling water . . . 1.4 − 18 1.5. Charge Air and Exhaust Gas System . . . 1.5 − 1

1.5.1. General . . . 1.5 − 2 1.5.2. Quality of suction air filtration . . . 1.5 − 2 1.5.3. Charge air system . . . 1.5 − 3 1.5.3.1. General. . . 1.5 − 3 1.5.4. Internal system . . . 1.5 − 4 1.5.4.1. Charge air cooler . . . 1.5 − 5 1.5.5. Inlet and Exhaust gas module . . . 1.5 − 13 1.5.5.1. Compensator . . . 1.5 − 14 1.5.5.2. Insulation box . . . 1.5 − 15 1.5.5.3. Operation . . . 1.5 − 15 1.5.5.4. Maintenance . . . 1.5 − 15 1.5.6. Turbocharger . . . 1.5 − 16 1.5.6.1. General. . . 1.5 − 16 1.5.6.2. Maintenance . . . 1.5 − 16 1.5.6.3. Turbocharger cleaning devices. . . 1.5 − 16 1.5.6.4. Compressor side cleaning . . . 1.5 − 17 1.5.6.5. Turbine side cleaning . . . 1.5 − 19 1.5.6.6. Compensator by−pass . . . 1.5 − 23 1.5.6.7. Exhaust waste gate valve control . . . 1.5 − 25 1.5.6.8. Local indications . . . 1.5 − 28 1.5.6.9. Remote outputs. . . 1.5 − 28 1.5.6.10. Degraded operating modes. . . 1.5 − 29

for internal use only

xx− 3 1.6. Control System. . . 1.6 – 1

1.6.1. General . . . 1.6 – 2 1.6.2. Speed control system . . . 1.6 – 3 1.6.3. Actuator. . . 1.6 – 4 1.6.3.1. Booster. . . 1.6 – 5 1.6.4. Fuel control mechanism . . . 1.6 – 6 1.6.4.1. Load indication HP fuel pump. . . 1.6 – 7 1.6.4.2. HP fuel pump connection . . . 1.6 – 7 1.6.4.3. Fuel rack adjustment . . . 1.6 – 8 1.6.4.4. Stop mechanism . . . 1.6 – 9 1.6.4.5. Checking linkage between actuator

and common fuel control shaft . . . 1.6 – 11 1.6.4.6. Checking actuator stop position . . . 1.6 – 11 1.6.4.7. Removing / Mounting the actuator. . . 1.6 – 12 1.6.5. Governing system maintenance and trouble shooting. . . 1.6 – 13 1.6.6. Oil mist detector. . . 1.6 – 15 1.6.7. Engine instrumentation . . . 1.6 – 16 1.6.7.1. Switches, transmitters and temperature elements . . . 1.6 – 17 1.6.7.2. Speed sensors . . . 1.6 – 17 1.6.7.3. Electro Static Discharge (ESD) . . . 1.6 – 19 1.6.7.4. Welding precautions. . . 1.6 – 20 1.6.7.5. General list of abbreviations . . . 1.6 – 21 1.6.7.6. List of sensor tags and ISO codes. . . 1.6 – 23 1.6.8. WECS Control System . . . 1.6 – 25 1.6.8.1. System description . . . 1.6 – 25 1.6.8.2. General application info. . . 1.6 – 35 1.6.8.3. Local user interface description . . . 1.6 – 36 1.6.8.4. Instructions for normal operating mode. . . 1.6 – 44 1.6.8.5. Instructions degrading operating mode. . . 1.6 – 59 1.6.8.6. Failure identification facilities . . . 1.6 – 63 2.3. Start, Operation and Stop . . . 2.3 − 1

2.3.1. General . . . 2.3 − 2 2.3.2. Start . . . 2.3 − 3 2.3.2.1. Preheating . . . 2.3 − 3 2.3.2.2. Putting the engine into operation . . . 2.3 − 3 2.3.2.3. Local start . . . 2.3 − 4 2.3.2.4. Remote or automatic start. . . 2.3 − 6 2.3.2.5. Start after a stop . . . 2.3 − 6 2.3.2.6. Start after overhaul. . . 2.3 − 7 2.3.3. Operation . . . 2.3 − 10

2.3.3.2. Loading performance . . . 2.3 − 13 2.3.3.3. Wärtsilä 38B operating areas . . . 2.3 − 15 2.3.3.4. Engine log sheet (example) . . . 2.3 − 16 2.3.3.5. Measurement of cylinder pressure. . . 2.3 − 17 2.3.3.6. Running−in. . . 2.3 − 18 2.3.3.7. Operating Troubles. . . 2.3 − 19 2.3.3.8. Emergency operation. . . 2.3 − 26 2.3.4. Stop . . . 2.3 − 28 2.4. Maintenance . . . 2.4 − 1 2.4.1. Maintenance Schedule . . . 2.4 − 2

for internal use only

xx− 4

2.4.1.1. General. . . 2.4 − 2 2.4.1.2. Rules for inspection and maintenance . . . 2.4 − 2 2.4.1.3. Maintenance schedule . . . 2.4 − 5 2.4.2. Maintenance Tools . . . 2.4 − 15

2.4.2.1. General. . . 2.4 − 15 2.4.2.2. Tool set . . . 2.4 − 15 2.4.2.3. Miscellaneous tools . . . 2.4 − 23 2.4.2.4. Lubricating oil system . . . 2.4 − 30 2.4.2.5. Cooling water system. . . 2.4 − 31 2.4.2.6. Charge air and exhaust gas system . . . 2.4 − 32 2.4.2.7. Engine block, main bearing, cylinder liner . . . 2.4 − 34 2.4.2.8. Crankshaft, connecting rod, piston . . . 2.4 − 42 2.4.2.9. Cylinder head with valves . . . 2.4 − 49 2.4.2.10. Camshaft and valve drive . . . 2.4 − 59 2.4.2.11. Injection system . . . 2.4 − 68 2.4.3. Background information for hydraulic tools and torque spanners . . . 2.4 − 74 2.4.3.1. General. . . 2.4 − 74 2.4.3.2. Pneumatic driven hydraulic pump unit . . . 2.4 − 75 2.4.3.3. Hydraulic tool set . . . 2.4 − 79 2.4.3.4. Hydraulic extractor . . . 2.4 − 81 2.4.3.5. Hydraulic hoses . . . 2.4 − 82 2.4.3.6. Quick–release coupling . . . 2.4 − 83 2.4.3.7. Hydraulic hand pump . . . 2.4 − 84 2.4.3.8. Safety instructions for hydraulic tools . . . 2.4 − 85 2.4.3.9. Loosening of hydraulically tightened connection . . . 2.4 − 86 2.4.3.10. Tightening of hydraulically tightened connection . . . 2.4 − 88 2.4.3.11. Torque spanner . . . 2.4 − 90 2.4.4. Tightening torque and jack pressure . . . 2.4 − 92

2.4.4.1. Lubricating oil system components . . . 2.4 − 92 2.4.4.2. Cooling water system components . . . 2.4 − 93 2.4.4.3. Engine block with bearings . . . 2.4 − 94 2.4.4.4. Crankshaft, connecting rod, piston . . . 2.4 − 97 2.4.4.5. Cylinder head with valves . . . 2.4 − 99 2.4.4.6. Camshaft and Valve drive . . . 2.4 − 102 2.4.4.7. Injection system components . . . 2.4 − 105 2.4.4.8. General table of tightening torques

for not specified bolt connections. . . 2.4 − 108 2.4.5. Adjustments and Tolerances . . . 2.4 − 110 2.4.5.1. Adjustments. . . 2.4 − 110 2.4.5.2. Tolerances . . . 2.4 − 111 2.4.6. Dimensions and masses . . . 2.4 − 127 2.5. Engine Block with Bearings and Cylinder Liner . . . 2.5 − 1

2.5.1. Engine block. . . 2.5 − 2 2.5.2. Main bearings. . . 2.5 − 3 2.5.2.1. General. . . 2.5 − 3 2.5.2.2. Removal of a main bearing . . . 2.5 − 4 2.5.2.3. Inspection of main bearings and journals . . . 2.5 − 9 2.5.2.4. Main bearing assembling. . . 2.5 − 9 2.5.3. Crankshaft axial locating bearing . . . 2.5 − 16 2.5.3.1. Removal of the ’0’−bearing . . . 2.5 − 17 2.5.3.2. Inspection of axial thrust rings and

for internal use only

xx− 5 2.5.3.3. ’0’−bearing assembling . . . 2.5 − 18

2.5.4. Camshaft bearings . . . 2.5 − 19 2.5.4.1. Inspection of the camshaft bearing bush . . . 2.5 − 19 2.5.4.2. Removal of the camshaft bearing bush. . . 2.5 − 20 2.5.4.3. Mounting the camshaft bearing bush . . . 2.5 − 21 2.5.5. Cylinder liner . . . 2.5 − 22 2.5.5.1. Inspection of the cylinder liner . . . 2.5 − 22 2.5.5.2. Removal of the cylinder liner. . . 2.5 − 23 2.5.5.3. Mounting the cylinder liner . . . 2.5 − 25 2.5.6. Replacing cylinder head stud. . . 2.5 − 27 2.5.7. Crankcase safety valves . . . 2.5 − 28 2.6. Crankshaft, intermediate (PTO) shaft, connecting rod, piston 2.6 − 1

2.6.1. Crankshaft . . . 2.6 − 2 2.6.1.1. Crankshaft deflections check . . . 2.6 − 2 2.6.1.2. Measurement axial clearance crankshaft thrust bearing . . . . 2.6 − 3 2.6.2. Intermediate (PTO) shaft* . . . 2.6 − 5 2.6.3. Connecting rod and piston . . . 2.6 − 6 2.6.3.1. General. . . 2.6 − 6 2.6.3.2. Removal and dismantling of piston and connecting rod . . . 2.6 − 7 2.6.3.3. Inspection and maintenance of piston rings

and gudgeon pin bearing . . . 2.6 − 13 2.6.3.4. Assembling and mounting of piston and connecting rod . . . . 2.6 − 14 2.6.4. Big end bearing . . . 2.6 − 19

2.6.4.1. Removal of big end bearing

after removal of piston and connecting rod . . . 2.6 − 19 2.6.4.2. Removal of the big end bearing shells

without removing piston / connecting rod . . . 2.6 − 23 2.6.4.3. Assembling the big end bearing . . . 2.6 − 25 2.6.5. Vibration damper crankshaft . . . 2.6 − 28 2.6.5.1. General. . . 2.6 − 28 2.6.5.2. Maintenance . . . 2.6 − 28 2.6.5.3. Liquid sampling . . . 2.6 − 29 2.6.6. Turning gear . . . 2.6 − 31 2.6.6.1. General. . . 2.6 − 31 2.6.6.2. Maintenance turning device . . . 2.6 − 32 2.7. Cylinder Head with Valves. . . 2.7 − 1

2.7.1. Cylinder head . . . 2.7 − 2 2.7.1.1. Maintenance of the cylinder head . . . 2.7 − 3 2.7.1.2. Removal of the cylinder head . . . 2.7 − 4 2.7.1.3. Mounting of the cylinder head. . . 2.7 − 10 2.7.1.4. Centring the cylinder head. . . 2.7 − 12 2.7.2. Adjusting the valve clearance . . . 2.7 − 14 2.7.3. Exhaust and inlet valves. . . 2.7 − 17 2.7.3.1. Removal of the valves . . . 2.7 − 18 2.7.3.2. Check and reconditioning of valve disc and valve seat . . . 2.7 − 19 2.7.3.3. Valve seats . . . 2.7 − 20 2.7.3.4. Valve guide . . . 2.7 − 24 2.7.3.5. Valves assembling . . . 2.7 − 25 2.7.4. Valve rotators . . . 2.7 − 26 2.7.4.1. General. . . 2.7 − 26 2.7.4.2. Maintenance of the inlet & exhaust valve rotators. . . 2.7 − 27

for internal use only

xx− 6

2.7.5. Indicator cock and safety valve. . . 2.7 − 28 2.7.6. Starting air valve . . . 2.7 − 29 2.7.7. Fuel injector . . . 2.7 − 29 2.8. Camshaft and Valve Drive . . . 2.8 − 1 2.8.1. Camshaft driving gear. . . 2.8 − 2

2.8.1.1. General. . . 2.8 − 2 2.8.1.2. Camshaft gear wheel . . . 2.8 − 4 2.8.1.3. Intermediate gear wheel . . . 2.8 − 9 2.8.1.4. Crankshaft gear wheel . . . 2.8 − 12 2.8.2. Camshaft . . . 2.8 − 13 2.8.2.1. Removal camshaft section / journal. . . 2.8 − 13 2.8.2.2. Mounting camshaft section / journal . . . 2.8 − 17 2.8.3. Valve drive mechanism. . . 2.8 − 18 2.8.3.1. Removal of valve drive mechanism . . . 2.8 − 19 2.8.3.2. Inspection of valve drive mechanism. . . 2.8 − 21 2.8.3.3. Mounting valve drive mechanism . . . 2.8 − 22 2.9. Injection System . . . 2.9 − 1

2.9.1. General . . . 2.9 − 2 2.9.2. HP fuel pump . . . 2.9 − 2 2.9.2.1. General. . . 2.9 − 2 2.9.2.2. HP fuel pump maintenance. . . 2.9 − 3 2.9.2.3. Removing HP fuel pump . . . 2.9 − 4 2.9.2.4. HP fuel pump disassembling . . . 2.9 − 5 2.9.2.5. Assembling of the HP fuel pump . . . 2.9 − 7 2.9.2.6. HP fuel pump adjustment . . . 2.9 − 8 2.9.2.7. HP fuel pump mounting . . . 2.9 − 10 2.9.3. Fuel pump drive. . . 2.9 − 12 2.9.3.1. Disassembling the fuel pump drive . . . 2.9 − 12 2.9.3.2. Mounting the fuel pump drive . . . 2.9 − 13 2.9.4. Fuel injector . . . 2.9 − 14 2.9.4.1. Removing the fuel injector. . . 2.9 − 15 2.9.4.2. Fuel injector maintenance . . . 2.9 − 16 2.9.4.3. Testing of fuel injectors . . . 2.9 − 19 2.9.4.4. Mounting the fuel injector . . . 2.9 − 21 2.9.5. HP fuel line . . . 2.9 − 22 2.9.5.1. Connection HP fuel line . . . 2.9 − 22 3.1. Instruction Drawings . . . 3.1 − 1 3.1.1. Internal Systems & Pipes Connections . . . 3.1 − 3 3.1.2. Wiring Diagrams & Configuration Lists . . . 3.1 − 5

for internal use only

xx− 7 Fig. 0.0 − 1 Engine definitions. . . 0.0 − 4

Fig. 0.0 − 2 Example of reading the flywheel . . . 0.0 − 5 Fig. 0.0 − 3 Designation of main & camshaft bearings . . . 0.0 − 6 Fig. 0.0 − 4 Designation of valves . . . 0.0 − 7 Fig. 1.1 – 1 Viscosity conversion diagram . . . 1.1 − 12 Fig. 1.1 – 2 Viscosity temperature diagram . . . 1.1 − 13 Fig. 1.1 – 3 Nomogram for deriving CCAI. . . 1.1 − 18 Fig. 1.1 – 4 Low pressure fuel pipes . . . 1.1 − 21 Fig. 1.1 – 5 Drain plugs engine fuel system . . . 1.1 − 22 Fig. 1.2 − 1 Running−in filter main bearing . . . 1.2 − 12 Fig. 1.2 − 2 Oil flow main bearing. . . 1.2 − 13 Fig. 1.2 − 3 Oil flow connecting rod . . . 1.2 − 14 Fig. 1.2 − 4 Oil flow piston. . . 1.2 − 15 Fig. 1.2 − 5 Pump drive oil flow . . . 1.2 − 16 Fig. 1.2 − 6 Oil flow gear drive . . . 1.2 − 17 Fig. 1.2 − 7 Axial camshaft bearing oil flow . . . 1.2 − 18 Fig. 1.2 − 8 Running−in filter . . . 1.2 − 19 Fig. 1.2 − 9 Oil flow for drive HP fuel pump/valves and camshaft. . . 1.2 − 20 Fig. 1.2 − 10 Oil flow cylinder head . . . 1.2 − 21 Fig. 1.2 − 11 Lubricating oil pump unit. . . 1.2 − 22 Fig. 1.2 − 12 Gearwheel pump . . . 1.2 − 23 Fig. 1.2 − 13 Pressure control and safety valve unit . . . 1.2 − 25 Fig. 1.2 − 14 Pre−lubricating oil pump . . . 1.2 − 26 Fig. 1.2 − 15 Lubricating oil module . . . 1.2 − 27 Fig. 1.2 − 16 Lubricating oil flow through the cooler . . . 1.2 − 28 Fig. 1.2 − 17 LT cooling water flow through the cooler . . . 1.2 − 29 Fig. 1.2 − 18 Cooling water flows not through the cooler . . . 1.2 − 30 Fig. 1.2 − 19 Lubricating oil cooler . . . 1.2 − 31 Fig. 1.2 − 20 Thermostatic valve . . . 1.2 − 35 Fig. 1.2 − 21 Automatic back−flushing filter . . . 1.2 − 36 Fig. 1.2 − 22 Automatic back−flushing filter (Filtration phase) . . . 1.2 − 37 Fig. 1.2 − 23 Automatic back−flushing filter (Back flushing phase). . . 1.2 − 38 Fig. 1.2 − 24 Automatic back−flushing filter (Overflow valves) . . . 1.2 − 39 Fig. 1.2 − 25 Automatic back−flushing filter (Maintenance) . . . 1.2 − 40 Fig. 1.2 − 26 Centrifugal filter on engine . . . 1.2 − 44 Fig. 1.2 − 27 Centrifugal filter . . . 1.2 − 46 Fig. 1.2 − 28 The Location of the lubricating oil sampling valve . . . 1.2 − 48 Fig. 1.2 − 29 Crankcase breather and vent pipe . . . 1.2 − 50 Fig. 1.3 − 1 Starting and slow turn sequence . . . 1.3 − 5 Fig. 1.3 − 2 Starting air distributor with drive . . . 1.3 − 6 Fig. 1.3 − 3 Starting air distributor . . . 1.3 − 7 Fig. 1.3 − 4 Setting of air distributor disc. . . 1.3 − 8 Fig. 1.3 − 5 Pilot air lines . . . 1.3 − 10 Fig. 1.3 − 6 Starting air valve . . . 1.3 − 11 Fig. 1.3 − 7 Starting air pipe arrangement . . . 1.3 − 12 Fig. 1.4 − 1 Cooling water flow to the cylinder head . . . 1.4 − 7 Fig. 1.4 − 2 Location of cooling water thermostatic valves. . . 1.4 − 8 Fig. 1.4 − 3 Cooling water pump. . . 1.4 − 11 Fig. 1.4 − 4 Cooling water pump assembly. . . 1.4 − 12 Fig. 1.4 − 5 Draining points of the HT and LT cooling water system . . . 1.4 − 18 Fig. 1.5 − 1 Charge air cooler . . . 1.5 − 5 Fig. 1.5 − 2 Cooler stack . . . 1.5 − 6

for internal use only

xx− 8

Fig. 1.5 − 3 Front view charge air cooler. . . 1.5 − 8 Fig. 1.5 − 4 Loosening the cooler stack. . . 1.5 − 9 Fig. 1.5 − 5 Removal of cooler stack . . . 1.5 − 9 Fig. 1.5 − 6 Exhaust gas system . . . 1.5 − 13 Fig. 1.5 − 7 Fixation of exhaust section. . . 1.5 − 13 Fig. 1.5 − 8 Gas flow in Compensator . . . 1.5 − 14 Fig. 1.5 − 9 Compressor cleaning device . . . 1.5 − 18 Fig. 1.5 − 10 Turbine washing system layout . . . 1.5 − 20 Fig. 1.5 − 11 Position of valves before and after cleaning procedure on L engines . 1.5 − 21 Fig. 1.5 − 12 Position of valves during cleaning procedure on L engines . . . 1.5 − 21 Fig. 1.5 − 13 Gas flow in compensator . . . 1.5 − 23 Fig. 1.5 − 14 By−pass pipe compensator . . . 1.5 − 23 Fig. 1.5 − 15 Block Diagram Exhaust WasteGate Valve Control. . . 1.5 − 25 Fig. 1.5 − 16 Position of wastegate valve . . . 1.5 − 26 Fig. 1.5 − 17 Waste−gate valve assembly . . . 1.5 − 27 Fig. 1.6 − 1 Actuator / drive / booster . . . 1.6 – 5 Fig. 1.6 − 2 Fuel control mechanism . . . 1.6 – 6 Fig. 1.6 − 3 Load indication . . . 1.6 – 7 Fig. 1.6 − 4 HP fuel pump connection . . . 1.6 – 7 Fig. 1.6 − 5 Pre−clearance levers to HP fuel pump. . . 1.6 – 8 Fig. 1.6 − 6 Local start and stop unit . . . 1.6 – 9 Fig. 1.6 − 7 Emergency stop device . . . 1.6 – 10 Fig. 1.6 − 8 Oil mist detector . . . 1.6 – 15 Fig. 1.6 − 9 Speed sensor at the turning gear wheel . . . 1.6 – 17 Fig. 1.6 − 10 Speed sensors at camshaft . . . 1.6 – 18 Fig. 1.6 − 11 Structure of WECS . . . 1.6 – 25 Fig. 1.6 − 12 Principle diagram speed control system . . . 1.6 – 33 Fig. 1.6 − 13 Signal block diagram of WECS 7000 in overall system. . . 1.6 – 35 Fig. 1.6 − 14 Front−end cabinet overview . . . 1.6 – 37 Fig. 1.6 − 15 Local display unit . . . 1.6 – 38 Fig. 1.6 − 16 Example view of main page . . . 1.6 – 40 Fig. 1.6 − 17 Example view of history page . . . 1.6 – 41 Fig. 1.6 − 18 Example view of Start Blocks & Pressures page . . . 1.6 – 41 Fig. 1.6 − 19 Example view of Menu page . . . 1.6 – 42 Fig. 1.6 − 20 View of control switches for local engine operation . . . 1.6 – 42 Fig. 1.6 − 21 View of panel meters for digital indications . . . 1.6 – 43 Fig. 1.6 − 22 System layout. . . 1.6 – 63 Fig. 2.3 − 1 Local control panel. . . 2.3 − 4 Fig. 2.3 − 2 Local control stand . . . 2.3 − 6 Fig. 2.3 − 3 DE (Marine), gradual load increase . . . 2.3 − 14 Fig. 2.3 − 4 Maximum sudden power increase . . . 2.3 − 14 Fig. 2.3 − 5 Running−in diagram (n = constant 600 rpm) . . . 2.3 − 18 Fig. 2.3 − 6 Local stop . . . 2.3 − 28 Fig. 2.3 − 7 Manual stop . . . 2.3 − 29 Fig. 2.4 − 1 Diagram of pneumatically driven hydraulic pump unit . . . 2.4 − 76 Fig. 2.4 − 2 Pneumatic driven hydraulic pump and jacks . . . 2.4 − 78 Fig. 2.4 − 3 Single hydrauli jack cross section . . . 2.4 − 80 Fig. 2.4 − 4 Twin hydraulic jack cross section . . . 2.4 − 80 Fig. 2.4 − 5 Hydraulic jack . . . 2.4 − 81 Fig. 2.4 − 6 H.P. quick−release coupling (example) . . . 2.4 − 83 Fig. 2.4 − 7 Dust caps H.P. quick−release coupling (example) . . . 2.4 − 83 Fig. 2.4 − 8 Hydraulic hand pump . . . 2.4 − 84

for internal use only

xx− 9 Fig. 2.4 − 9 Torque spanner − extension . . . 2.4 − 91

Fig. 2.4 − 10 Lubricating oil pump assembly . . . 2.4 − 92 Fig. 2.4 − 11 Cooling water pump gear wheel assembly . . . 2.4 − 93 Fig. 2.4 − 12 Main bearing. . . 2.4 − 94 Fig. 2.4 − 13 Cylinder liner clamp. . . 2.4 − 95 Fig. 2.4 − 14 Explosion cover . . . 2.4 − 96 Fig. 2.4 − 15 Crankshaft. . . 2.4 − 97 Fig. 2.4 − 16 Big end bearing and counter weight . . . 2.4 − 98 Fig. 2.4 − 17 Exhaust connection cylinder head . . . 2.4 − 99 Fig. 2.4 − 18 Cylinder head . . . 2.4 − 100 Fig. 2.4 − 19 Starting valve . . . 2.4 − 100 Fig. 2.4 − 20 Cylinder head upper side . . . 2.4 − 101 Fig. 2.4 − 21 Camshaft. . . 2.4 − 102 Fig. 2.4 − 22 Actuator drive shaft . . . 2.4 − 103 Fig. 2.4 − 23 Starting air distrubutor drive on camshaft . . . 2.4 − 104 Fig. 2.4 − 24 High pressure fuel injector . . . 2.4 − 105 Fig. 2.4 − 25 Injector, HP fuel pipe. . . 2.4 − 106 Fig. 2.4 − 26 HP fuel pump . . . 2.4 − 107 Fig. 2.4 − 27 Gear wheel train. . . 2.4 − 112 Fig. 2.4 − 28 Measuring the cylinder liner bore . . . 2.4 − 113 Fig. 2.4 − 29 Measuring the big end bore . . . 2.4 − 117 Fig. 2.4 − 30 Valve stem and valve disc burning in wear . . . 2.4 − 119 Fig. 2.4 − 31 Inlet valve and valve seat in cylinder head . . . 2.4 − 120 Fig. 2.4 − 32 Exhaust valve and valve seat in cylinder head . . . 2.4 − 120 Fig. 2.4 − 33 Driving gear . . . 2.4 − 121 Fig. 2.4 − 34 Governor drive . . . 2.4 − 122 Fig. 2.4 − 35 Valve drive mechanism. . . 2.4 − 124 Fig. 2.4 − 36 Fuel pump bracket. . . 2.4 − 125 Fig. 2.4 − 37 Nozzle . . . 2.4 − 126 Fig. 2.4 − 38 HP fuel pump adjustment . . . 2.4 − 126 Fig. 2.4 − 39 Engine components. . . 2.4 − 127 Fig. 2.4 − 40 Turbochargers . . . 2.4 − 128 Fig. 2.4 − 41 Charge air cooler inserts. . . 2.4 − 128 Fig. 2.5 − 1 Engine block (view free−end side) . . . 2.5 − 2 Fig. 2.5 − 2 Position bearing temperature sensor . . . 2.5 − 4 Fig. 2.5 − 3 Positioning jack on side stud . . . 2.5 − 5 Fig. 2.5 − 4 Positioning the main bearing jacks . . . 2.5 − 7 Fig. 2.5 − 5 Bearing shell driver . . . 2.5 − 8 Fig. 2.5 − 6 Inserting main bearing shell . . . 2.5 − 9 Fig. 2.5 − 7 Pushing the upper main bearing shell into position . . . 2.5 − 10 Fig. 2.5 − 8 Crankshaft axial locating bearing . . . 2.5 − 16 Fig. 2.5 − 9 Camshaft and axial bearing assembly . . . 2.5 − 19 Fig. 2.5 − 10 Connect the hoses to the pump . . . 2.5 − 20 Fig. 2.5 − 11 ’0’−bearing bush in engine block . . . 2.5 − 21 Fig. 2.5 − 12 Liner in engine block . . . 2.5 − 22 Fig. 2.5 − 13 Liner lifting device . . . 2.5 − 23 Fig. 2.5 − 14 Lifting the cylinder liner . . . 2.5 − 24 Fig. 2.5 − 15 Centre of gravity. . . 2.5 − 24 Fig. 2.5 − 16 Measuring the cylinder liner bore . . . 2.5 − 25 Fig. 2.5 − 17 Marks on cylinder liner . . . 2.5 − 26 Fig. 2.5 − 18 Replacing cylinder head stud. . . 2.5 − 27 Fig. 2.5 − 19 Crankcase safety valve. . . 2.5 − 29

for internal use only

xx− 10

Fig. 2.6 − 1 Taking crankshaft deflection readings . . . 2.6 − 3 Fig. 2.6 − 2 PTO shaft arrangement at free end. . . 2.6 − 5 Fig. 2.6 − 3 Connecting rod and piston assembling . . . 2.6 − 6 Fig. 2.6 − 4 Removal of anti−bore polishing ring. . . 2.6 − 7 Fig. 2.6 − 5 Hydraulic tool connecting rod studs. . . 2.6 − 8 Fig. 2.6 − 6 Connection of the hydraulic tools . . . 2.6 − 8 Fig. 2.6 − 7 Hoisting tool. . . 2.6 − 9 Fig. 2.6 − 8 Fitting the protecting device . . . 2.6 − 10 Fig. 2.6 − 9 Hoisting the piston . . . 2.6 − 11 Fig. 2.6 − 10 Piston with fixating tool . . . 2.6 − 11 Fig. 2.6 − 11 Removal of the retainer spring . . . 2.6 − 12 Fig. 2.6 − 12 Removal of gudgeon pin . . . 2.6 − 12 Fig. 2.6 − 13 Marks on piston and connecting rod . . . 2.6 − 14 Fig. 2.6 − 14 Moving the connecting rod into the piston . . . 2.6 − 15 Fig. 2.6 − 15 Piston on connecting rod. . . 2.6 − 16 Fig. 2.6 − 16 Lowering the piston and connecting rod into the cylinder liner . . . 2.6 − 17 Fig. 2.6 − 17 Hydraulic tool big end bearing studs . . . 2.6 − 20 Fig. 2.6 − 18 Connection HP hoses big end bearing . . . 2.6 − 20 Fig. 2.6 − 19 Frame and support big end bearing caps . . . 2.6 − 21 Fig. 2.6 − 20 Carriers of the big end bearing caps . . . 2.6 − 22 Fig. 2.6 − 21 Mount piston support . . . 2.6 − 23 Fig. 2.6 − 22 Fit hydraulic tightening tool . . . 2.6 − 24 Fig. 2.6 − 23 Positioning device. . . 2.6 − 24 Fig. 2.6 − 24 The big end . . . 2.6 − 25 Fig. 2.6 − 25 Liquid sampling . . . 2.6 − 29 Fig. 2.6 − 26 Electrically driven turning device . . . 2.6 − 31 Fig. 2.7 – 1 Cross section cylinder head . . . 2.7 − 2 Fig. 2.7 – 2 Tilting frame cylinder head . . . 2.7 − 3 Fig. 2.7 – 3 Removal of the hot−box panels . . . 2.7 − 4 Fig. 2.7 – 4 Removal of cylinder head . . . 2.7 − 5 Fig. 2.7 – 5 Loosening the cylinder head nuts . . . 2.7 − 7 Fig. 2.7 – 6 Lifting the cylinder head . . . 2.7 − 8 Fig. 2.7 – 7 Cylinder head on liner . . . 2.7 − 9 Fig. 2.7 – 8 Protecting ring for cylinder head . . . 2.7 − 9 Fig. 2.7 – 9 Centring tool usage . . . 2.7 − 13 Fig. 2.7 – 10 Valve clearance adjustment . . . 2.7 − 15 Fig. 2.7 – 11 Valves . . . 2.7 − 17 Fig. 2.7 – 12 Removal of valves . . . 2.7 − 18 Fig. 2.7 – 13 Blueing test . . . 2.7 − 19 Fig. 2.7 – 14 Removing the exhaust valve seats . . . 2.7 − 20 Fig. 2.7 – 15 Removing inlet valve seats. . . 2.7 − 21 Fig. 2.7 – 16 Mounting valve seats . . . 2.7 − 23 Fig. 2.7 – 17 Extracting the valve guide . . . 2.7 − 24 Fig. 2.7 – 18 Valve guide detail. . . 2.7 − 25 Fig. 2.7 – 19 Valves rotators . . . 2.7 − 27 Fig. 2.7 – 20 Indicator cock / safety valve. . . 2.7 − 28 Fig. 2.8 − 1 Gearwheel drive camshaft . . . 2.8 − 2 Fig. 2.8 − 2 Camshaft section . . . 2.8 − 3 Fig. 2.8 − 3 Axial bearing camshaft . . . 2.8 − 4 Fig. 2.8 − 4 Removal of camshaft end journal . . . 2.8 − 5 Fig. 2.8 − 5 Position of jack bolt . . . 2.8 − 6 Fig. 2.8 − 6 Position of pillar bolt . . . 2.8 − 6

for internal use only

xx− 11 Fig. 2.8 − 7 Removal of the camshaft gear wheel . . . 2.8 − 7

Fig. 2.8 − 8 Tool for intermediate gear wheel . . . 2.8 − 9 Fig. 2.8 − 9 Intermediate gear wheel section . . . 2.8 − 10 Fig. 2.8 − 10 Removal of intermediate gear wheel shaft . . . 2.8 − 10 Fig. 2.8 − 11 Mount shaft intermediate gear. . . 2.8 − 11 Fig. 2.8 − 12 Crankshaft gear wheel assembly . . . 2.8 − 12 Fig. 2.8 − 13 Securing fuel tappet . . . 2.8 − 13 Fig. 2.8 − 14 Tappet securing plate . . . 2.8 − 14 Fig. 2.8 − 15 Position of pillar bolt . . . 2.8 − 15 Fig. 2.8 − 16 Removal of camshaft section. . . 2.8 − 15 Fig. 2.8 − 17 Removal of camshaft journal . . . 2.8 − 16 Fig. 2.8 − 18 Tightening camshaft section / journal . . . 2.8 − 17 Fig. 2.8 − 19 Valve drive mechanism. . . 2.8 − 18 Fig. 2.8 − 20 Valve lifting gear. . . 2.8 − 19 Fig. 2.8 − 21 Push rod assembly . . . 2.8 − 20 Fig. 2.8 − 22 Tappet guide block assembly. . . 2.8 − 20 Fig. 2.9 − 1 HP fuel pump and drive . . . 2.9 − 3 Fig. 2.9 − 2 Removing the HP fuel pump . . . 2.9 − 4 Fig. 2.9 − 3 Tool dis/assembling HP Fuel pump . . . 2.9 − 5 Fig. 2.9 − 4 HP Fuel pump . . . 2.9 − 6 Fig. 2.9 − 5 Injection timing deviation graph. . . 2.9 − 9 Fig. 2.9 − 6 HP fuel pump drive adjustment . . . 2.9 − 10 Fig. 2.9 − 7 Fuel pump drive . . . 2.9 − 12 Fig. 2.9 − 8 Cylinder head with injector . . . 2.9 − 14 Fig. 2.9 − 9 Fuel injector assembly . . . 2.9 − 15 Fig. 2.9 − 10 Extracting the fuel injector . . . 2.9 − 16 Fig. 2.9 − 11 Fuel injector cross section . . . 2.9 − 17 Fig. 2.9 − 12 Protecting the nozzle tip . . . 2.9 − 17 Fig. 2.9 − 13 Testing fuel injectors . . . 2.9 − 19 Fig. 2.9 − 14 HP fuel pipe connection . . . 2.9 − 22

for internal use only

xx− 12

for internal use only

0.0 − 1

for internal use only

0.0 − 2

0.0.1.

Introduction

The purpose of this manual is to give the user a guide for operation and maintenance on the engine. Basic general knowledge hasn’t been entered. The manual is part of the documentation supplied with the engine.

Before starting or while performing any job could happen you have questions which the manual gives no answers to, in this case do not take any unnecessary risks and contact the Service department of Wärtsilä Corporation or your local Wärtsilä Service network.

Wärtsilä Corporation reserves the right to minor alterations and improvements due to engine development without being obliged to enter the corresponding changes in this manual.

The diesel engine will be supplied as agreed upon in the sales documents. No claim can be made on the basis of this instruction manual as there are some components described herein that are not included in every delivery.

The operation and/or maintenance work described in this manual must only be carried out by trained technicians specialised in diesel engines. Be sure everyone who works with the engine has this manual available and understands the contents.

Ensure all equipment and tools for maintenance purposes are in good order.

Use only genuine parts to ensure the best efficiency, reliability and life time of the engine and its components.

Modifications as to the settings may only be made after written approval from Wärtsilä Corporation. Settings altering may effect the warranty. During the warranty period of the engine the owner is obliged to follow strictly the instructions for operation and maintenance outlined in this manual.

for internal use only

0.0 − 3

0.0.2.

Terminology

General about terminology

The most important term used in this instruction manual are defined as follows:

Manoeuvring (Operating) side

The longitudinal side of the engine where the operating devices are located (start and stop, instrument panels, speed governor, ...).

Rear (Non−operating) side

The longitudinal side opposite to the manouvering side.

Driving end

The end of the engine where the flywheel is located.

Free end

The end opposite the driving end.

Designation of cylinders

According to ISO recommendation 932 and DIN 6256 the designation of cylinders begins at the driving end. In a V−engine the cylinders in the left bank, seen from the driving end, are termed A1, A2, etc., and in the right bank B1, B2, etc. (See fig. 0.0 − 1 ).

Designation of engine sides and ends Manoeuvring side and ends

Details located on the manoeuvring side may be marked with
M" and correspondly
B" for the back one of the engine (B−bank on a V−engine) (see also fig. 0.0 − 1 ).

Clockwise rotating engine

An engine which has a clockwise rotating crankshaft when looking from the driving end.

Counter−Clockwise rotating engine

An engine which has a counter−clockwise rotating crankshaft when looking from the driving end.

Bottom dead center (BDC)

It is the bottom turning point of the piston in the cylinder, where the piston speed is zero.

Top dead center (TDC)

It is the top turning point of the piston in the cylinder, where the piston speed is zero. During a complete working cycle, consisting of two crankshaft revolutions in a four−stroke engine, the piston reaches the TDC twice. 1 2 3 4 1 2 3 4 5

for internal use only

0.0 − 4

1. Top dead center at scavenging

For the first time, the piston reaches the TDC when the exhaust stroke of the previous working cycle ends and the suction stroke of the following one begins. Exhaust valves as well as inlet valves are somewhat open and then the scavenging phase takes place. If the crankshaft is turned back and forth from this TDC both exhaust and inlet valves will move, a fact which indicates that the cranckshaft is near the position which is called TDC at scavenging.

2. Top dead center at firing

For the second time, the piston reaches the TDC when, within the same cycle, the compression stroke comes to the end and the working one is going to begin. Slightly before this TDC the fuel injection take place (on an engine in operation) and therefore this TDC can be defined as TDC at firing. In this case all the valves are closed and do not move if the crankshaft is turned back and forth from this TDC. When watching the camshaft and the injection pump it is possible to note that the tappet roller is on the lifting side of the fuel cam.

A6

A5

A4

A3

A2

A1

B6

B5

B4

B3

B2

B1

1

2

4

5

6

3

Manoeuvring side Driving end Free end

for internal use only

0.0 − 5 Marks on the flywheel

Markings on the circumference of the flywheel indicate the TDC for each cylinder. From 15° before till 15° after each TDC the circumference of the flywheel is divided into sections of 5°.

Where two TDC’s are indicated at the same mark, one cylinder is in TDC at firing and the other in TDC at scavenging.

The indicator (1) is provided with a scale per degree, starting at 5° before TDC till 5° after TDC.

For the firing order see chapter 1.0.

1

CW CCW

for internal use only

0.0 − 6

Designation of bearings

Main bearings

The flywheel bearing is No. 0, the first standard main bearing is No. 1, the second No. 2 etc.

Thrust bearings

The thrust bearing rails are located at the flywheel side. the outer rails close to the flywheel are marked with 00 and the inner rails with 0.

Camshaft bearing

Camshaft bearings are designated in the same sequence as the main bearings and the thrust bearing bushings are designated, the outer one 00 and the inner one 0.

Intermediate shaft (Power Take Off) bearing

The PTO bearing, for the additional power take off shaft on the engine, is located on the pump cover at free end.

Intermediate (camshaft) gear wheel bearings

The bearings located directly behind the flywheel are designated as 00 and the inner bearings as 0.

2 1 3 4 n−1 n n+1 0

n = number of cylinders on each bank

for internal use only

0.0 − 7

Designation of valves

AIR IN

EXHAUST OUT

A

D

C

B

A & B INLET VALVES

C & D EXHAUST VALVES

for internal use only

0.0 − 8

for internal use only

1.0 − 1

for internal use only

1.0 − 2

1.0.1.

Basic information

In the Configuration Structure for Wärtsilä 38B engines the following applications are identified:

1. Marine: Main engine, Fixed Pitch Propeller

2. Marine: Main engine, Continuous Pitch Propeller. 3. Marine: Main engine, Diesel Electric Propulsion 4. Power Plant: Power Plant Base Load

Engine types: 6L38B 12V38B 8L38B 16V38B 9L38B 18V38B Cylinder bore 380mm Stroke 475mm Number of cylinders 6/8/9/12/16/18

Direction of rotation Clockwise Counter Clockwise Firing order 6L38B 1−4−2−6−3−5 1−5−3−6−2−4 Firing order 8L38B 1−3−2−5−8−6−7−4 1−4−7−6−8−5−2−3 Firing order 9L38B 1−7−4−2−8−6−3−9−5 1−5−9−3−6−8−2−4−7 Firing order 12V38B 50° consecutive A1−B1−A3−B3−A5−B5 A6−B6−A4−B4−A2−B2 A1−B2−A2−B4−A4−B6 A6−B5−A5−B3−A3−B1 Firing order 16V38B 50° consecutive A1−B1−A3−B3−A2−B2 A5−B5−A8−B8−A6−B6 A7−B7−A4−B4 A1−B4−A4−B7−A7−B6 A6−B8−A8−B5−A5−B2 A2−B3−A3−B1 Firing order 18V38B 410° alternate A1−B8−A7−B6−A4−B3 A2−B9−A8−B5−A6−B1 A3−B7−A9−B4−A5−B2 A1−B2−A5−B4−A9−B7 A3−B1−A6−B5−A8−B9 A2−B3−A4−B6−A7−B8

The Wärtsilä 38B diesel engine is a 4–stroke, medium speed, turbocharged and intercooled engine with direct fuel injection.

for internal use only

1.0 − 3

1.0.2.

Output

Engine output according to engine rating plate

Fywheel Output 100% kW/Cyl.

Marine:

DE, CPP. 725

FPP 675

Power Plant:

BL 675

Rated Engine speed rpm [600]

Charge air coolant temperature o_{C 38}

Suction air temperature oC 45

Engine output according to ISO 3046−1 : 1995(E)

Fywheel Output 100% kW/ Same as table

Fywheel Output 100% kW/

Cyl.

Same as table above

Cyl. above

Rated Engine speed rpm [600]

ISO 3046 substitute reference conditions Marine engines

Ambient air pressure kPa 100

Site altitude above sea level m 0

Suction air temperature oC 45

Charge air coolant temperature oC 38

Total exhaust gas back pressure kPa 3

Total suction air pressure loss kPa 1

Continuous Power and Prime Power engines

Ambient air pressure kPa 100

Suction air temperature o_{C 35}

Charge air coolant temperature oC 45

Sum of suction air losses and exhaust gas back pressures

for internal use only

1.0 − 4

The full output of the engine is available at the ISO substitute reference conditions. No compensation (uprating) is allowed for operating conditions better than the ISO substitute reference conditions. For derating data see section 1.0.3.

Fuel limiter settings Marine:

DE 110 % for governing purposes only

CPP, FPP 100 %

Power Plant:

BL 100 % no overload is allowed

Continuous power base load

Continuous power is defined in ISO 8528−1 as the power that a generating set is capable to deliver continuously for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, if the maintenance has been carried out as prescribed by the manufacturer.

Torsional vibration barred operational conditions Barred speed/load range during normal

oper-ation

rpm none

Speed range to be restricted during misfiring for continuous running

rpm none

Barred speed and load ranges:

The zone where the load caused by torsional vibrations exeed the permissible values for continuous operation.

Misfiring: see section 2.3.3.8.3

Note!

for internal use only

1.0 − 5

1.0.3.

Derating conditions

1.0.3.1.

Derating limits for ambient conditions

The derating is according to ISO 3046−1:1995(E) applying: hm = 0.90.

The rated output of the engine is available at the rated substitute reference conditions. No compensation (upgrading) is allowed for ambient conditions better than substitute.

1.0.3.2.

Glycol derating

Maximum allowable glycol−% in water is 50 %. In case glycol is applied in cooling system the capacity of the lubricating oil cooler on the engine and all external heat exchangers has to be designed for the specified glycol−%.

If glycol is applied in winter season only, there is no derating for glycol; anyway the settings of the thermostatic valves have to be changed during winter time. while changing from the cold season to the warm one the clycol cooling water has to be replaced by fresh water. HT water system

Control temperature for the HT water after the engine:

Dt HT water with glycol: −2°C/10% glycol (85°C at 50% glycol instead of 93°C at 0%).

LT water system

Control temperature for the LT water:

Dt LT water with glycol: −1°C/10% glycol.

As soon as there is no risk of below 0°C temperatures the glycol cooling water must be replaced by fresh water immediately.

If the glycol is used also during summer time, then derating will be applicable. For certain applications where glycol−water is used as cooling media in the HT &/or LT − cooling system derating is 0,5%/10%.

1

Note!

for internal use only

1.0 − 6

1.0.3.3.

Restrictions on the application of the

derating calculation

Modifications to the engine may be required when the calculated power adjustment factor "a" trepasses the value of 0,95. In such a case the

derated output of the engine is subjected to the confirmation of the Technology Department of Wärtsilä Italia S.p.A. by means of the
Performance Request Sheet".

1.0.3.4.

Adjustment of power output for

ambient conditions

The adjusted output for site conditions is calculated by means of the following formula:

Px+ a Pra

Px" is the adjusted power output under site conditions;

Pra" is the power output under substitute reference conditions;

a" is the power adjustment factor.

a_{" must be calculated by means of the following formula and}

parameters:

a_{+ Ktot * 0, 7 (1 * Ktot) ǒ1ń0, 9 * 1Ǔ} Ktot+ K1 K2 K3 K4

Derating due to the suction air temperature
tx" (°C)

Marine:

txv 15 K1+ 1 ) 0, 004 (tx * 15)

15t tx v 45 K1+ 1

45t tx K1+ ƪ(273 ) 45)ń(273 ) tx)ƫ1,2

Continuous power and Prime Power engines:

txv 15 K1+ 1 ) 0, 004 (tx * 15)

for internal use only

1.0 − 7 35t tx K1+ ƪ(273 ) 35)ń(273 ) tx)ƫ1,2 Emergency Genset (LTP): txv 15 K1+ 1 ) 0, 004 (tx * 15) 15t tx v 25 K1+ 1 25t tx K1+ ƪ(273 ) 25)ń(273 ) tx)ƫ1,2

For suction air temperature below − 5 C heating of suction air and/or special requirements may be required.

Derating due to the charge air coolant temperature
tcx" (°C)

Marine:

tcxv 38 K2+ 1

38t tcx K2+ (273 ) 38)ń(273 ) tcx)

Continuous power and Prime Power engines:

tcxv 45 K2+ 1

45t tcx K2+ (273 ) 45)ń(273 ) tcx)

Emergency Genset (LTP):

tcxv 35 K2+ 1

35t tcx K2+ (273 ) 35)ń(273 ) tcx)

The dew point shall be calculated for the specific site conditions. The minimum charge air temperature shall be above the dew point in order to avoid condensation occurs in charge air cooler.

Note!

for internal use only

1.0 − 8

Derating due to ambient air pressure
pair" (kPa)

Marine:

Under the assumption that the ambient air pressure for marine applications is equal to the barometric pressure,
K3"

K3+ 1

Continuous power and Prime Power engines & Emergency Genset (LTP):

pairv 100 K3+ ǒpairń100Ǔ0,7

pairu 100 K3+ 1

Derating due to the total exhaust gas back pressure
Dpex" (kPa)

Marine:

Dpexv 3 K4+ 1

Dpexu 3 K4+ ƪ103ń(100 ) Dpex)ƫ1,5

For total exhaust gas back pressure a factor is added to ISO 3046−1:1995(E). The factor shall be added if the design target of 3 kPa is exceeded.

Continuous power and Prime Power engines:

Dpexv 5 K4+ 1 Dpexu 5 K4+ ƪ105ń(100 ) Dpex)ƫ1,5 Emergency Genset (LTP): Dpexv 3 K4+ 1 Dpexu 3 K4+ ƪ103ń(100 ) Dpex)ƫ1,5

Note!

for internal use only

1.0 − 9 Data mentioned in Operating Data (section 1.0.5.) must stay at the nominal values

Reduce engine load if operating temperatures of lubricating oil or cooling water exceed the nominal values or exhaust gas tends to exceed the maximum values, see section 1.0.5.

High operating temperatures can be caused among other by: contamination of coolers

reduction of charge air pressure by:

−contamination of turbocharger compressor and/or turbine −too much wear of the turbine

−contamination of air in take filter −contamination of charge air cooler

deviation of setting of (individual) high pressure fuel pumps bad functioning of fuel injectors

bad functioning of HP fuel pumps high fuel CCAI value (> 870) high ambient temperature

Never change fuel rack settings to equalize the exhaust gas temperature.

Note!

1 2 3 4 5 6 7

Note!

for internal use only

1.0 − 10

1.0.4.

Correction of heat balances

The following table supplyes a complete overview for heat balance guidance values according to different ambient conditions in relation to the substitute reference conditions as stated above.

Turbocharger air inlet temperature

Exhaust waste gate No Yes Reference

Air and exhaust mass flow kg/s −2.6 % +0.0 % per 10 °C higer suction air temp. Exhaust gas temperature °C +10.3 °C +0.3 °C per 10 °C higer suction air temp. Charge air heat, total kW +5.1 % +10.1 % per 10 °C higer suction air temp. HT kW +8.4 % +14.1 % per 10 °C higer suction air temp. LT kW +0.1 % +3.2 % per 10 °C higer suction air temp. Jacket water heat kW +2.7 % +0.8 % per 10 °C higer suction air temp. Lubricating oil heat kW +1.3 % +0.0 % per 10 °C higer suction air temp. Air temp. after compressor °C +11.5 °C +16.1 °C per 10 °C higer suction air temp. LT−coolant temperature before air cooler

Exhaust waste gate No Yes Reference

Air and exhaust mass flow kg/s +0.0 % +0.0 per 10 °C higer LT−cool. temp. Exhaust gas temperature °C +6.1 °C +6.6 °C per 10 °C higer LT−cool. temp. Charge air heat, total kW −5.3 % −5.2 % per 10 °C higer LT−cool. temp. HT kW +0.0 % +0.0 % per 10 °C higer LT−cool. temp. LT kW −13.3 % −14.0 % per 10 °C higer LT−cool. temp. Jacket water heat kW +2.1 % +2.2 % per 10 °C higer LT−cool. temp. Lubricating oil heat kW +0.7 % +0.8 % per 10 °C higer LT−cool. temp. Air temp. after compressor °C +1.0 °C +1.0 °C per 10 °C higer LT−cool. temp. Altitude

/ / Reference

Air and exhaust mass flow kg/s −4.1 % per 1000 Above Sea Level Exhaust gas temperature °C +16.0 °C per 1000 Above Sea Level Charge air heat, total kW +2.2 % per 1000 Above Sea Level HT kW +4.8 % per 1000 Above Sea Level LT kW −1.7 % per 1000 Above Sea Level Jacket water heat kW +3.8 % per 1000 Above Sea Level Lubricating oil heat kW +2.1 % per 1000 Above Sea Level Air temp. after compressor °C +9.6 °C per 1000 Above Sea Level

for internal use only

1.0 − 11

1.0.5.

Operating Data

Operating Data Conditions

Max. Nom. Min.

Fuel condition before injection pumps:

− Pressure bar − − 10

− Viscosity (HFO) cSt 24 20 16

− Viscosity (LFO)1) _{cSt 24 − 2}

− Temperature (HFO) oC 140 − −

− Temperature (LFO) oC 45 − −

Lube oil condition:

− Temperature before engine oC − 63 −

− Pressure before engine bar − 4.5 −

HT cooling water condition:

− Temperature before engine oC − 73 −

− Temperature after engine o_{C − 93 −}

− Pressure before engine bar 4.6 3.8 2) ₋

LT cooling water condition:

− Temperature before engine oC 38 − −

− Temperature after engine oC − − 44

− Pressure before engine bar 4.6 3.42) ₋

HT and LT cooling water static pressure:

− At inlet cooling water pump bar 0.8 − 0.5

Charge air temperature in air receiver o_{C − 50 −} Starting air pressure (min. pres. at 20 o_{C) bar 33 30 12}

Firing pressure bar 210 − −

1) _{The temperature of the fuel shall be adjusted such that the minimum}

viscosity before the engine is well above 2 cSt.

for internal use only

1.0 − 12

for internal use only

1.1 − 1

for internal use only

1.1 − 2

1.1.1.

General

Selection of the most economical fuel for diesel engines depends on several variables such as engine requirements, operating conditions, fuel quality, availability, and costs. Engines vary widely in the grade of fuel required for satisfactory operations. In general high speed engines require a more refined fuel than low speed types.

High cetane number light distillate fuels are more expensive than low cetane heavier−type fuels. For any class of fuel, careful control of uniformity generally carries a price premium because of the operating limitations imposed on the refiner.

Engine operation on any fuel resulting in excessive maintenance is obviously uneconomical regardless of fuel cost. The engine manufacturer’s recommendation is the logical starting point for selecting the fuel of an engine. These recommendations may subsequently be tempered to obtain additional economies in view of experience and the local fuel situation. Such steps, however, should be taken carefully.

1.1.1.1.

HFO engines running on distillate

fuels*

(*) This section must be taken into account for HFO engines only.

The engine is designed for continuous operation on heavy fuel. For limited periods it is possible to operate the engine on distillate fuel without modification. Engines designed for continuous or prolonged operation on distillate fuels corresponding to ISO 8217 : 2005(E), F−DMA & DMB are adapted to such fuels and consequentely require no modification.

For continuous operation on distillate fuel corresponding to ISO 8217 : 2005(E), F−DMC, no specific modifications are needed on the engine. See also section 1.1.2.3.

Engines can be started and stopped on heavy fuel oil by providing the engine and fuel system are preheated to operating temperature.

It is only recommended to change over from HFO to distillate fuel operation when it is necessary to fill or flush the fuel oil system.

for internal use only

1.1 − 3

1.1.2.

Fuel

1.1.2.1.

Residual fuel oil quality*

(*) This section must be taken into account for HFO engines only.

The fuel specification
HFO 2" is based on the ISO 8217 : 2005(E) standard and covers the fuel categories ISO−F−RMA30 & RMK55. Additionally the engine manufacturer has specified an alternative fuel
HFO 1" with a tighter specification. By using a fuel meeting this specification longer overhaul intervals of the specific engine components are reached.

The residual fuels are further in this manual indicated as Heavy Fuel Oil (HFO).

Bunker quality

The residual fuel oil quality as bunkered must be within the following specification:

Property Unit Limit

HFO 1

Limit HFO 2

Test method reference

Viscosity at: 100°C cSt max. 55 55 ISO 3104

Viscosity at: 50°C cSt max. 700 700 ISO 3104

Viscosity at: 100°F Redwood No.1 sec max. 7200 7200 ISO 3104 Density at: 15°C1) kg/m3 max. 991.0 991.0 ISO 3675 or

ISO 12185

kg/m3 _{max. 1010.0 1010.0 ISO 12185}

CCAI2_{) 4) max. 850 870 ISO 8217,}

Annex B

Water % volume max. 0.5 0.5 ISO 3733

Water before engine 4) % volume max. 0.3 0.3 ISO 3733

Sulphur % mass max. 2.0 5.0 ISO 8754 or

ISO 14596

Ash % mass max. 0.05 0.20 ISO 6245

Vanadium 3) _{mg/kg max. 100 600 ISO 14597 or}

IP 501 or 470

Sodium3)4) _{mg/kg max. 50 50 ISO 10478}

Sodium before engine 4) mg/kg max. 30 30 ISO 10478

Aluminium + Silicon mg/kg max. 30 80 ISO 10478 or

IP 501 or 470

Conradson Carbon residue % mass max. 15 22 ISO 10730

Asphaltenes 4) % mass max. 8 14 ASTM D 3279

Note!

for internal use only

1.1 − 4 Test method reference Limit HFO 2 Limit HFO 1 Unit Property

Flash point (PMCC) °C min. 60 60 ISO 2719

Pour point °C max. 30 30 ISO 3016

for internal use only

1.1 − 5 1) Maximum of 1010 kg/m3 at 15°C, by providing the fuel treatment system can remove water and solids.

2) Straight run residues show CCAI values in the 770 to 840 range and are very good ignitors. Cracked residues delivered as bunkers may vary from 840 to − in exceptional cases − above 900 CCAI. At the moment most bunkers remain in the range between 850 and 870.

3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents. Sodium also strongly contributes to foul the exhaust gas turbine blades at high loads.

The aggressiveness of the fuel depends on its proportions of sodium and vanadium, but also on the total amount of ash. Hot corrosion and deposit formation are, however, also influencedby other ash constituents. It is therefore difficoult to set strict limits only based on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents than that specified above can cause hot corrosion on engine components.

4) Additional properties specified by the engine manufacturer which are not included in the ISO specificationor differ from the ISO specification.

5)_{A sulphur limit of 1.5% mass will apply in SOx emission controlled}

area designated by International Maritime Organization. There may be also other local variations.

Lubricating oil, foreign substances or chemical waste, hazardous to, the safety of the installation or detrimental to the performance of engines, should not be contained in the fuel.

The limits above concerning the
HFO 2" also correspond to the demands of:

− BS MA 100: 1996, RMH55 & RMK 55 − CIMAC 2003, Class Grade K700 − ISO 8217:2005(E), ISO−F RMK 700

For fuel oil quality before engine see section 1.0.5. and 1.1.2.4.

Note!

for internal use only

1.1 − 6

1.1.2.2.

Crude oil quality*

(*) This section must be taken into account for HFO engines only. Bunker quality

The crude oil quality as bunkered must be within the following specification:

Property Unit Limit Test method

refer-ence

Viscosity at: 100°C cSt max. 55 ISO 3104

Viscosity at: 50°C cSt max. 700 ISO 3104

Viscosity at: 100°F Redwood No. 1 sec.

max. 7200 ISO 3104 or 12185 Density at: 15°C1) kg/m3 max. 991

1010.0

ISO 3675 or 12185

CCAI max. 870 ISO 8217

Sulphur % mass max. 4.5 ISO 8754

Ash % mass max. 0.15 ISO 6245

Vanadium mg/kg max. 600 ISO 14597 or

IP 501 or 470

Sodium mg/kg max. 50 ISO 10478

Sodium before engine mg/kg max. 30 ISO 10478

Aluminium + Silicon mg/kg max. 30 ISO 10478 or

IP 501 or 470 Calcium + Potassium

+Magnesium before engine

mg/kg max. 50 IP 501 or 500 for

Ca and ISO 10478 for K and Mg

Conradson Carbon residue % mass max. 22 ISO 10370

Asphaltenes % mass max. 14 ASTM D 3279

Reid vapour pres. at 37.8°C kPa max. 65 ASTM D 323

Pour point °C max. 30 ISO 3016

Cloud point or

Cold filter plugging point 2)

°C max. 60 ISO 3015

IP 309

Total sediment, potential % mass max. 0.10 ISO 10307−2

Hydrogen sulphide mg/kg max. 5 IP 399

for internal use only

1.1 − 7 1)_{Max. 1010 kg/m}3 _{at 15 °C, provided the fuel treatment system can}

remove water and solids.

2_{)Fuel temperature in the whole fuel system including storage tanks}

must be kept during stand−by, start−up and operation 10 − 15 0C above the cloud point in order to avoid crystallization and formation of solid waxy compounds (typically paraffins) causing blocking of fuel filters and small size orifices. Additionally, fuel viscosity sets a limit to cloud point so that fuel must not be heated above the temperature resulting in a lower viscosity before the injection pumps than specified above.

Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to the performance of engines, should not be contained in the fuel.

For fuel oil quality before engine, in detail, see section 1.0.5. and 1.1.2.4.

for internal use only

1.1 − 8

1.1.2.3.

Distillate fuel oil quality

Distillate fuels

The fuel specification is based on the ISO 8217:2005 (E) standard and covers the fuel categories ISO−F−DMX, DMA. DMB and DMC. The distillate grades mentioned above can be described as follows: − DMX is a fuel which is suitable for use at ambient temperatures

down to −15°C without heating the fuel. In merchant marine applications, its use is restricted to lifeboat engines and certain emergency equipment due to reduced flash point. This type of fuel is not further specified in this chapter.

− DMA is a high quality distillate, generally designed as MGO (Marine gas Oil) in the marine field.

− DMB is a general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not specifically designed to burn residual fuels. It is generally designed as MDO (Marine Diesel Oil) in the marine field.

− DMC is a fuel which can contain a significant proportion of residual fuel. Consequently it is unsuitable for installations where engine or fuel treatment plants is not designed for the use of residual fuels.

The distillate fuels are further in this manual indicated as Light Fuel Oil (LFO).

for internal use only

1.1 − 9 Bunker quality

The distillate fuel oil quality as bunkered must be in the following specification based on ISO 8217: 1996(E) ISO−F−DMA, DMB and DMC:

Property Unit DMA DMB DMC1) _{Test meth. ref.}

Viscosity before injection pumps 2)

cSt min. 2.0 2.0 2.0 ISO 3104

Viscosity at 40°C cSt max. 6.0 11.0 14.0 ISO 3104

Viscosity before injection

pumps 2) cSt max. 24.0 24.0 24.0 ISO 3104

Density at 15°C kg/m3 _{max. 890 900 920 ISO 3675 or}

12185

Cetane number min. 40 35 − ISO 5165 or 4264

Water % vol. max. − 0.3 0.3 ISO 3733

Sulphur % mass max. 1.5 2.03) _2.03) _{ISO 8574}

Ash % mass max. 0.01 0.01 0.05 ISO 6245

Vanadium mg/kg max. − − 100 ISO 14597 or

IP 501 or 470

Sodium before engine 2) _{mg/kg max. − − 30 ISO 10478}

Aluminium + Silicon mg/kg max. − − 25 ISO 10478

Aluminium + Silicon before engine

mg/kg max. − − 15 ISO 10478

Carbon residue (10% vol dist. bottoms, micro method)

% mass max. 0.3 − − ISO 10370

Carbon residue (micro method)

% mass max. − 0.3 2.5 ISO 10370

Flash point (PMCC) 2) _{°C min. 60 60 60 ISO 2719}

Pour point : winter quality °C max. −6 0 0 ISO 3016 winter quality summer quality −6 0 0 6 0 6 summer quality 0 6 6

Total sediment potential % mass max. − 0.10 0.10 ISO 10307−1

1) _{The use of ISO−F−DMC category fuel is allowed by providing the fuel}

treatment system is equipped with a fuel centrifuge.

2)_{Additional properties specified by the engine manufacturer which are}

not included in the ISO specificationor differ from the ISO specification.

3)_{A sulphur limit of 1.5% mass will apply in SOx emission controlled}

area designated by International Maritime Organization. There may be also other local variations.