Technology review

Technology review
This is a summary of the technicall features and performance
of the Wrtsil 46F engine.

Design philosophy . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine performance . . . . . . . . . . . . . . . . . . . . . . . 5
CASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Crankshaft and bearings . . . . . . . . . . . . . . . . . . . 7
Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Piston & piston rings. . . . . . . . . . . . . . . . . . . . . . . 8
Cylinder liner and antipolishing ring . . . . . . . . . . . 9
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Camshaft and valve gear . . . . . . . . . . . . . . . . . . 10
Fuel injection system . . . . . . . . . . . . . . . . . . . . . 12
Turbocharging system . . . . . . . . . . . . . . . . . . . . 14
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Lubrication oil system. . . . . . . . . . . . . . . . . . . . . 16
Automation system . . . . . . . . . . . . . . . . . . . . . . . 17
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Main technical data . . . . . . . . . . . . . . . . . . . . . . 19

Design philosophy

The new Wrtsil 46F engine offers outstanding

power-to-weight and power-to-space ratios in its power
range. With a bore of 46 cm and a stroke of 58 cm, the
rated output of the new Wrtsil 46F engine is 1250
kW/cyl at 600 rpm.
Full advantage is taken of the proven solutions used in
the earlier Wrtsil 46-bore engine, while new features
and customer benefits have been added. Reliability and
total economy are the guiding principles, although
emission control options and installation friendliness are
strongly in focus.
The main features of the Wrtsil 46F are:

n
n
n
n

n
n

Integrated automation system including speed control;

extent and features according to application
Humidification of the combustion air for NOx
reduction, optional (CASS - Combustion Air Saturation
System)
Water mist catcher in the charge air system
High reliability and low maintenance costs
Safe bearing technology
Big end bearing and main bearing temperature
monitoring
Variable Inlet Valve Closing (VIC), optional
All ancillaries are built on the engine in standard
configuration
Also available without built-on ancillaries, several
intermediate options available
All connections concentrated at a few points.

Cylinder output 1250 kW

Nominal speed 600 rpm

High thermal efficiency and low emissions

Common rail fuel injection

Conventional fuel injection with twin plunger injection

pumps, optional

Ancillary equipment such as pumps, thermostats and

lubrication oil module can be either built on the engine or
separate. All connections are concentrated at a few points
to reduce installation work. Pressure control valves are

Automation system, interface to external system

Lube oil filter

Lube oil module

Charge air cooler and water mist catcher

Lube oil thermostatic valve

LT-water pump
HT-water pump

Charge air temperature control valve (LT-water by-pass)

Control oil pump (Common Rail)

Control oil, to filter

LT-water, from standby pump

Fuel oil, inlet

LT-water, outlet

Fuel oil, outlet

LT-water, inlet
Sludge, from lube oil filter
Lube oil, from standby pump
Lube oil, inlet to main pump
Lube oil, inlet from external prelube pump

Control oil, inlet

Main lube oil pump

Engine configuration options

1

HT pump

HT thermostat

LT pump

LT thermostat

LO pump

LO pressure control valve

LO module*

Pre-lube pump

l = equipment is built on to engine

N = equipment not on engine
*) including cooler, automatic filter and thermostats

built on the engine for proper control of fuel and

lubricating oil pressure. When pumps and thermostats are
built on, adjustable orifices are installed on the engine for
easy tuning of the cooling water systems.
The turbocharger can be located in either the free or in
the driving end. Transversal turbocharger alignment
makes it possible to incline the exhaust gas outlet in the
longitudinal direction.
The embedded control and monitoring system is
modular and depending on configuration it offers either
Ethernet communication or hardwired signals to external
systems. The minimum configuration includes integrated
speed control, fundamental safety functions and a local
control panel.

HT-water temperature control valve

HT-water, outlet
HT-water, inlet
HT-water, from standby pump
Leak oil drain

Leak oil drain

Engine performance
The engine output has been achieved by increasing engine
speed instead of mean effective pressure, and the latest
developments in turbocharging technology have been fully
available to make wider use of the Miller concept.
At full-load operation, early closure of the inlet valves
gives room for a low effective compression ratio, and
thereby comparatively low temperatures at the end of the
compression stroke. The charge air, being both somewhat
expanded and cooled on its way through the receiver into
the cylinders, contributes to creating the initial conditions
favourable to an environmentally friendly combustion
process, i.e. a low global temperature that is still high
enough to guarantee reliable and stable ignition of the
fuel-air mixture in the combustion chamber.
In the Wrtsil 46F engine, these advantageous initial
conditions are combined with a higher engine speed and a
high expansion ratio, i.e. with design parameters that
make the combustion chamber expand quickly when the
combustion process has started. Due to the quick
expansion of the combustion gases, the temperatures most
critical to intensive NOx formation in the combustion
chamber are limited to the shortest time possible. This
combination makes the combustion process not only
environmentally friendly but efficient as well, since the
high expansion ratio also creates the required conditions
for efficient utilization of the heat energy released by
combustion at the beginning of the power stroke.
However, it is not only the choice of the
compression/expansion ratio that makes the Wrtsil 46F
engine highly efficient. All versions of the engine are
equipped with a fuel injection system that allows the
operator to adjust the injection characteristics to the
prevailing load conditions, fuel in use, etc. For example,
the operator can freely fine-tune the injection process to
enable full use of the engine loading potential over a wide
power range in order to reach the best possible fuel
economy. Alternatively, the operator can of course use the
degrees of freedom offered by the flexible fuel injection
equipment to adjust the engine to the existing limitations
of exhaust gas emissions, to minimize smoke formation.
Thermal load and mechanical stress levels are kept
within the safety margins established by Wrtsil over
decades of engine development.

Start air, inlet

CASS

Engine block

The new NOx reduction technology developed by

Wrtsil is named CASS, for Combustion Air Saturation
System. The principle of CASS is to introduce water with
the intake air to reduce the combustion temperature and
thereby the formation of NOx. Pressurized water is
injected directly after the compressor of the turbocharger.
The high temperature of the compressed air evaporates the
water, which enters the cylinders as steam. A water mist
catcher prevents water in liquid state from entering the
cylinders.
The anticipated NOx reduction is up to 50%, and the
water consumption is expected to be about two times the
fuel oil consumption. CASS is available as an option.

Nodular cast iron is the natural choice for engine blocks

today because of its strength and stiffness properties. The
Wrtsil 46F engine block design makes optimum use of
modern foundry technology. The charge air receiver and
the HT water outlet channel are integrated into the engine
block. The cooling water is distributed around the liners
with water distribution rings at the lower end of the collar.
Thus there is no wet space in the engine block around the
cylinder liner.
Resilient mounting is almost standard in many
applications today and the engine block has been designed
especially for this purpose.

Compressor
Water mist catcher

Saturated air
70...90C

Water
injection

Heat
Principle of CASS.

Main features of the engine block:

n Nodular cast iron
n Rigid and self-supporting design
n Dry cylinder liner
n Main bearing screws and side screws
n Hydraulically tightened main bearing and side screws
n Easy access also for large size service personnel.

Engine foot

Fixing rail

Resilient element

Foundation

Main features of the crankshaft design:

n Clean steel technology minimizes the amount of slag
forming elements and guarantees superior material
properties
n Built up from three-pieces: crankshaft, gear and end
piece. Crankshaft itself forged in one piece
n Each throw individually fully balanced for safe bearing
function
n Main bearing temperature monitoring
n Patented crankpin bearing temperature monitoring
n Modest bearing loads thanks to generous bearing
dimensions.

Resilient mounting.

Crankshaft and bearings

The latest advances in combustion development require a
crank gear which can operate reliably at high cylinder
pressures. The crankshaft must be robust and the specific
bearing loads kept at a safe level. This is achieved by
careful optimization of crankthrow dimensions and fillets.
The specific bearing loads are conservative and the
cylinder spacing, which is important for the overall length
of the engine, is minimized. Besides low bearing loads, the
other crucial factor for safe bearing operation is oil film
thickness. Ample oil film thickness in the main bearings is
ensured by optimal balancing of the rotational masses.

Crankpin bearing temperature monitoring.

Connecting rod
The three-piece connecting rod is of the marine type,
where combustion forces are distributed over a maximum
bearing area and the relative movements between mating
surfaces are minimized. The connecting rod is optimized
for both strength and weight. The shank is fully
machined. The three-piece design reduces the piston
overhauling height as piston overhauling is possible
without touching the big end bearing. The big end
bearing can also be inspected without removing the
piston.
Main features of the connecting rod design:
n Three-piece marine type design
n Fully machined shank
n Hydraulically tightened bolts
n Strength- and weight-optimized
n Easy maintenance.

Piston & piston rings

For years, the outstanding piston concept for highly rated
heavy fuel engines has been a rigid composite piston with
a steel crown and nodular cast-iron skirt. More than
twenty years of experience has fine-tuned this concept.
When it comes to reliability, there is no real alternative
today for modern engines with high cylinder pressures and
combustion temperatures.
Wrtsil-patented skirt lubrication is applied to
minimize frictional losses and ensure appropriate
lubrication of both piston rings and the piston skirt. In
Wrtsils three-ring concept each ring has a specific task.
The rings are dimensioned and profiled for consistent
performance throughout their operating lives.
To avoid carbon deposits in the ring grooves of a heavy
8

fuel engine, the pressure balance above and below each

ring is crucial. Experience has shown that this effect is
most likely achieved with a three-ring pack. Finally, it is
well known that most frictional losses in a reciprocating
combustion engine originate from the rings. Thus a
three-ring pack is the obvious choice in this respect, too.
The piston ring package and ring grooves are optimized
for long lifetime by special wear-resistant coating and
groove treatment.
Main features of the piston design:
n Two-piece composite structure
n Steel crown and nodular cast-iron skirt
n Two compression rings and one oil scraper ring in
combination with pressure lubricated piston skirt give
low friction and high seizure resistance
n Optimum temperature of the piston ring grooves
prevents cold corrosion.

lube oil consumption. The

function of this ring is to
calibrate the carbon deposits
formed on the piston top
land to a thickness small
enough to prevent any
contact between the liner wall
and the deposits at any piston
position. The absence of contact between the liner and
piston top land deposits eliminates the risk of bore
polishing. Nor can oil be scraped upwards by the piston.
This significantly reduces liner wear and keeps the lube oil
consumption stable for long periods of time. The high
strength of the wear-resistant liner materials used for years
in Wrtsil engines has been further increased to cope
with the high combustion pressures expected in the future.
Main features of the cylinder liner design:
n Centrifugal casting with high strength and good wear
resistance
n Bore cooled for optimum wall temperatures
n High-collar technology to ensure good cylinder head
gasket tightness
n Antipolishing ring removes deposits from the piston top
land, ensuring proper cylinder function, no bore
polishing, stable lube oil consumption and low wear of
the liner.

Cylinder liner and

antipolishing ring
The thick high-collar type cylinder liner is designed to
have the stiffness needed to withstand both pretension
forces and combustion pressures with virtually no
deformation. This gives the best cylinder function and
ensures the tightness of the cylinder head gasket. Its
temperature is controlled by bore cooling of the upper
part of the collar to achieve a low thermal load and to
avoid sulphuric acid corrosion. The cooling water is
distributed around the liners with water distribution rings
at the lower end of the collar.
In the upper end the liner is equipped with an
antipolishing ring to eliminate bore polishing and reduce
9

Cylinder head
The cylinder head design features high reliability and easy
maintenance. A stiff cone- / box-like design can cope with
high combustion pressure, and is essential for obtaining
both liner roundness and even contact between the
exhaust valves and their seats. Wrtsils vast experience
gained from heavy fuel operation all around the world has
contributed greatly to exhaust valve design and
development.
The basic criterion for the exhaust valve design is
correct temperature. This is achieved by optimized cooling
and closed seat ring technology, which ensures long
lifetimes for the valves and seats.
The cylinder head design is based on the four-screw
concept developed by Wrtsil and used for many years. A
four-screw cylinder head design also provides all the
freedom needed for designing the inlet and exhaust ports
with a minimum of flow losses. The port design has been
optimized using computational fluid dynamics analysis in
combination with full-scale flow measurements.
Main features of the cylinder head design:
n Four cylinder head screws only, giving space for
flow-efficient ports
n Inlet and exhaust gas ports on the same side
n Height and rigid design ensure even and sufficient
surface pressure on the cylinder head gasket
n Bore-cooled flame plate for optimum temperature
distribution
n Two inlet valves and two exhaust gas valves, all with
valve rotators.

Closed-type exhaust gas seats for efficient cooling of the

valve seats and valves.

Camshaft and valve gear

The engine is available with either traditional mechanical
valve actuation or variable inlet valve actuation.
The camshaft is built of single cylinder sections with
integrated cams. The camshaft sections are connected
through separate bearing journals, which makes it possible
to remove the shaft sections sideways from the camshaft
compartment.
The valve follower is of the roller tappet type, where the
roller profile is slightly convex for good load distribution.
The valve mechanism includes rocker arms working on
yokes guided by pins.
10

VIC on engine.

Both exhaust and inlet valves are equipped with valve

rotators to ensure safe valve and seat function. The
rotation provides for even temperature distribution and
wear of the valves, and keeps the sealing surface free from
deposits.
Variable Inlet valve Closure (VIC), available as an option, offers the

Main features of the camshaft and valve design:

n Each cylinder section of the camshaft is forged in one
piece with integrated cams
n Separate bearing journals
n Valve follower is of the roller tappet type
n Traditional valve actuation
n Variable Inlet Valve Closing (VIC) as an option.

flexibility to apply early inlet valve closure at high load for lowest
NOx levels, while good part-load performance is ensured by

The achievable change in valve timing is up to 30 crank angle.

The operating principle is based on a hydraulic device

Valve lift

completely removing the advanced inlet valve closure at part load.

VIC air
bleed valve

between the valve tappet and the pushrod. Briefly, the device
can be described as two hydraulic cylinders connected through

Crank angle

two passages. The flow through one passage is controlled by

the position of the tappet, while the other passage is controlled

VIC valve
VIC control valve

with a valve. The tappet acts on one of the hydraulic pistons

and the other piston acts on the pushrod. The pushrod can
move only when oil is flowing between the two cylinders. When
the VIC control valve is open, the pushrod follows the tappet
immediately, which results in early valve closure. When the
control valve is closed, the downward movement of the pushrod

VIC vent valve

is delayed until the piston actuated by the tappet reveals the

passage between the two cylinders. Engine oil is used as the
hydraulic medium.

Principle layout of VIC.

11

Fuel injection system

The patented Wrtsil multihousing principle ensures
outstanding safety of the low-pressure fuel system. The
fuel line consists of channels drilled in cast parts, which
are clamped firmly on the engine block. For easy assembly
and disassembly these parts are connected to each other
using slide connections.
The engine is available with two different fuel injection
systems: common rail fuel injection and conventional fuel
injection with twin plunger injection pumps. Both
systems are characterized by high injection pressures for
low smoke emission. Common rail technology enables
operation at any load without visible smoke.
Housing both the entire low-pressure system and the
high-pressure system in a fully covered compartment
ensures an unbeatable standard of safety.
Common rail technology offers almost unlimited
possibilities to adjust the fuel injection process to

Common rail architecture.

The patented Multihousing with drilled channels for low

pressure fuel oil.

Common Rail fuel injection system.

12

prevailing engine operating conditions, fuel characteristics

and emission levels. The main components in the
common rail injection system that are designed especially
for the Wrtsil 46F engine are the high-pressure pumps,
balance accumulators, control oil pumps and fuel
injection valves. The control oil is engine oil with

additional filtration. The control oil pump is built onto

the engine.
The system high-pressure pumps are camshaft-driven
and amply dimensioned for supplying fuel to two
cylinders. Each pump is connected to a fuel accumulator
that evens out the pressure and feeds two cylinders. The
accumulators are connected to each other through
double-walled pipes, a detail that both guarantees
continuous even pressure in all accumulators and allows
the engine to operate with one or two disconnected
high-pressure pumps, should this ever be necessary.
From the accumulators fuel is supplied at the required
pressure into the cylinders through injection valves
controlled by electro-hydraulic actuators. The individual,
and therefore cylinder-specific, control of injection timing
and duration is an important feature made possible by this
injection equipment.
One safety detail worth mentioning here is that the
injection valve design ensures totally unloaded injection
nozzles between injection periods. This feature eliminates
the risk of unintended fuel supply into cylinders caused,
for example, by incomplete closure of the nozzle needle at
the end of injection.

The traditional twin-pump system, likewise, offers the

possibility to adjust the fuel injection process to prevailing
engine operating conditions, fuel characteristics and
emission levels.
The big difference is that common rail technology
allows for individual (cylinder-specific) control of
injection timing and duration and for keeping the
injection pressure at a sufficiently high level over the
whole load range.
Main features of the fuel injection system design:
n Common rail fuel injection
n Conventional fuel injection with twin plunger injection
pumps as option
n Both systems make it possible to adjust the fuel
injection process to prevailing engine operating
conditions.
Even with conventional fuel injection precise control
according to the prevailing conditions is possible, thanks
to the twin plunger injection pumps. One plunger
controls the quantity of fuel while the other controls the
injection timing.

injector

delivery valve

1.

timing
plunger

2.

3.

4.

quantity
plunger

- tappets on cam
base circle
- filling of injection pump

- quantity plunger shuts

off spill port
- excessive fuel out to
low pressure side through
filling port

- both ports are

shut off
- delivery valve lifts
- start of injection

- spill port opens

- excessive fuel out
to low pressure side
through spill port
- end of injection

Functional sketch of the TWIN pump fuel injection system.

13

Turbocharging system
Turbocharger technology has undergone intense design
and performance development in recent years, resulting in
high performance and high reliability. Only the best
available charger technology is used on the Wrtsil 46F.
The engine is equipped with a one-stage turbocharging
system that best fulfils the requirements of each
application.
The standard is a single-pipe exhaust gas (SPEX)
system, with the option of exhaust wastegate or air bypass
according to the application. The SPEX system is designed
to apply the benefits of both pulse charging and constant
pressure charging. SPEX is able to utilize the pressure
pulses without disturbing the cylinder scavenging. Lube
oil cooled chargers are used with inboard plain bearings
lubricated from the engines lube oil system. All this
makes for longer intervals between overhauls and reduced
maintenance.
The charge air receiver is integrated into the engine
block. The two-stage self-supporting charge air cooler
consists of separate HT and LT water sections, which
gives an advantage for heat recovery applications. The
charge air temperature is controlled by an LT water
temperature control valve (bypass valve). The engine has a
water mist catcher as standard, enabling humidification of
the air for reduced NOx emissions.

SPEX.

14

Turbocharger.

Main features of the turbocharging system:

n One-stage turbocharging
n Oil-cooled turbocharger with plain bearings lubricated
by engine oil
n Two-stage charge air cooler
n LT water bypass valve for charge air temperature
control
n Charge air receiver integrated into the engine block

circuit. The lubricating oil cooler and the second stage in

the charge air cooler are connected to the LT circuit.
The amount of water passing through the LT stage in
the charge air cooler is controlled by a thermostatic valve
to maintain the desired intake air temperature, regardless
of load level or variations in cooling water temperature.
Engine-driven pumps and built-on thermostatic valves are
standard. As an option the engine is also available without
pumps and thermostats.

Charge air system.

Water mist catcher, enabling humidification of the air

for reduced NOx emissions
Air and exhaust waste gate functions for best engine
performance
Single-pipe exhaust gas system (SPEX) optimized for
each cylinder configuration

Cooling system
The cooling system on the engine is split into two separate
circuits: high-temperature (HT) and a low-temperature
(LT). The cylinder liner, the cylinder head and the first
stage in the charge air cooler are connected to the HT

Lubricating
oil
cooler

Charge
air cooler
LT

LT
stand-by
pump

LT
pump

Water pumps.

Charge
air cooler
HT

Heat recovery

Cyl.

Central
cooler

HT
pump

Preheater
HT
stand-by
pump

Principle layout of the cooling system.

15

Oil cooler
Automatic filter

Centrifugal filter

Oil pump

Electric
pre-lube
oil pump

Suction
strainer

Dry oil sump

System oil tank

Principle layout of the lubricating system.

Lubricating oil system

The engine is available either with a complete built-on
lube oil system or with the lube oil pump, lube oil filter
and lube oil cooler separately installed in the engine room.
The oil sump is of the dry type, i.e. a separate system oil
tank is needed.
The built-on lube oil system comprises:
n Engine-driven main lube oil pump (screw type) with
built-in safety valve
n Pressure regulating valve that keeps the pressure before
the main bearings at a constant level
n Lubricating oil module including lube oil cooler, full
flow automatic filter and thermostatic valves
n Special running-in filters before each main bearing,
camshaft line and turbocharger
n Centrifugal filter for lube oil quality indication
n On in-line engines the lubricating oil module is always
located at the opposite end to the turbocharger.
n The lube oil filtration is based on an automatic
back-flushing filter. This requires a minimum of
maintenance and needs no disposable filter cartridges
n Connections for stand-by auxiliaries.

16

Electric
stand-by
oil pump

Lubricating oil system.

Automation system
The Wrtsil 46F engine is equipped with a scaleable
embedded control system that can cover a wide range of
engine applications. Reliability and serviceability were the
main cornerstones of this systems design.
The on-engine electronics are designed to match the
harsh environment on a large diesel engine, while also
allowing fault tracing and maintenance on board with
commonly available tools. A non-repairable harness design
is not used. The system is designed for use with common
marine type cables. For fault tracing all connections points
in the systems are easily accessible, and replacing the
electronics is easy.

Input Output Modules (IOM) take care of

measurements of the engine instrumentation
n Cylinder Control Modules (CCM) independently
handle the electronic fuel injection control.
The architecture is based on CAN (controller area
network) communication between the modules, and
Ethernet communication to external automation systems.
The system also internally implements redundancy on
selected systems and components.
n

The automation system is based on a number of hardware

modules:
n Engine Safety Module (ESM) handles engine safety
functions in a partly redundant hardware
implementation
n Local Control Panel (LCP) collects the local engine
instrumentation as well as local control functions for
e.g. engine start and stop
n Main Control Module (MCM) handles the speed
control and overall engine functionality
17

The following illustration describes the control system

for the 46F common rail engine, with the EFIC control
by the CCM modules, speed/load and main engine
control by the MCM controller, and engine safety
handled by the ESM module.
As the engine is also available with conventional diesel
injection equipment on request, the system can also be

scaled to match systems where only the fundamental

engine safety is handled by the ESM module and the
speed/load control is handled by the MCM module.
Other measurements are taken out to external automation
systems. On request, an engine with conventional diesel
injection can also be supplied with a fully embedded
control system.

LCP
(Local control panel)
Ethernet to
external
systems

CCM
(Cylinder control module)

MCM
(Speed controller)

IOM
(Input output
module)

ESM
(Engine safety module)

MCM
(additional I/O)

Hardwired measurements
to external systems

MCM
(Speed controller)

ESM
(Engine safety module)

18

Main technical data

Marine engines, In-line engine
Cylinder bore:
460 mm
Piston stroke:
580mm
Speed:
600 rpm
Mean effective pressure:
25.9 bar
Piston speed:
11.6 m/s
Output/cylinder:
1250 kW
Fuel specification:
Fuel oil
730 cSt/50 C
ISO 8217, category ISO-F-RMG-RMK 55
Rated Power: Propulsion engines

Maintenance
During design and development the engine manufacturer
emphasizes the necessity for easy maintenance by
including tooling and easy access in the basic design and
by providing easy-to-understand instructions.
The Wrtsil 46F maintenance principle is substantiated
by the following:
n A cylinder head with four fixing studs and simultaneous
hydraulic tightening of all four studs
n A hydraulic jack for overhaul of the main bearing
n Uniform one-cylinder camshaft pieces
n Slip-on fittings wherever possible
n Exhaust gas system insulation using easy-to remove
panels on an engine-mounted frame
n The three-piece connecting rod allows inspection of the
big end bearing without removal of the piston, and
piston overhaul without dismantling the big end
bearing
n Weight-optimized and user-friendly maintenance tools

Cylinder
configuration

kW*

BHP*

6L46F

7500

10200

7L46F

8750

11900

8L46F

10000

13600

9L46F

11250

15300

*At flywheel

Principal engine dimensions (mm) and weights (tonnes)**

Cylinder
configuration

Weight (dry)

6L46F

8300

2830

4850

97

7L46F

9120

2830

4850

113

8L46F

10000

3080

5100

124

9L46F

10820

3180

5100

140

** Subject to revision without notice

A = Total length
B = Total breadth
C = Total height (from the bottom of the oil sump to the exhaust gas outlet)

19

08.2004 / Bocks Office /

Wrtsil is The Ship Power Supplier for builders, owners and operators
of vessels and offshore installations. We are the only company with a
global service network to take complete care of customers ship
machinery at every lifecycle stage.
Wrtsil is a leading provider of power plants, operation and lifetime
care services in decentralized power generation.
The Wrtsil Group includes Imatra Steel, which specializes in special
engineering steels.
For more information visit www.wartsila.com

WRTSIL is a registered trademark. Copyright 2004 Wrtsil Corporation.

Wrtsil Corporation
P.O.Box 196
FIN-00531 Helsinki

Tel: +358 10 709 0000

Fax: +358 10 709 5700