PGW32

Introduction
Introduction
The 1/1998 issue replaces all previous issues of the Wrtsil 32 Project Guide.
Major revisions of issue 1/1998 are:
Technical data sheets revised
Some engine dimensions have been revised
Leak oil pipes on engine changed
Pump curves of engine driven water pumps added
Airborne noise figures added
Start & stop sequences revised
Chapter on control & monitoring revised
Modbus addresses revised
Holding down bolt instructions revised
Drilling scheme of V-engines revised
Lifting tool of V-engines changed
Application Technology,
Wrtsil NSD Finland Oy, Marine
Vaasa, 6 August 1998
THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITIVE INFORMATION REGARDING THE SUBJECTS
COVERED AS WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED
TECHNICAL MATTERS AND THE DESIGN OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS,
MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT
TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES
ARISING FROMTHE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN
IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES, FOR
ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE, SUFFERED
BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROMTHE USE OF THIS PUBLICATION OR THE
INFORMATION CONTAINED THEREIN.
COPYRIGHT 1998 BY WRTSIL NSD FINLAND OY

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS,
Marine Project Guide W32 - 1/1998
Table of contents
Table of contents
Page
Page
1.
1.1.
1.2.
1.3.
1.4.
1.5.
1.6.
General data and outputs . . . . . . . . . . . . .

Technical main data . . . . . . . . . . . . . . . . . . .
Fuel specification . . . . . . . . . . . . . . . . . . . . .
Lubricating oil quality . . . . . . . . . . . . . . . . . .
Max. continuous output . . . . . . . . . . . . . . . .
Reference conditions . . . . . . . . . . . . . . . . . .
Principal dimensions and weights . . . . . . . .
2.
2.1
2.2.
2.3.
Operational data . . . . . . . . . . . . . . . . . . . . . 9
Dimensioning of propellers . . . . . . . . . . . . . . 9
Loading capacity for generating sets . . . . . 10
Restrictions for low load operation and
idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Overhaul intervals and expected lifetime
of engine components . . . . . . . . . . . . . . . . 11
2.4.
3
3
3
3
4
4
5
Crankcase ventilation . . . . . . . . . . . . . . . . 63
12.
Exhaust gas system . . . . . . . . . . . . . . . . . 64
13.
13.1.
13.2.
13.3.
13.4.
13.5.
13.6.
13.7.
13.8.
13.9.
13.10.
Control and monitoring system . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power supply . . . . . . . . . . . . . . . . . . . . . . . .
Speed measuring. . . . . . . . . . . . . . . . . . . . .
Safety system . . . . . . . . . . . . . . . . . . . . . . .
Speed control. . . . . . . . . . . . . . . . . . . . . . . .
Electric prelubricating pump . . . . . . . . . . . .
Preheating of cooling water . . . . . . . . . . . . .
Monitoring and alarm sensors . . . . . . . . . . .
Instrumentation . . . . . . . . . . . . . . . . . . . . . .
Modbus communication. . . . . . . . . . . . . . . .
66
66
67
67
68
74
75
75
75
76
77
14.
14.1.
14.2.
14.3.
14.4.
Foundation . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rigid mounting. . . . . . . . . . . . . . . . . . . . . . .
Flexible mounting of generating sets . . . . . .
Flexible pipe connections . . . . . . . . . . . . . .
80
80
81
90
91
15.
15.1.
15.2.
15.3.
Dynamic characteristics . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External forces and couples . . . . . . . . . . . .
Airborne noise . . . . . . . . . . . . . . . . . . . . . . .
92
92
92
93
3.
3.1.
3.2.
3.3.
3.4.
3.5.
3.6.
Technical data . . . . . . . . . . . . . . . . . . . . .
Diesel engine Wrtsil 6L32. . . . . . . . . . . .
Diesel engine Wrtsil 12V32 . . . . . . . . . .
4.
Description of the engine . . . . . . . . . . . . 24
5.
5.1.
5.2.
5.3.
5.4.
Fuel system. . . . . . . . . . . . . . . . . . . . . . . .
General. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Internal fuel system on the engine . . . . . . .
Design of the external fuel system . . . . . . .
Flushing instructions. . . . . . . . . . . . . . . . . .
26
26
26
26
36
16.
16.1.
16.2.
Power transmission. . . . . . . . . . . . . . . . . . 94
Connection to driven equipment . . . . . . . . . 94
Data and drawings required for torsional
vibration analysis . . . . . . . . . . . . . . . . . . . . . 96
6.
6.1.
6.2.
Lubricating oil system . . . . . . . . . . . . . . . 37

Internal lubricating oil system on the engine 37
Design of the external lubricating oil system 40
17.
17.1.
17.2.
Lifting of engines and generating sets . . 97

Lifting of engines . . . . . . . . . . . . . . . . . . . . . 97
Lifting of generating sets . . . . . . . . . . . . . . . 98
7.
7.1.
7.2.
7.3.
Cooling water system . . . . . . . . . . . . . . .

General. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Internal cooling water system on the engine.
Design of the external cooling water system.
18.
18.1.
18.2.
Engine room arrangement . . . . . . . . . . . . 99

Arrangement of generating sets . . . . . . . . . 99
Arrangement of main engines . . . . . . . . . . 100
19.
8.
8.1.
8.2.
Starting air system . . . . . . . . . . . . . . . . . . 57

Internal starting air system on the engine . 57
Design of the external starting air system . 59
Dimensions and weights of engine

components . . . . . . . . . . . . . . . . . . . . . . . 102
20.
List of symbols . . . . . . . . . . . . . . . . . . . . 104
9.
Turbocharger turbine washing system . 61
10.
Engine room ventilation and

combustion air . . . . . . . . . . . . . . . . . . . . . 62
12
12
14
16
18
20
22
11.
44
44
44
46
1. General data and outputs

1.1. Technical main data
The Wrtsil 32 is a 4-stroke diesel engine, non-reversible, turbocharged and intercooled with direct fuel injection.
Cylinder bore
Stroke
Swept volume
Number of valves
Cylinder configuration
V-angle
Compression ratio
Direction of rotation,
seen from flywheel end
320 mm
400 mm
32.2 l/cylinder
2 inlet valves and
2 exhaust valves
6, 8 and 9 in-line
12, 16 and 18 in V-form
55
16.0:1
clockwise,
counter-clockwise
on request
Speed
RPM
720
750
Cylinder output
kW
hp
450
612
460
625
Fuel consumption
Lube oil consumption
see Technical Data

see Technical Data
Flash point, closed

Pensky Martens, min.
Total sediment potential
60C
0.10% by weight
The fuel specification corresponds to fuel according to

ISO 8217 : 1996 (E) categories up to ISO-F-RMK 55.
Maximum limits for sodium, water content before engine
and asphaltenes have been added.
Provided the fuel treatment system can remove

water and solids.
Sodium contributes to hot corrosion on exhaust

valves when combined with high vanadium
content. Sodium also contributes strongly to
fouling of the exhaust gas turbine blading at
high load. The aggressiveness of the fuel
depends not only on its proportions of sodium
and vanadium but also on the total amount of
ash. Hot corrosion and deposit formation are,
however, also influenced by other ash
constituents. It is therefore difficult to set strict
limits based only on the sodium and vanadium
content of the fuel. Also a fuel with lower sodium
and vanadium contents than specified above,
can cause hot corrosion on engine components.
1.3. Lubricating oil quality

Engine
1.2. Fuel specification

Viscosity at 50C, max.
Viscosity at 100F, max.
Density at 15C, max.
Conradson Carbon Residue,
max.
Sulphur content, max.
Vanadium content, max.
Sodium content, max.
Ash, max.
Water content, max.
Water content before engine,
max.
Pour point, max.
Asphaltenes, max.
Aluminium + silicon, max.
730 cSt
7200 sRI
0.991 kg/dm /
1.010 kg/dm
22% by weight
5.0% by weight
600 ppm
50 ppm
0.20% by weight
1.0% by volume
0.3% by volume
30C
14% by weight
80 ppm
The system oil should be of viscosity class SAE 40 (ISO

VG 150).
The alkalinity, BN, of the system oil should be 30 - 55
(mg/KOH/g); higher at higher sulphur content of the fuel.
During the warranty period lube oil of an approved type
has to be used.
Speed governor
The speed governor can use engine oil.
Oil quantity in governor

Governor type
Woodward PG 58
Woodward EGB 58
Regulateurs Europa 1100
Litres
1.7
2.3
2.5
1.4. Max. continuous output
The cylinder output P1 can be calculated as follows:
Main engines
P1 [kW] =
Engine
6L32
8L32
9L32
12V32
16V32
18V32
720 RPM
750 RPM
kW
HP
kW
HP
2700
3600
4050
5400
7200
8100
3670
4890
5510
7340
9790
11010
2760
3680
4140
5520
7360
8280
3750
5000
5630
7510
10010
11260
The maximum fuel rack position is mechanically limited

to 100%.
Auxiliary engines
Engine
720 RPM, 60 Hz
Engine
6L32
8L32
9L32
12V32
16V32
18V32
Alternator
750 RPM, 50 Hz
Engine
Alternator
kW
kVA
kW
kW
kVA
kW
2700
3600
4050
5400
7200
8100
3250
4340
4880
6510
8680
9770
2600
3470
3900
5210
6940
7810
2760
3680
4140
5520
7360
8280
3320
4430
4990
6650
8870
9980
2660
3550
3990
5320
7100
7990
For auxiliary engines the permissible overload is 10% for

one hour every twelve hours. The maximum fuel rack
position is mechanically limited to 110% 2% continuous
output. The alternator outputs are calculated for an efficiency of 0.965 and a power factor of 0.8.
pe [bar] x n [RPM] x 0.0268
pe [bar] x n [RPM] x 0.0365

P1 [hp] =
where
P1 = output per cylinder
pe = mean effective pressure
n = engine speed
1.5. Reference conditions

The maximum continuous output is available at a charge
air coolant temperature of max. 38C, an air temperature
of max. 45C and an exhaust gas back pressure of max.
300 mmWC. If the actual figures exceed these, the
engine should be derated.
The specific fuel consumption indicated in Technical
Data is valid under reference conditions according to ISO
3046/1-1995, i.e.:
total barometric pressure
1.0 bar
air temperature
25C
relative humidity
30%
charge air coolant temperature
25C
For other than ISO 3046/I conditions the same standard

gives correction factors.
The influence of an engine driven lube oil pump on the
specific fuel consumption is about 2 g/kWh and of each
engine driven cooling water pump about 1 g/kWh, at full
load and nominal speed.
The above output is also available from the free end of

the engine for in-line engines, if necessary. See section
16. Power Transmission.
1.6. Principal dimensions and weights

In-line engines (3V58E0475a)
Engine
6L32
8L32
9L32
Engine
6L32
8L32
9L32
A*
B*
4955
6199
6689
5110
6405
6895
2553
2806
2806
2553
2806
2806
2207
2207
2207
2345
2345
2345
500
500
500
1150
1150
1150
3670
4650
5140
250
250
250
886
886
886
1350
1350
1350
S*
Weight [ton]**
1258
1258
1258
750
1014
1014
1848
1920
1920
705
886
886
660
730
730
660
730
730
318
433
433
1190
1505
1505
122
9
9
1848
1920
1920
32
42
48
* Turbocharger at flywheel end

** Weight with liquids (wet sump), but without flywheel
V-engines (3V58E0476a)
Engine
A*
12V32
16V32
18V32
6868
8206
8766
6868
8206
8766
2680
2910
2910
2920
3296
3296
2080
2080
2080
650
650
650
1472
1472
1472
4150
5270
5830
300
300
300
1220
1220
1220
1590
1590
1590
Engine
Weight [ton]**
12V32
16V32
18V32
1460
1648
1648
1608
1826
1826
1085
1085
1085
1915
1915
1915
765
995
995
525
525
525
535
535
535
1608
1826
1826
535
535
535
1915
1915
1915
55
67
75
* Turbocharger at flywheel end

** Weight with liquids (wet sump), but without flywheel
Generating sets, in-line engine (3V58E0478a)
Engine
6L32
8L32
9L32
Weight*
[ton]
8980
10090
10580
1190
1450
1450
7240
8020
8510
3770
3639
3639
2330
2730
2730
1950
2350
2350
1600
2000
2000
980
1180
1180
1450
1620
1620
2345
2345
2345
4003
4426
4426
56
73
79
* Weights of the running genset
Generating sets, V-engine (3V58E0477a)
Engine
Weight*
[ton]
12V32
16V32
18V32
10053
11621
12381
1608
1826
1826
8080
9430
10190
3845
4075
4275
3060
3060
3360
2620
2620
2920
2200
2200
2500
1353
1353
1353
1892
1892
1892
2080
2080
2080
4572
4802
4802
90
107
117
* Weights of the running genset
2. Operation data
2. Operation data
2.1. Dimensioning of propellers
Fixed pitch (FP) propellers
Controllable pitch (CP) propellers
The dimensioning of fixed pitch propellers should be

made very thoroughly for every vessel as there are only
limited possibilities to control the absorbed power. Factors which influence the design are:
Controllable pitch propellers are designed so that 100%

of the maximum continuous engine output at nominal
engine speed is utilized when the ship is on trial at
specified speed and draft. Shaft generators or generators connected to the free end of the engine should be
considered when dimensioning propellers in case continuous generator output is to be used at sea.
Overload protection or load control is recommended in
all installations. In installations where several engines
are connected to the same propeller, overload protection
or load control is required.
The graph, 4V93L0687, shows the operating range for a
CP-propeller installation. The recommended combinator
curve and the 100% load curve are valid for a single-engine installation. In case of a twin-engine installation a
lighter combinator program shall be used, when only one
engine is in operation.
The idling (clutch-in) speed should be as high as possible
and will be decided separately in each case.
Operating range, Wrtsil 32, CP-propeller

(4V93L0687)
The resistance of the ship increases with time due to

fouling of the hull.
The wake factor of the ship increases with time.
The propeller blade frictional resistance in water
increases with time.
Bollard pull requires higher torque than free running.
Propellers rotating in ice require higher torque.
The FP-propeller shall be designed to absorb 85% of the
maximum continuous output of the engine at nominal
speed when the ship is on trial, at specified speed and
load.
In ships intended for towing, the propeller can be designed for 95% of the maximum continuous output of the
engine at nominal engine speed in bollard pull or at
towing speed. The absorbed power at free running and
nominal speed is usually then relatively low, 65 - 80% of
the output at bollard pull.
Operating range, Wrtsil 32, FP-propeller

(4V93L0688)
2. Operation data
In ships intended for operation in heavy ice, the additional

torque must be considered.
2.3. Restrictions for low load operation and

idling
The graph, 4V93L0688, shows the permissible operating

range for an FP-propeller installation as well as the
recommended design point at 85% MCR at engine flywheel and nominal speed. The min. speed will be decided separately for each installation. It is recommended
that the speed control system is designed to give a speed
boost signal to the speed governor in order to prevent the
engine speed from decreasing when clutching-in.
The engine can be started, stopped and run on heavy

fuel under all operating conditions. Continuous operation
on heavy fuel is preferred instead of changing over to
diesel fuel at low load operation and manoeuvering. The
following recommendations apply to idling and low load
operation:
The clutch should be dimensioned for a slipping time of

5 - 8 seconds. A propeller shaft brake should be used to
enable fast maneuvering (crash-stop).
2.2. Loading capacity for generating sets

Provided that the engine is preheated so that the cooling
water temperature is min. 70C, the engine can be
loaded immediately after start without other restrictions
than the maximum transient frequency deviation specified by the classification societies. For supercharged
engines, full load cannot be instantly applied due to the
air deficit until the turbocharger has accelerated.
Absolute idling
(declutched main engine, unloaded generator)
Max. 10 min., (recommended 3 - 5 min.), if the
engine is to be stopped after the idling.
Max. 6 hours after which the engine must be loaded
to min. 70% of the rated load for at least 1 hour.
Operation at 5 - 20% load

Max. 100 hours continuous operation. At intervals of
100 operating hours the engine must be loaded to
min. 70% of the rated load for at least 1 hour.
Operation at higher than 20% load

No restrictions.
The fastest loading is achieved with a successive gradual

increase in load from 0 to 100%. It is recommended that
the switchboards and the power management is designed to increase the load in three or four steps, from 0
- 100%, as also suggested by the International Association of Classification Societies (IACS), see drawing
4V93F0092. This shall be done with the agreement of the
relevant classification society.
Limiting curves for loading 4-stroke engines

(4V93F0092)
10
2. Operation data
2.4. Overhaul intervals and expected life

times of engine components
The following overhaul intervals and life times are for
guidance only. Actual figures may differ depending on
service conditions, etc.
Fuel quality
HFO
MDO
HFO
MDO
Fuel viscosity (max.) at 50C [cSt]
700
10
700
10
Component
- Piston
- Piston rings
- Cylinder liner
- Cylinder head
- Inlet valve
- Exhaust valve
- Injection valve nozzle
- Injection pump element
- Main bearing
- Big end bearing
Time between overhauls [h]

12000 - 20000
12000 - 20000
12000 - 20000
12000 - 20000
12000 - 20000
12000 - 20000
4000
24000
16000 - 20000
12000 - 20000
20000 - 24000
20000 - 24000
20000 - 24000
20000 - 24000
20000 - 24000
20000 - 24000
4000
24000
16000 - 20000
20000 - 24000
Expected lifetime [h]

48000 - 60000
12000 - 20000
60000 - 100000
60000 - 100000
36000 - 40000
24000 - 40000
4000 - 8000
24000 - 48000
32000 - 40000
24000 - 40000
60000 - 100000
20000 - 24000
> 100000
> 100000
40000 - 48000
20000 - 48000
8000 - 12000
24000 - 48000
32000 - 40000
24000 - 40000
11
3. Technical data
3. Technical data
3.1. Diesel engine Wrtsil 6L32
Engine speed
RPM
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Compression pressure, max.
Firing pressure, max
Charge air pressure
Mean effective pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
2700
3670
2760
3750
1)
bar
bar
bar
bar
m/s
RPM
320
400
193
16:1
160
190
2.65
23.3
9.6
2.7
22.9
10.0
500
Combustion air system

Flow of air at 100% load
Ambient air temperature, max.
Air temperature after air cooler
Air temperature after air cooler, alarm
kg/s
C
C
C
5.4
5.65
kg/s
kg/s
kg/s
kg/s
5.6
5.1
4.3
3.1
5.8
5.3
4.5
3.2
C
C
C
C
C
mmWC
mm
344
339
329
304
342
337
327
302
45
55
75
Exhaust gas system

Exhaust gas flow
(100% load)
( 90% load)
( 75% load)
( 50% load)
Exhaust gas temperature after turbocharger
(100% load)
( 90% load)
( 75% load)
( 50% load)
Exhaust gas temperature after cylinder, alarm
Exhaust gas back pressure, rec. max.
Exhaust gas pipe diameter, min.
Heat balance
2)
2)
2)
2)
500
300
600
3)
HT-circuit, total
Jacket water, HT-circuit
Charge air, HT-circuit
LT-circuit, total
Charge air, LT-circuit
Lubricating oil, LT-circuit
Exhaust gases
Radiation
kW
kW
kW
kW
kW
kW
kW
kW
744
403
341
743
421
322
1864
142
765
414
351
764
433
331
1938
147
Fuel system
Pressure before injection pumps
Fuel consumption
(100% load)
( 75% load)
( 50% load)
Leak fuel quantity, clean fuel (100% load)
5)
5)
5)
bar
g/kWh
g/kWh
g/kWh
kg/h
7...8
182
183
189
183
184
191
2.0
Lubricating oil system

Pressure before engine, nom
Pressure before engine, alarm.
Pressure before engine, stop
Priming pressure, nom.
Priming pressure, alarm
12
bar
bar
bar
bar
bar
4.5
3
2
0.5
0.3
3. Technical data
Engine speed
RPM
Temperature before engine, nom.

Temperature before engine, alarm
Temperature after engine, abt.
Pump capacity (main), direct driven
Pump capacity (main), separate
Pump capacity (priming)
Oil volume, wet sump, nom.
Oil volume in separate system oil tank, nom.
Filter fineness, mesh size
Filters difference pressure, alarm.
Oil consumption (100% load) abt.
C
C
C
m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
7)
720
750
63
80
78
78
67
81
70
15.0/18.0
1.6
3.2
30
0.8/2.0
0.5
Cooling water system

High temperature cooling water system
Pressure before engine, nom.
Pressure before engine, alarm
Pressure before engine, max.
Temperature before engine, abt.
Temperature after engine, nom.
Temperature after engine, alarm
Temperature after engine, stop
Pump capacity, nom
Pressure drop over engine
Water volume in engine
Pressure from expansion tank
Pressure drop over central cooler, max.
Delivery head of standby pump
bar
bar
bar
C
C
C
C
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
105
110
60
1.2
0.41
0.7...1.5
0.6
2.5
bar
bar
bar
C
C
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
38
44
60
1.0
0.3
0.6
0.7...1.5
2.5
Low temperature cooling water system

Pressure before engine, max
Temperature before engine, max.
Temperature after engine, min.
Pump capacity, nom.
Pressure drop over charge air cooler
Pressure drop over oil cooler
pressure from expansion tank
Starting air system

Air pressure, nom.
Air pressure, min. (20C)
Air pressure, max.
Air pressure, alarm
Air consumption per start (20C)
6)
bar
bar
bar
bar
Nm
30
10
30
18
0.7
1)
If priming pump is connected, 400 RPM.
2)
At an ambient temperature of 25C.
3)
The figures are without margins at 100% load, and constant speed.
4)
Capacities at 50 and 60 Hz respectively,
5)
According to ISO 3046/l, lower calorific value 42 700 kJ/kg, at constant engine speed, with engine driven pumps.
Tolerance + 5%.
6)
At remote and automatic starting the consumption is 2...3 times higher
7)
First alarm/second alarm
Subject to revision without notice.
13
3. Technical data

Engine speed
RPM
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
3600
4890
3680
5000
1)
bar
bar
bar
bar
m/s
RPM
320
400
257.4
16:1
160
190
2.65
23.3
9.6
2.7
22.9
10
500

Exhaust gas system
Exhaust gas flow
(100% load)
( 90% load)
( 75% load)
( 50% load)
(100% load)
( 90% load)
( 75% load)
( 50% load)
Heat balance
2)
2)
2)
2)
kg/s
C
C
C
7.3
7.5
kg/s
kg/s
kg/s
kg/s
7.5
6.8
5.8
4.1
7.7
7.0
5.9
4.2
C
C
C
C
C
mmWC
mm
344
339
329
304
340
335
325
300
45
55
75
500
300
700
3)
HT-circuit, total
LT-circuit, total
Exhaust gases
Radiation
kW
kW
kW
kW
kW
kW
kW
kW
991
537
454
1423
991
432
2485
190
1019
552
467
1459
1020
439
2541
195
Fuel system
Fuel consumption
(100%load)
( 75%load)
( 50%load)
Leak fuel quantity, clean fuel (100%load)
5)
5)
5)
bar
g/kWh
g/kWh
g/kWh
kg/h
7...8
182
183
189
183
184
191
2.6

14
bar
bar
bar
bar
bar
C
C
C
4.5
3
2
0.5
0.3
63
80
79
3. Technical data
Engine speed
RPM
720
750

Oil consumption (100% load), abt.
m/h
m/h
m/h
m
m
microns
bar
g/kWh
101
91
105
95
4)
7)
21.6/25.9
2.0
4.0
30
0.8/2.0
0.5

Pump capacity, nom.
bar
bar
bar
C
C
C
C
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
105
110
80
1.2
0.51
0.7...1.5
0.6
2.5
bar
bar
bar
C
C
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
38
44
80
1.0
0.3
0.6
0.7...1.5
2.5

Pump capacity, nom.
pressure from expansion tank
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
6)
bar
bar
bar
bar
Nm
30
10
30
18
0.9
1)
If priming pump is connected, 400 RPM
2)
3)
The figures are without margins at 100% load and constant speed.
4)
Capacities at 50 and 60 Hz respectively.
5)
Tolerance + 5%.
6)
7)
15
3. Technical data

Engine speed
RPM
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
4050
5510
4140
5630
1)
bar
bar
bar
bar
m/s
RPM
320
400
289.5
16:1
160
190
2.65
23.3
9.6
2.7
22.9
10.0
500

kg/s
C
C
C
8.1
8.5
kg/s
kg/s
kg/s
kg/s
8.4
7.6
6.5
4.6
8.7
7.9
6.7
4.8
C
C
C
C
C
mmWC
mm
344
339
329
304
341
336
326
301
45
55
75
Exhaust gas system

Exhaust gas flow
(100% load)
( 90% load)
( 75% load)
( 50% load)
(100% load)
( 90% load)
( 75% load)
( 50% load)
Heat balance
2)
2)
2)
2)
500
300
700
3)
HT-circuit, total
LT-circuit, total
Exhaust gases
Radiation
kW
kW
kW
kW
kW
kW
kW
kW
1115
604
511
1115
632
483
2796
214
1147
621
526
1147
650
497
2907
220
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
5)
5)
5)
bar
g/kWh
g/kWh
g/kWh
kg/h
7...8
182
183
189
183
184
191
3.0

16
bar
bar
bar
bar
bar
C
C
C
4.5
3
2
0.5
0.3
63
80
79
3. Technical data
Engine speed
RPM
720
750

m/h
m/h
m/h
m
m
microns
bar
g/kWh
108
96
112
100
4)
7)
21.6/25.9
2.3
4.6
30
0.8/2.0
0.5

Pump capacity, nom.
bar
bar
bar
C
C
C
C
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
105
110
90
1.2
0.56
0.7...1.5
0.6
2.5
bar
bar
bar
C
C
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
38
44
90
1.0
0.3
0.6
0.7...1.5
2.5

Pump capacity, nom.
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
6)
bar
bar
bar
bar
Nm
30
10
30
18
0.9
1)
2)
3)
4)
5)
Tolerance + 5%.
6)
7)
17
3. Technical data
3.4. Diesel engine Wrtsil 12V32

Engine speed
RPM
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Firing pressure, max.
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
5400
7340
5520
7510
1)
bar
bar
bar
bar
m/s
RPM
320
400
386.0
16:1
160
190
2.65
23.3
9.6
2.7
22.9
10.0
500

kg/s
C
C
C
10.8
11.4
kg/s
kg/s
kg/s
kg/s
11.2
10.2
8.6
6.2
11.8
10.7
9.1
6.5
C
C
C
C
C
mmWC
mm
mm
344
339
329
304
340
335
325
300
45
55
75
Exhaust gas system

Exhaust gas flow
(100% load)
( 90% load)
( 75% load)
( 50% load)
(100% load)
( 90% load)
( 75% load)
( 50% load)
Exhaust gas temp. after cylinder, alarm
Exhaust gas pipe diameter, (outlet)
Heat balance
2)
2)
2)
2)
500
300
800
2 x 600
3)
HT-circuit, total
LT-circuit, total
Exhaust gases
Radiation
kW
kW
kW
kW
kW
kW
kW
kW
1701
838
863
1257
641
616
3723
247
1751
863
888
1294
660
634
3870
254
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
5)
5)
5)
bar
g/kWh
g/kWh
g/kWh
kg/h
7...8
180
181
187
181
182
189
4.0

18
bar
bar
bar
bar
bar
C
C
4.5
3
2
0.5
0.3
63
80
3. Technical data
Engine speed
RPM

Oil consumption (100% load), abt.
C
m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
8)
720
750
81
115
106
120
110
30.0/36.2
3.0
6.0
30
0.8/2.0
0.5

Pump capacity, nom.
bar
bar
bar
C
C
C
C
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
105
110
100
1.2
0.74
0.7...1.5
0.6
2.5
bar
bar
bar
C
C
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
38
44
100
1.0
0.2
0.6
0.7...1.5
2.5

Temperature before engine, max
Pump capacity, nom.
6)
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
7)
bar
bar
bar
bar
Nm
30
10
30
18
1.0
1)
2)
3)
4)
5)
Tolerance + 5%.
6)
Including lubricating oil cooler.
7)
8)
19
3. Technical data

Engine speed
RPM
720
750
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
7200
9790
7360
10010
1)
bar
bar
bar
bar
m/s
RPM
320
400
514.7
16:1
160
190
2.65
23.3
9.6
2.7
22.9
10.0
500

kg/s
C
C
C
14.4
14.9
kg/s
kg/s
kg/s
kg/s
14.9
13.6
11.5
8.2
15.3
13.9
11.8
8.4
C
C
C
C
C
mmWC
mm
mm
343
338
328
303
339
334
324
299
45
55
75
Exhaust gas system

Exhaust gas flow
(100% load)
( 90% load)
( 75% load)
( 50% load)
(100% load)
( 90% load)
( 75% load)
( 50% load)
Exhaust gas pipe diameter, min. (common)
Heat balance
2)
2)
2)
2)
500
300
900
2 x 700
3)
HT-circuit, total
LT-circuit, total
Exhaust gases
Radiation
kW
kW
kW
kW
kW
kW
kW
kW
2248
1108
1140
1661
847
814
4854
326
2306
1140
1166
1710
872
838
5046
335
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
5)
5)
5)
bar
g/kWh
g/kWh
g/kWh
kg/h
7...8
180
181
187
181
182
189
5.2

20
bar
bar
bar
bar
bar
C
C
4.5
3
2
0.5
0.3
63
80
3. Technical data
Engine speed
RPM

C
m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
8)
720
750
81
152
130
158
135
38.0/45.9
3.9
8.0
30
0.8/2.0
0.5

Pump capacity, nom
bar
bar
bar
C
C
C
C
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
105
110
135
1.2
0.84
0.7...1.5
0.6
2.5
bar
bar
bar
C
C
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
38
44
135
1.0
0.2
0.6
0.7...1.5
2.5

Temperature before engine, max
Pump capacity, nom.
6)
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
7)
bar
bar
bar
bar
Nm
30
10
30
18
1.2
1)
2)
3)
4)
5)
Tolerance + 5%.
6)
7)
8)
21
3. Technical data

Engine speed
RPM
Engine output
Engine output
Cylinder bore
Stroke
Swept volume
Compression ratio
Charge air pressure
Mean piston speed
Idling speed
kW
HP
mm
mm
dm
1)
bar
bar
bar
bar
m/s
RPM
720
750
8100
11010
8280
11260
320
400
579.0
16:1
160
190
2.65
23.3
9.6
2.7
22.9
10.0
500

kg/s
C
C
C
16.1
16.9
kg/s
kg/s
kg/s
kg/s
16.5
15.0
12.7
9.1
17.3
15.7
13.3
9.5
C
C
C
C
C
mmWC
mm
mm
343
338
328
303
339
334
324
299
45
55
75
Exhaust gas system

Exhaust gas flow
(100% load)
( 90% load)
( 75% load)
( 50% load)
(100% load)
( 90% load)
( 75% load)
( 50% load)
Exhaust gas pipe diameter, min. (common)
Heat balance
2)
2)
2)
2)
500
300
1000
2 x 700
3)
HT-circuit, total
LT-circuit, total
Exhaust gases
Radiation
kW
kW
kW
kW
kW
kW
kW
kW
2529
1246
1283
1869
953
916
5479
348
2583
1283
1300
1924
981
943
5696
358
Fuel system
Fuel consumption
(100% load)
( 75% load)
( 50% load)
5)
5)
5)
bar
g/kWh
g/kWh
g/kWh
kg/h
7...8
180
181
187
181
182
189
6.0

22
bar
bar
bar
bar
bar
C
C
4.5
3
2
0.5
0.3
63
80
3. Technical data
Engine speed
RPM

C
m/h
m/h
m/h
m
m
microns
bar
g/kWh
4)
8)
720
750
81
173
144
180
150
38.0/45.9
4.3
9.0
30
0.8/2.0
0.5

Pump capacity, nom
bar
bar
bar
C
C
C
C
m/h
bar
m
bar
bar
bar
2.5 + static
1.0 + static
4.0
85
91
105
110
150
1.2
0.84
0.7...1.5
0.6
2.5
bar
bar
bar
C
C
m/h
bar
bar
bar
bar
bar
2.5 + static
1.0 + static
4.0
38
44
150
1.0
0.2
0.6
0.7...1.5
2.5

Pump capacity, nom.
6)
Starting air system

Air pressure, nom.
Air pressure, max.
Air pressure, alarm
7)
bar
bar
bar
bar
Nm
30
10
30
18
1.3
1)
2)
3)
4)
5)
Tolerance + 5%.
6)
7)
8)
Subject to revision without notice
23
4. Description of the engine

Engine block
Main bearings and big end bearings
The engine block, made of nodular cast iron, is cast in

one piece for all cylinder numbers. It incorporates the
jacket water manifold, the camshaft bearings and the
charge air receiver. In V-engines the charge air receiver
is located between the cylinder banks. The crankshaft is
mounted in the engine block in an underslung way.
The main bearings and big end bearings are either of

tri-metal design with steel back, lead-bronze lining and a
soft running layer, or of the bi-metal design with steel
back and a tin-aluminium running layer.
The bearing caps, made of nodular cast iron, are fixed

from below by two hydraulically tensioned screws. They
are guided sideways by the engine block at the top as
well as at bottom. Hydraulically tensioned horizontal side
screws at the lower guiding provide a very rigid crankshaft bearing.
The cylinder liners are centrifugally cast of special alloyed cast iron. The top collar of the cylinder liner is
provided with bore cooling for efficient control of the liner
temperature. The liner is equipped with an anti-polishing
ring, preventing bore polishing.
A hydraulic jack, supported in the oil sump, offers the

possibility to lower and lift the main bearing caps, e.g.
when inspecting the bearings. Lubricating oil is led to the
bearings and piston through this jack. Flywheel and
thrust bearings are located at the driving end of the
engine.
The piston is of the composite type with steel crown and

nodular cast iron skirt. The piston skirt/cylinder liner is
lubricated by a piston skirt lubricating system featuring
four lubricating bores in a groove on the piston skirt. The
piston top is cooled by means of The shaker effect. The
piston ring grooves are hardened.
The oil sump, a light welded design, is mounted on the

engine block from below and sealed by O-rings. The oil
sump is available in two alternative designs, wet or dry
sump, depending on the type of application. A wet oil
sump comprises, in addition to a lubricating oil suction
pipe, also a pipe for distributing oil to the main bearings
and suction and return connections for the separator.
The dry sump is drained at either end (free choice) to a
separate system oil tank.
Piston rings
Cylinder liner
Piston
The piston ring set consists of two chromium-plated

compression rings and one spring-loaded oil scraper ring
with chromium-plated edges.
Cylinder head
Crankshaft
The cylinder head is made of nodular cast iron. The flame

plate, which is thermally loaded, is relatively thin and is
efficiently cooled by cooling water led from the periphery
of the head radially towards the centre. In the bridges
between the valves cooling channels are drilled to provide the best possible heat transfer.
The crankshaft is forged in one piece. The connecting

rods, at the same crank in the V-engines, are arranged
side-by-side. For the same reason the diameters of the
crank pins and journals are equal irrespective of the
cylinder number.
The mechanical load is absorbed by a strong intermediate deck, which together with the upper deck and the side
walls form a box section in the four corners at which the
hydraulically tightened cylinder head bolts are situated.
The exhaust valve seats are directly water cooled.
The crankshaft is fully balanced to counteract bearing

loads from eccentric masses. If necessary, it is provided
with a torsional vibration damper at the free end of the
engine.
The valve seat rings are made of specially alloyed cast

iron with good wear resistance. The inlet valves as well
as the exhaust valves have stellite-plated seat faces and
chromium-plated stems. In HFO operated engines nimonic exhaust gas valves are used.
The engine mounting bolts are hydraulically tightened in

order to facilitate the engine fixation to the foundation.
Connecting rod
The three-piece connecting rod design gives a minimum
dismantling height and possibility to dismount the piston
without opening the big end bearing.
The connecting rod of alloy steel is forged and machined
with round sections. All connecting rod studs are hydraulically tightened. The gudgeon pin bearing is of tri-metal
type. Lubricating oil flows to the gudgeon pin bearing and
piston through a bore in the connecting rod.
24
All valves are equipped with valve rotators.

A multi-duct casting is fitted to the cylinder head. It
connects the following media with the cylinder head:
charge air from air receiver
exhaust gas to exhaust system
cooling water from cylinder head to the return pipe
Camshaft and valve mechanism

The cams are integrated in the drop forged shaft material.
The bearing journals are made in separate pieces which
are fitted to the camshaft pieces by flange connections.
This solution allows removing of the camshaft pieces
sideways. The bearing housings are integrated in the
engine block casting. The camshaft bearings are installed and removed by means of a hydraulic tool. The
camshaft covers, one for each cylinder, seal against the
engine block with a closed sealing profile.
The valve tappets are of the piston type with a certain
self adjustment of roller against cam to give an even
distribution of the contact pressure. The valve springs
together with the tappet spring make the roller follow the
cam continuously.
Camshaft drive
The camshafts are driven by the crankshaft through a
gear train. The driving gear is fixed to the camshaft by
means of flange connections.
Turbocharging and charge air cooling

The selected turbocharger offers the ideal combination
of high pressure ratios and good efficiency both at full
and part load.
The V-engine has one charger per cylinder bank. For
in-line engines and 12V-engines the turbochargers can
be placed either at the driving or the free end.
For cleaning of the turbocharger during operation there
is, as standard, a water washing device for the air side
and the exhaust side.
The turbocharger is supplied with inboard plain bearings,
which offers easy maintenance of the cartridge from the
compressor side. The turbocharger is lubricated by the
engine lubricating oil with integrated connections.
Injection equipment
The fuel injection equipment and system piping are located in a hot-box, providing maximum reliability and
safety when using preheated heavy fuels. The fuel oil
feed pipes are mounted directly to the injection pumps,
using a specially designed connecting piece. The return
pipe is integrated in the tappet housing.
There is one fuel injection pump per cylinder with
shielded high pressure pipe to the injector. The injection
pumps, which are of the flow-through type, ensure good
performance with all types of fuel. The pumps are completely sealed off from the camshaft compartment.
The fuel injection is stopped by setting the fuel rack to

zero position. For emergencies the fuel rack of each
injection pump is fitted with a stop cylinder. The blocking
device can be operated by the operator. The fuel pump
and pump bracket are adjusted in manufacturing to tight
tolerances. This means that adjustments are not necessary after initial assembly.
The fuel injection pump design is a reliable mono-element type designed for injection pressures up to 2000
bar. The constant pressure relief valve system provides
for optimum injection, which guarantees long intervals
between overhauls. The injector holder is designed for
easy maintenance.
Exhaust pipes
The exhaust pipes are cast of nodular iron. The connections are of flange type. The exhaust system is enclosed
in an insulated box consisting of easily removable plates
supported on the multi-duct. Mineral wool is used as
insulating material.
Wrtsil Engine Control System (WECS)

WECS is used for monitoring and control of the engine.
It is developed for diesel engines and designed for the
harsh environment. Wrtsil 32 is equipped with WECS
2000 and the structure of the system depends on the
cylinder configuration.
WECS comprises:
measuring of the engine and turbocharger speed
the safety system
- starting of the engine
- stopping of the engine
- start blocking
- slowdown request
- automatic shutdown of the engine
the signal processing of all monitoring and alarm
sensors
the readout of important engine parameters on a
graphical display
the data communication with external systems (e.g.
alarm and monitoring systems).
All sensors on the engine are connected to Distributed
Control Units (DCU) and Sensor Multiplexer Units
(SMU), while the signals to and from the external systems are connected to the Main Control Unit (MCU) and
the Relay Module (RM). The engine parameters are
shown on the Local Display Unit (LDU).
25
5. Fuel system
5. Fuel system
5.1. General
The Wrtsil 32 diesel engine is designed for continuous
heavy fuel duty. It is, however, possible to operate the
engine on diesel fuel without making any alterations.
Main engines as well as auxiliary engines can be started
and stopped on heavy fuel provided that the engine and
fuel system are preheated to operating temperature. Also
standby engines in unattended engine rooms can be
started on heavy fuel.
5.2. Internal fuel system on the engine

The standard system built on the engines comprises the
following equipment:
heavy fuel injection pumps
injection valves
pressure control valve or orifice in the outlet pipe
All engines are furnished with injection pumps where the
leak fuel is drained to atmospheric pressure (the clean
leak fuel system). The leak fuel can be reconducted to
the system without treatment. Concerning quantity of
leak fuel, see Technical Data. Other possible leak fuel
(the dirty leak fuel system) is drained separately and
shall be led to a sludge tank.
For in-line engines operating only on MDO engine driven
fuel feed pump is available as an option.
5.3. Design of the external fuel system

In ships intended for operation on heavy fuel, heating
coils must be installed in the bunker tanks.
Normally the heating coils are dimensioned on the basis
of heat transfer requirements for raising the temperature
of the tank in a certain time e.g. 1C/h, considering also
the heat losses when maintaining the tank at the required
temperature.
26
Usually only the tank, from which fuel is pumped to the

settling tank, is heated to 40 - 50C, while the other tanks
remain at a lower temperature.
The heat consumption calculations are mainly based on
heat losses from the day tank and the settling tank, to
maintain the largest bunker tank at pumping temperature
and simultaneously heating up the next largest tank.
The design of the external fuel system may vary from ship
to ship but every system should provide well cleaned fuel
with the correct temperature and pressure to each engine. When using heavy fuel it is most important that the
fuel is properly cleaned from solid particles and water. In
addition to the harm poorly centrifuged fuel will do to the
engine, high content of water may cause big problems
for the heavy fuel feed system. Well-proven components
should be used for the feed system.
The fuel treatment system should comprise a settling
tank and purifiers to supply the engine(s) with sufficiently
clean fuel. When operating on heavy fuel the dimensioning of the purifier is of greatest importance and therefore
the recommendations for the design of the purifier must
be followed closely.
In multi-engine installations, the main principles for dimensioning the fuel system are:
Recommended maximum number of engines
connected in parallel to the same fuel feed system is
three.
For main engines, separate fuel feed circuits are
recommended for each propeller shaft (two-engine
installations); in four-engine installations one engine
from each shaft is fed from the same circuit.
Main and auxiliary engines are recommended to be
connected to separate circuits.
5. Fuel system
Internal fuel system (4V76F3283c)
System components
Pipe connections
01
02
101
102
1031
1033
1041
1043
Injection pump
Injection valve
LS103
LS106
LS108
Fuel inlet
Fuel outlet
Clean fuel leakage, outlet
Clean fuel leakage, outlet
Dirty fuel leakage, outlet
Dirty fuel leakage, outlet
DN25
DN25
DN20
M16x1.5
18
M16x1.5
Sensor for broken injection pipe

Abnormal leakage, clean fuel
Abnormal leakage, dirty fuel
All connections DIN 2576, PN 16
27
5. Fuel system
FUEL TRANSFER AND SEPARATING SYSTEM
Suction strainer, separator feed pump
Heavy fuel (residual, and mixtures of residual and distillate) must be purified in an efficient centrifugal separator
before entering the day tank. In case pure distillated fuel
is used, centrifuging is still recommended as fuel may be
contaminated in the storage tanks. The rated capacity of
the separator may be used provided the fuel viscosity is
less than 12 cSt at centrifuging temperature.
A suction strainer shall be fitted to protect the feed pump.

The strainer should be equipped with a heating jacket in
case the installation place is cold. The strainer can be
either a duplex filter with change over valves or two
separate simplex strainers. The design of the strainer
should be such that air suction cannot occur.
Separator mode of operation
Feed pump, separator
Two separators, both of the same size, should be installed. The capacity of one separator must be sufficient
for the total fuel consumption. The other (standby) separator should also be in operation all the time.
The use of a high temperature resistant screw pump is

recommended. The pump should be separate from the
separator and electrically driven.
It is recommended that conventional separators with

gravity disc are arranged for operation in series, the first
as a purifier and the second as a clarifier. This arrangement can be used for fuels with a viscosity up to max.
about 991 kg/m at 15C.
Separators with controlled discharge of sludge (without
gravity disc) operating on a continuous basis can handle
fuels with a viscosity exceeding 991 kg/m at 15C. In this
case the main and standby separators should be run in
parallel.
For pure distillate fuel, a separate purifier should be
installed.
SEPARATING SYSTEM COMPONENTS

Day tank, heavy fuel
See Feed system
Settling tank, heavy fuel

The settling tank should normally be dimensioned to
ensure fuel supply for min. 24 operating hours when filled
to maximum. The tank should be designed to provide an
efficient sludge and water rejecting effect. The tank must
be provided with a heating coil and should be well insulated.
To ensure constant fuel temperature at the separator, the
settling tank temperature should be kept stable. The
temperature in the settling tank should be between 50 70C.
The min. level in the settling tank should be kept high.
This ensures that the temperature will not decrease too
much when the tank is filled up with cold bunker.
28
fineness 0.5 mm
Design data:
The pump should be dimensioned for the actual fuel
quality and recommended throughput of the separator.
The flow rate through the separators should, however,
not exceed the maximum fuel consumption by more than
10%. No control valve should be used to reduce the flow
of the pump.
operating pressure, max.
5 bar
operating temperature
100C
viscosity for dimensioning

of the electric motor
1000 cSt
Preheater, separator
The preheater is dimensioned according to the feed
pump capacity and a given settling tank temperature. The
heater surface temperature must not be too high in order
to avoid cracking of the fuel. The heater should be
thermostatically controlled for maintaining the fuel temperature within 2C. The recommended preheating
temperature for heavy fuel is 98C.
Design data:
The required minimum capacity of the heater is:
P kW =
m l / h t C
1700
m = capacity of the separator feed pump

t = temperature rise in heater
For heavy fuels t = 38C can be used, i.e. a settling tank
temperature of 60C.
Fuels having a viscosity higher than 5 cSt at 50C need
preheating before the separator.
5. Fuel system
Transfer and separating system (3V76F3202)
System components
01
02
03
04
05
Settling tank
Suction filter
Feed pump
Heater
Separator
06
07
08
09
10
Transfer pump
Bunker tank
Overflow tank
Sludge tank
Day tank
29
5. Fuel system
Alfa-Laval fuel separators / Engine MCR [MW]

Separator
GO
MDO
HFO fuel viscosity [cSt/50C]

60
5.2
9.3
17.7
29.0
41.9
60.9
77.0
12.2
27.3
41.6
41.6
63.9
MMPX 303
MMPX 304
MOPX 205
MOPX 207
MOPX 309
MOPX 310
MOPX 213
FOPX 605
MFPX 307
FOPX 609
FOPX 610
FOPX 613
3.2
5.6
10.5
17.7
25.4
36.7
40.7
9.2
20.6
31.5
31.5
48.3
4.8
8.1
15.3
25.0
35.9
52.4
58.1
12.2
27.3
41.6
41.6
63.9
100
3.0
5.2
10.1
16.9
24.2
35.1
39.1
8.8
19.8
30.2
30.2
46.2
180
380
1.8
3.0
6.0
9.7
14.1
20.2
22.6
5.0
11.3
17.6
21.0
29.4
2.8
4.8
8.9
14.9
21.4
31.4
34.7
8.0
17.6
26.9
28.4
40.3
460
8.1
11.7
17.3
19.0
4.2
9.7
14.7
18.1
26.9
600
6.8
9.7
14.1
15.7
3.6
8.0
12.2
14.7
22.3
700
3.2
7.1
10.9
13.0
19.8
Westfalia fuel separators / Engine MCR [MW]

Separator
GO
MDO
HFO fuel viscosity [cSt/50C]

60
OCS 4-nn-066/3
OCS 4-nn-066/4
OCS 4-nn-066/5
OSA 7-nn-066/7
OSA 7-nn-066/8
OSA 20-nn-066/14
OSA 20-nn-066/20
OSA 20-nn-066/25
OSB 30-nn-066/30
OSB 35-nn-066/35
OSB 35-nn-066/40
6.4
8.0
10.2
13.8
17.3
27.9
37.7
46.6
57.6
70.9
94.9
4.9
6.2
8.0
10.6
14.6
21.3
29.3
39.2
44.3
54.5
73.6
4.9
6.2
8.0
10.6
14.6
21.3
29.3
39.2
44.3
54.5
73.6
100
4.7
6.0
7.7
10.3
14.2
20.6
28.4
38.0
42.8
52.9
71.3
180
380
4.2
5.3
6.6
8.9
12.4
17.7
24.8
33.2
36.8
46.6
62.1
2.6
3.1
4.0
5.3
7.3
10.6
14.8
19.5
22.0
27.9
37.2
460
2.0
2.4
3.1
4.3
5.8
8.6
11.8
15.7
17.8
22.3
29.7
600
1.6
2.0
2.5
3.5
4.6
7.1
9.3
12.4
14.0
17.7
23.5
700
1.4
1.7
2.3
3.1
4.2
6.2
8.4
11.3
12.6
15.7
21.3
In the above table: Substitute -nn- by -02-(Varizone, 991 kg/m) or by -0136- (Unitrol, 1010 kg/m)
The table shows engine MCR in MW for each corresponding separator type.
Separator
The fuel oil separator shall be sized according to the
recommendations of the separator maker.
The maximum service throughput of a separator for the
specific application should be:
Q l/h =
P kW b g / kWh 24 h
kg / m3 t h
in which
P=
b=
max. continuous rating of the diesel engine

specific fuel consumption + 15% safety margin
=
t=
density of the fuel

daily separating time for self cleaning separator
(usually = 23 h or 23.5 h)
This maximum service throughput of the separator depends on the type of HFO. It is typically expressed as a
percentage of the nominal capacity of the separator.
Fuel viscosity
(cSt at 50C)
Max. service throughput

(% of nominal capacity)
700
380
180
16
26
40
The percentage can vary according to fuel type and

separator make. For final dimensioning the separator
maker should be consulted.
For MDO (max. viscosity 11 cSt at 50C) a flow rate of
80% and a preheating temperature of 45C are recommended.
The flow rates recommended for the separator and the
grade of fuel in use must not be exceeded. The lower the
flow rate the better the separation efficiency.
Suitable Alfa Laval and Westfalia separators are presented in the tables above.
Sludge tank, separator

The sludge tank should be placed below the separators
as close as possible. The sludge pipe should be continuously falling without any horizontal parts.
30
5. Fuel system
FUEL FEED SYSTEM
gravity tank min. 15 m above the engine centerline
General
pneumatic emergency pump
For heavy fuel operation a pressurized fuel feed system

shall be installed. The overpressure in the system ensures proper operation of the circulation and injection
pumps and prevents the formation of gas bubbles in the
return lines from the engines. For fuels with a viscosity
well below 180 cSt/50C a system with an open deaeration tank can be considered if the tanks can be located
high enough to prevent cavitation of the fuel circulation
pump.
The heavy fuel pipes shall be properly insulated and
equipped with trace heating if the viscosity of the fuel is
180 cSt/50C or higher. It shall be possible to shut-off the
heating of the pipes.
SYSTEM COMPONENTS
Suction strainer
A suction strainer with a fineness of 0.5 mm should be
installed for protecting the feed pumps. The strainer
should be equipped with jacket heating.
The strainer may be either of duplex type with changeover valves or two simplex strainers in parallel. The
design should be such that air suction is prevented.
Feed pump
The feed pump maintains the pressure in the fuel feed
system. It is recommended to use a high temperature
resistant screw pump as feed pump.
Design data:

The heavy fuel day tank is usually dimensioned to ensure
fuel supply for about 24 operating hours when filled to
maximum. It should be noted that the Solas regulations
have been amended and therefore for ships constructed
on or after 1 July 1998 two fuel oil service tanks for each
type of fuel used on board necessary for propulsion and
vital systems or equivalent arrangements shall be provided. These should have a capacity of at least 8 h at
max. continuous rating of the propulsion plant and normal
operating load at sea of the generator plant. The design
of the tanks should be such that water and dirt particles
do not collect in the suction pipe. The tank has to be
provided with a heating coil and should be well insulated.
Maximum recommended viscosity in the day tank is 140
cSt. Due to the risk of wax formation, fuels with a viscosity
lower than 50 cSt/50C must be kept at higher temperatures than the viscosity would require.
Fuel viscosity
[cSt at 50C]
Minimum day tank

temperature [C]
700
380
180
65
60
55
The tank and pumps should be placed so that a positive

static pressure of 0.3...0.5 bar is obtained on the suction
side of the pumps.
Day tank, diesel fuel

The diesel fuel day tank is normally dimensioned to
ensure fuel supply for 12 - 14 operating hours when filled
to maximum. Note also the amended Solas regulations
for new ships as decribed above in the chapter "Day tank,
heavy fuel".
Black-out start
In installations where standby generating sets are fed
from the diesel fuel day tank sufficient fuel pressure for
a safe start must be ensured also in the case of a
black-out. This can be done with:
single phase electric motor driven pump fed from an

emergency supply
capacity to cover the total consumption of the engines

and flushing of the automatic filter
operating pressure
6 bar
viscosity (for dimensioning
the electric motor)
100C
1000 cSt
Pressure control (overflow) valve

The pressure control valve maintains the pressure in the
de-aeration tank directing the surplus flow to the suction
side of the feed pump.
set point
3 - 6 bar
Fuel consumption meter

If a fuel consumption meter is required, it should be fitted
between the feed pumps and the deaeration tank. It is
recommended to install an automatically opening bypass line
around the consumption meter due to possible clogging.
De-aeration tank
The volume of the tank should be about 100 l. It shall be
insulated and equipped with a heating coil and a vent valve,
controlled by a level switch. The valve shall be insulated
and equipped with trace heating. The vent pipe should, if
possible, be led downwards, e.g. to the overflow tank.
Circulation pump
The purpose of this pump is to maintain a pressure of
7 bar at the injection pumps. It also circulates the fuel in
the system to maintain the viscosity, and keeps the piping
and injection pumps at operating temperature.
Design data:
capacity min.
4 x the maximum consumption of the engines
operating pressure
10 bar
150C
viscosity (for dimensioning

the electric motor)
500 cSt
31
5. Fuel system
Pressurized fuel feed system, single engine (3V76F3203)
System components
Pipe connections, engine
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
101
102
103
104
32

Change over valve
Suction strainer
Feed pumps
Orifice
Flow meter
Deaeration tank
Circulation pumps
Heater
Automatic filter
Viscosimeter
Overflow valve
Safety filter
Leak fuel tank, clean fuel
Leak fuel tank, dirty fuel
Radiator
Fuel inlet
Fuel outlet
Leak fuel drain, clean fuel
Leak fuel drain, dirty fuel
Pipe dimensions
Connection
Size
101
DN25
102
DN25
103
DN20
104
DN32
5. Fuel system
Pressurized fuel feed system, auxiliary engines (3V76F3204)
System components
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
Orifice
Change over valve
Suction strainer, HFO
Fuel feed pump, HFO
MDO pressure control valve
Flow meter
Deaeration tank
Circulation pumps
Heater
Automatic filter
Viscosimeter
Overflow valve
3-way change over valve
MDO fine filter
MDO pump
Suction strainer, MDO
19
20
21
22
23
Pressure regulating valve

HFO safety filter
Radiator

101
102
103
104
Fuel inlet
Fuel outlet
Leak fuel drain, clean fuel
Leak fuel drain, dirty fuel
Pipe dimensions
Connection
Size
101
DN25
102
DN25
103
DN20
104
DN32
33
5. Fuel system
Heater
The heater(s) is dimensioned to maintain an injection
viscosity of 14 cSt (for fuels having a viscosity higher than
380 cSt/50C, the temperature at the engine inlet should
not exceed 135C), according to the maximum fuel consumption and a given tank temperature.
To avoid cracking of the fuel the surface temperature in
the heater must not be too high. The surface power of
electric heaters must not be higher than about 1.5 W/cm.
The output of the heater is controlled by a viscosimeter.
As a reserve a thermostat control may be fitted. The set
point of the viscosimeter shall be somewhat lower than
the required viscosity at the injection pumps to compensate for losses in the pipes.
Design data:
The required minimum capacity of the heater is:
P [kW] =
m=
t =
m [l / h] t [ C]
1700
evaluated by multiplying the specific fuel

consumption of the engines by the total max.
output of the engines
temperature rise, higher with increased fuel
viscosity.
The following values can be used:

Fuel viscosity
[cSt at 50C]
Temperature rise in heater

[C]
700
380
180
80 (65 in day tank)

75 (60 in day tank)
65 (55 in day tank)
To compensate for heat losses due to radiation the above

values should be increased by 10 % + 5 kW.
fineness:
- back-flushing filter:
- insert filter:
34 m (absolute mesh size)

34 m (absolute mesh size)
maximum recommended pressure drop for normal

filters at 14 cSt:
- clean filter
0.2 bar
- dirty filter
0.8 bar
- alarm
1.5 bar
If a finer mesh size than 25 m is specified, the automatic
filter must be placed between the feeder pumps and the
deaeration tank to avoid clogging of the filter mesh due
to cracking of the fuel.
Viscosimeter
For the control of the heater(s) a viscosimeter has to be
installed. A thermostatic control shall be fitted, to be used
as safety when the viscosimeter is out of order. The
viscosimeter should be of a design that withstands the
pressure peaks caused by the injection pumps of the
diesel engine.
Design data:
viscosity range at injection
pumps
10 - 24 cSt
operating temperature 180C
operating pressure
40 bar
Safety filter
Since no fuel filters are built on the engine, one duplex
type safety filter shall be installed between the booster
module and the engine. The filter shall be located as
close to the engines as possible. A common filter for all
engines shall be used. The filter shall be equipped with
an alarm contact for high differential pressure.
fineness
34 - 37 m
Automatically cleaned fine filter
The use of an automatic back flushing filter is recommended, installed between the heaters and the viscosimeter in parallel with an insert filter as the standby
half. For back-flushing filters the circulation pump capacity should be sufficient to prevent pressure drop during
the flushing operation.
Clean leak fuel draining from the injection pumps can, if

desired, be reused without repeated treatment. The fuel
should then be drained to a separate leak fuel tank and,
from there, be pumped to the day tank. Alternatively, the
clean leak fuel tank can be drained to another tank for
clean fuel, e.g. the bunker tank, the overflow tank etc.
The pipes from the engine to the drain tank shall be
arranged continuously sloping and provided with trace
heating and insulation.
Design data:
fuel oil viscosity
according to specification
operating temperature 0 - 150C

preheating
from 180 cSt/50C
flow
operating pressure
circulation pump capacity

10 bar
test pressure:
- fuel side
- heating jacket
20 bar
10 bar
34

Under normal operation no fuel should be leaking out of
the dirty system. Fuel is drained only in case of a possible
leakage or similar. The pipes to the sludge tank shall be
trace heated and insulated.
5. Fuel system
Fuel feed unit (3V60L0791)
With steam heaters

Booster module for engine output of
3, 5, 7 and 12 MW
A
B
C
D
F
H
K
L
P
R
DN50
DN32
R2"
DN32
DN50
DN32
DN32
DN32
DN50
10 mm
2100
HFO inlet
Fuel to engine
Drain from unit
Deaeration line to overflow tank
MDO inlet
Return from engine
Steam inlet
Condensate outlet
Sludge from automatic filter
Instrument air inlet
Weight dry [kg]
15 and 18 MW
DN65
DN50
R2"
DN50
DN65
DN50
DN32
DN32
DN50
10 mm
2300
With electric heaters

3, 5, 7 and 12 MW
DN50
DN32
R2"
DN32
DN50
DN32
DN32
DN32
DN50
10 mm
2450
15 and 18 MW
DN65
DN50
R2"
DN50
DN65
DN50
DN32
DN32
DN50
10 mm
2650
Counterflanges DIN 2633 or DIN 2576, NP16, included
35
5. Fuel system
Fuel feed unit

If required, a completely assembled fuel feed unit can be
supplied as an option. This unit comprises normally the
following equipment:
two suction strainers
two booster pumps of the screw type, equipped with
built-on safety valves and electric motors
one pressure control/overflow valve
one pressurized de-aeration tank, equipped with a
manually operated vent valve
two circulation pumps, same type as above
two heaters, steam or electric, one in operation, the
other as spare
one automatic back-flushing filter with bypass filter
one viscosimeter for the control of the heaters
one steam control valve or control cabinet for electric
heaters
one thermostat for emergency control of the heaters
one control cabinet with starters for pumps,
automatic filter and viscosimeter
5.4. Flushing instructions

Before start-up of the diesel engine(s) the external piping
between the day tank(s) and the engine(s) must be
flushed in order to remove any foreign particles, such as
welding slag.
Disconnect the fuel pipes at the engine inlet and outlet
(connections 101 and 102). Install a temporary pipe or
hose to connect the supply line to the return line, by-passing the engine.
The piping should be flushed through a flushing filter with
mesh size 34 microns or finer.
The inserts of other filters should be removed. The
heaters, automatic filters and viscosimeter should be
by-passed to prevent permanent damage caused by
debris in the piping. The automatic filter must not be used
as flushing filter.
The pump used should be protected by a suction strainer.
The recommended flushing time is min. 6 hours. During
this time the welds in the fuel piping should be gently
knocked at with a hammer to release slag, and the filter
inspected and carefully cleaned at regular intervals.
one alarm panel

The above equipment is built on a steel frame, which can
be welded or bolted to its foundation in the ship. All heavy
fuel pipes are insulated and provided with trace heating.
When installing the unit only power supply, group alarms,
and fuel, steam and air pipes have to be connected.
36
6. Lubricating oil system

6.1. Internal lubricating oil system on the
engine
Lubricating oil cooler
The standard engine is equipped with a complete lubricating oil system.
Thermostatic valve
The system consists of main pump, prelubricating pump,

filters, coolers and wet sump (generator sets), built on
the engine. For main engines (propeller drives) designed
for heavy fuel operation, dry sump is recommended.
Lubricating oil pump

The direct driven lubricating oil pump is a gearwheel
pump. It is dimensioned to provide sufficient flow even at
low engine speeds and is equipped with an overflow
valve, which is controlled from the oil inlet pipe. If necessary, the engine is provided with pipe connections for a
separate, electric motor driven standby pump.
Concerning flow rates and pressures, see chapter 3.
Technical data. The suction height of the pump including
losses in the piping should not exceed 4 m.
Prelubricating pump
The prelubricating pump is an electric motor driven gear
wheel pump equipped with a safety overflow valve.
The pump is used for:
Filling of diesel engine lubricating oil system before

starting, e.g. when the engine has been out of operation for a long time
Continuous prelubrication of a stopped diesel engine

through which heated heavy fuel is circulating
Continuous prelubrication of a stopped diesel engine(s) in a multi-engine installation always when one
of the engines is running
Concerning flow rates and pressures, see chapter 3.
Technical data. The suction height of the built-on prelubricating pump should not exceed 3.5 m.
The lubricating oil cooler is a fin tube cooler.
A thermostatic valve of the direct acting type is installed

on all engines.
Design data:
inlet oil temperature to be

kept constant, set point
63C
operating pressure, max.
8 bar
Lubricating oil fine filter

The lubricating oil module is equipped with a fully automatic continuous back-flushing filter.
Design data
full flow fine filter
30 m
absolute mesh size
full flow safety filter
100 m
absolute mesh size
alarm for high pressure

drop over the filter
- first alarm
- second alarm
0.8
2.0
overflow valve, bypassing

the fine filtration
2.0 bar
materials:
- fine filter elements
- safety mesh
synthetic
stainless steel
Centrifugal filter
A centrifugal filter is installed to clean the back-flushing
oil from the automatic filter.
Running in filters
All dry sump engines are provided with a full-flow wiremesh filter in the oil inlet line to each main bearing.
Running in filters are removed after commissioning.
37
Internal lubricating oil system, in-line engines (4V76E2057a)
System components
Pipe connections
Size
01
02
03
04
05
06
07
202
203
205
207
208
213
214
DN150
DN200
DN80
DN150
DN100
DN40
DN40
Lubricating oil main pump

Prelubricating oil pump
Thermostatic valve
Automatic filter
Centrifugal filter
Pressure control valve
Lubricating oil outlet (if dry sump)

Lubricating oil to engine driven pump (if dry sump)
Lubricating oil to priming pump (if dry sump)
Lubricating oil to el. driven pump
Lubricating oil from el. driven pump
Lubricating oil from separator and filling (if wet sump)
Lubricating oil to separator and drain (if wet sump)
38
Internal lubricating oil system, V-engines (4V76E2199b)
System components
Pipe connections
Size
01
02
03
04
05
06
07
202
203
205
207
208
213
214
231
232
DN150
DN250
DN125
DN200
DN125
DN40
DN40
DN125
DN125

Thermostatic valve
Automatic filter
Centrifugal filter

Lubricating oil to engine driven pump (if dry sump)
Lubricating oil to priming pump
Lubricating oil to el. driven pump
Lubricating oil from separator and filling (if wet sump)
Lubricating oil to separator and drain (if wet sump)
Lubricating oil to external system
Lubricating oil from external system

F) Note! W12V32 has only one centrifugal filter
39
6.2. Design of the external lubricating oil

system
Each engine should have a lubricating oil system of its
own. Main engines as well as auxiliary engines operating
on heavy fuel should have continuous centrifuging of the
lubricating oil, either according to the bypass or batch
principles. Auxiliary engines operating on fuels having a
viscosity of max. 380 cSt/50C may have intermittent
separation, with separation of a stopped engine. Alternatively, the used oil can be drained to a tank, from where
it is separated to a storage tank for used oil.
Lubricating pump, standby

The standby lubricating oil pump can be a gear or screw
pump and should be provided with a safety valve.
Design data:
Capacity
see Technical Data
Operating pressure, max.
8 bar
Operating temperature, max. 100C
Suitable Alfa-Laval and Westfalia separators are presented in the tables below:
Alfa-Laval lubricating oil separators

Separator
GO
MMPX 303
MMPX 304
MOPX 205
MOPX 207
MOPX 309
MOPX 310
MOPX 213
LOPX 705
LOPX 707
LOPX 709
LOPX 710
LOPX 713
2.2
3.6
6.7
11.1
16.1
23.9
26.1
6.5
11.8
20.6
25.3
38.2
Separator
The separator system must not be designed for water

mixing when centrifuging.
Design data:
Flow through the separator in

22 - 25%
Rate of circulation of the

entire oil volume in 24 hours
(dry sump)
4-5
Centrifuging temperature
90 - 95C
System tank oil volume
see Technical Data
HFO
1.7
2.7
6.0
8.3
12.1
17.9
19.6
4.8
8.7
15.2
18.7
28.3
1.3
2.2
4.0
6.7
9.7
14.3
15.7
3.9
7.1
12.5
15.4
23.2
Engine MCR [MW]

GO
The separator should be dimensioned for continuous

centrifuging. Each separate lubricating oil system should
have its own separator. Auxiliary engines operating on a
fuel having a viscosity of max. 380 cSt/50C may have a
common separator. In installations with four or more
auxiliary engines two separators should be installed. The
separators should preferably have controlled discharge
of the bowl to minimize the lubricating oil losses.
MDO
Westfalia lubricating oil separators
Separator
relation to rated capacity
Engine MCR [MW]
OSC 4-02-066/3
OSC 4-02-066/4
OSC 4-02-066/5
OSA 7-02-066/7 &
OSA 7-96-066/7
OSA 7-02-066/8 &
OSA 7-96-066/8
OSA 20-02-066/14 &
OSA 20-96-066/14
OSA 20-02-066/20 &
OSA 20-96-066/20
OSA 20-02-066/25 &
OSA 20-96-066/25
OSB 30-02-066/30 &
OSB 30-96-066/30
OSB 35-02-066/35 &
OSB 35-96-066/35
OSB 35-02-066/40 &
OSB 35-96-066/40
MDO
HFO
2.9
3.5
4.4
6.3
2.2
2.6
3.3
4.8
1.7
2.1
2.7
3.8
8.4
6.3
5.0
12.7
9.5
7.6
17.3
13.0
10.4
23.0
17.3
13.8
26.5
19.9
15.9
32.5
24.4
19.5
43.8
32.8
26.3
The following rule, based on the above data and a

separation time of 23 h/day, can be used for estimating
the nominal capacity of the separator:
Vnom [l/h] = 1.2 - 1.5 P [kW]
P = total engine output
40
Separator pump
Suction strainer
The separator pump can be directly driven by the separator or separately driven by a motor. The flow should be
adapted to achieve the above mentioned optimal flow.
If necessary, a suction strainer completed by magnetic

bars can be fitted in the suction pipe to protect the
lubricating oil pump. The suction strainer as well as the
suction pipe diameter should be amply dimensioned to
minimize the flow loss. The suction strainer should always be provided with alarm for high differential pressure.
Separator preheater
The separator preheater can be a steam or an electric
heater. The surface temperature of the heater must not
be too high in order to avoid coking of the oil.
Design data:
For main engines with centrifuging during operation,
the heater should be dimensioned for this operating
condition. The temperature in the separate system
oil tank in the ships bottom is normally 65 - 75C.
For auxiliary engines with centrifuging when stopped
engine, the heater should be dimensioned large
enough to allow centrifuging at optimal rate of the
separator without heat supply from the diesel engine.
Lubricating oil storage tank

In engines with wet sump system, the lubricating oil can
be added to the engine through the filling hole in the
crankcase cover, by using a hand oil can, or through the
separator pipe. The system should be arranged so that
it is possible to measure the added oil volume.
Valve system
In auxiliary engines with wet sump operation, the standard engine is delivered with interconnected valves to
make a replacement of flexible connections possible
without draining the oil sump. Normally these valves will
be open and the valves in the outside pipes have to be
closed and opened when the oil is centrifuged.
Fineness
0.5 - 1.0 mm
System oil tank (separate)

The engine dry sump has two drain outlets at each end.
On V-engines both outlets shall be used. The pipe connection between the sump and the system oil tank should
be arranged flexible enough to prevent damages due to
thermal expansion. The drain pipe from the oil sump to
the system oil tank shall end below the min. oil level and
shall not be led to the same place as the suction pipe.
The end of the suction pipe should be trumpet-shaped or
conical in order to reduce the pressure loss. For the same
reason the suction pipe shall be as short and straight as
possible. Also the suction and return pipes for the separator should not be located near each other. Recommendation for the design of the tank is given in the drawing
of the engine room arrangement. The tank must not be
placed so that the oil is cooled so much that the recommended lubricating oil temperature cannot be obtained.
A cofferdam between the system oil tank and the hull
plating is recommended.
Design data:
Oil volume
1.2 - 1.5 l/kW
Tank filling
75 - 80 %
41
Lubricating oil system, main engine (3V76E2058)
System components
Pipe connections
01
02
03
04
05
06
07
08
09
10
11
12
13
14
202
203
208
42

Thermostatic valve
Automatic filter
Suction strainer
Separator pump
Separator heater
Separator
System oil tank
Sludge tank
Suction strainer
Lubricating oil pump, standby

Lubricating oil to engine driven pump
Size
L32
DN150
DN200
DN100
V32
DN150
DN250
DN125
Lubricating oil system, auxiliary engines (3V76E2059)
System components
Pipe connections
Size
01
02
03
04
05
06
07
08
09
10
11
12
13
14
213
214
215
DN40
DN40
DN40

Thermostatic valve
Automatic filter
Suction strainer
Separator pump
Separator heater
Separator
System oil tank
Sludge tank
New oil tank
Renovated oil tank
Lubricating oil from separator and filling

Lubricating oil to separator and drain
Lubricating oil filling
43
7. Cooling water system

7.1. General
Circulating pump, direct driven, LT and HT circuit
Cylinder and turbocharger cooling as well as charge air

and oil cooling is arranged by using fresh water. The
pH-value and hardness of the water must be within
normal values and the chlorine and sulphate contents
should be as low as possible. To prevent rust forming in
the cooling water system, a corrosion inhibitor should be
added to the system, according to the instructions in the
instruction manual. The cooling water pipes of the engine
are made of steel.
As standard the engine is equipped with direct driven

centrifugal LT and HT circulation pumps.
To allow start on heavy fuel, the cooling water system

should be preheated to a temperature as near to the
operating temperature as possible, or min. 70C. Engines in which full load is applied immediately after start
should as well be preheated before start.
7.2. Internal cooling water system on the engine

Low temperature and high temperature circuits
The engine cooling circuit consists of a low temperature
(LT) circuit for cooling of the lubricating oil and the charge
air and a high temperature (HT) circuit for cooling of the
jackets, cylinder head and charge air.
The outlet temperatures of the LT and the HT circuits are
controlled by thermostatic valves.
Set point, HT-valve
91C
Set point, LT-valve
44C
Material:
- housing
- impeller
- shaft
- sealing
cast iron
cast iron
stainless steel
mechanical
Capacity
see Technical data
Pump curves for standard engines are shown in diagrams below.

These pumps are driven by the engine crankshaft
through gear transmission. On request, outlet and inlet
connections for a separate standby pump can be provided.
Shut-off valves are provided on the suction side of the
engine driven pumps and non-return valves on the delivery side.
Charge air cooler

The charge air cooler is of self-supporting type screwed
directly to the engine block.
A two-stage cooler is used with a low temperature circuit
cooled section and a high temperature cooled section,
which increases the amount of recoverable heat.

The lubricating oil cooler is built on the engine and fitted
in series with the charge air cooler. For technical data
see Lubricating oil system.
44
Pump diagram for engine driven HT- and LT-water pumps, in-line engines, 720 RPM (4V19L0291)
Pump diagram for engine driven HT- and LT-water pumps, in-line engines, 750 RPM (4V19L0292)
45
Pump diagram for engine driven HT- and LT-water pumps, 12V32, 720 / 750 RPM (4V19L0293a)
12V32, 750 RPM
12V32, 720 RPM
Pump diagram for engine driven HT- and LT-water pumps, 16V32 and 18V32, 720 / 750 RPM (4V19L0294a)
16V32 & 18V32, 750 RPM
16V32 & 18V32, 720 RPM
46
Internal cooling water system (4V76C2630a)
System components
Pipe connections
01
02
03
04
05
06
07
08
09
401
402
404
406
408
451
452
454
457
HT-cooling water pump

LT-cooling water pump
Charge air cooler (LT)
HT-thermostatic valve
LT-thermostatic valve
Turbocharger
Shut-off valve
Charge air cooler (HT)
HT-water inlet
HT-water outlet
HT-water air vent
Water from preheater to HT-circuit
HT-water from standby pump
LT-water inlet
LT-water outlet
LT-water air vent
LT-water from standby pump
Size
L32
DN100
DN100
OD12
OD28
DN100
DN100
DN100
OD15
DN100
V32
DN125
DN125
OD12
DN125
DN125
DN125
OD15
DN125
DIN 2576, PN 10 (401, 402, 408, 451, 452 and 457)

DIN 2353 (404, 406 and 454)
47
7.3. Design of the external cooling water

system
Standby circulating water pumps, LT- and

HT-circuit
Fresh water, pressure pipe
3.0 m/s
The pumps should be electric motor driven centrifugal

pumps. Concerning capacity, see technical data. The
delivery head of the pumps should be increased with the
actual flow resistance in the external pipes and valves.
Fresh water, suction pipe
2.5 m/s
Sea water, pressure pipe
Sea water pump
2.5 m/s
Sea water, suction pipe
1.5 m/s
The pipe dimensions in the cooling water system should

be based on the following maximum water velocities:
The fresh water pipes should be designed to minimize

the flow resistance as much as possible. The smaller the
pressure drop in the pipes the bigger pressure drop can
be allowed for the cooler.
The sea water pumps have to be electrically driven. The

capacity of the pumps are determined by the type of
central coolers used and the heat to be dissipated.
Drain tank
It is recommended to provide a tank for draining the
cooling water from the engines during maintenance so
that the water and cooling water treatment can be collected and reused.
Fresh water central cooler (4V47E0188a)
Engine
P
[kW]
Medium
Flow
[m/h]
Pressure
drop
[bar]
1 x 6L32
1635
FW
SW
75
97
1 x 8L32
2181
FW
SW
1 x 9L32
2453
1 x 12V32
Weight [kg]
Model
size
A
[mm]
B
[mm]
C
[mm]
dry
operating
0.6
1.2
312
377
295
905
1105
100
130
0.6
1.2
349
437
398
1225
1455
FW
SW
112
146
0.6
1.2
366
466
451
1225
1455
3384
FW
SW
130
169
0.6
1.2
870
1000
265
1065
1150
1 x 16V32
4349
FW
SW
175
227
0.6
1.2
927
1110
357
1365
1450
1 x 18V32
4894
FW
SW
195
253
0.6
1.2
951
1150
400
1365
1450
FW = Fresh water
SW = Sea-water
P = Heat to be dissipated
48
49
Fresh water central cooler

The fresh water cooler can be either a tube or a plate
cooler. Due to the smaller dimensions, lower cost and
good resistance to erosion, plate coolers are normally
used. The fresh water cooler can be common for several
engines, also one independent cooler per engine is used.
Design data:
Fresh water flow to central cooler = q
q m 3 / h = q LT +
3.6
4.19 Tout Tin
where
qLT [m/h] =
nominal LT-pump capacity,

see Technical Data
[kW] =
heat dissipated from jackets and charge

air (HT-section)
Tout =
HT-water temperature after engine

(= 91C)
Tin =
HT-water temperature before engine

(= 38C)
Pressure drop on the

fresh water side, max.
0.6 bar.
If the flow resistance in the external pipes is high it

should be observed when designing the cooler.
Sea water flow
acc. to cooler manufacturer,

normally 1.2 - 1.5 x the
fresh water flow
Pressure drop on sea water

side
normally 0.8 - 1.4 bar
Fresh water temperature after cooler (before
engine), max.
38C
Heat to be dissipated
see the heat balance in

Technical Data
Safety margin to be added 15% + margin for fouling
The tank should be equipped so that it is possible to dose

water treatment agents. The vent pipe of each engine
should drain to the tank separately, continuously rising,
and so that mixing of air into the water cannot occur (the
outlet should be below the water level).
Preheating pump
Engines which are started on heavy fuel require preheating of the high temperature cooling water. Standby auxiliary engines should have preheated cooling water, also
if in standby on MDO.
Design data of the pump:
Capacity
0.4 m/h x cyl.
Pressure
about 0.8 bar
Preheater
The energy required for heating of the HT-cooling water
in the main and auxiliary engines can be taken from a
running engine or a separate source. In both cases a
separate circulating pump should be used. If the cooling
water systems of the main and auxiliary engines are
separated from each other in other respects, the energy
is recommended to be transmitted through heat exchangers. When preheating, the cooling water temperature of the engines should be kept as near the operating
value as possible.
Design data:
Preheating temperature
min. 70C
Required heating power
about 3 kW/cyl
Preheating unit
A complete preheating unit can be supplied as an option.
The unit consists of the following parts:
Electric or steam heaters
Circulating pump
Control cabinet for heaters and pump
Safety valve
Expansion tank
One set of thermometers
The expansion tank should compensate for volume

changes in the cooling water system, serve as venting
arrangement and provide sufficient static pressure for the
circulating pumps.
For installations with several engines the preheater unit

can be chosen for heating up several engines. The heat
from a running engine can be used and therefore the
power consumption of the heaters will be less than the
nominal capacity.
Pressure from the

expansion tank
Volume
0.7 - 1.5 bar

min. 10% of the system
water volume, however,
min. 100 litres
Concerning engine water volumes, see Technical Data.
50
Preheating unit, electric (3V60L0562b)
Heater capacity
[kW]
Pump capacity
[m/h]
Weight
[kg]
Pipe connection
in/outlet
7.5
75
12
15
Dimensions [mm]
A
DN40
1050
720
610
190
460
93
DN40
1050
550
660
240
460
93
DN40
1050
720
660
240
460
18
95
DN40
1250
900
660
240
460
22.5
100
DN40
1050
720
700
290
480
27
103
DN40
1250
900
700
290
480
30
105
DN40
1050
720
700
290
480
36
125
DN40
1250
900
700
290
480
45
145
DN40
1250
720
755
350
510
54
150
DN40
1250
900
755
350
510
72
12
187
DN40
1260
900
805
400
550
51
Preheating unit, steam (4V60L0790)
Counter flanges DIN 2633 or DIN 2576 NP16 included.
Connections
A
B
C
D
52
HT-water inlet
HT-water outlet
Steam inlet
Condense outlet
DN50
DN50
DN25
DN25
Dimensions
Pump capacity
[m/h]
Heater capacity
[kW]
3
3
5.4
8
8
10
13
13
12
18
36
24
54
72
72
108
Type
3-12S
3-18S
5, 4-36S
8-24S
8-54S
10-72S
13-72S
13-108S
Waste heat recovery
Available heat in HT-circuit
The waste heat of the HT-circuit can be used for fresh

water production. An additional thermostatic valve
should be installed after the heat recovery equipment to
avoid heat loss through the central cooler.
The heat dissipated to the HT-circuit is shown in the

graph below. The recoverable heat will be about 10%
lower due to heat losses to the expansion tank, etc.
The set point of this valve should be 85C. In order to

maximize the FW production it is recommended to install
a circulating pump for maintaining the HT-water flow
constant through the FW generator, regardless of the
engine load.
Heat exchanger for recovery of waste heat

Design data:
Flow, according to optimum temperature program
Heat dissipation as function of load. See the graph
below.
Cooling water temperature.
The temperature of the high temperature cooling
water out from the engines is about 85C.
Heat dissipation in HT-circuit

120
Heat dissipation [% of max. ]
100
80
60
40
20
0
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95 100 105
Engine load [% mcr]
53
Cooling water system, main engine (3V76C2632b)
15
16
17
18
System components
01
02
03
04
05
06
07
08
09
10
11
12
13
14

Charge air cooler LT
Expansion tank
HT-preheating pump
HT-preheater
HT-standby pump
LT-standby pump
Central cooler
Sea-water pump
Sea-water standby pump
Sea-water filter
Discharge valve
Charge air cooler HT
Other sea-water cooled equipment
Pipe connections
401
402
404
406
408
451
452
454
457
HT-water inlet
HT-water outlet
HT-water air vent
HT-water from stand-by pump
LT-water inlet
LT-water outlet
LT-water air vent
LT-water from standby pump
Pipe dimensions
Connection size
401
402
404
406
408
451
452
454
457
L
V
DN100
DN125
DN100
DN125
OD12
OD12
OD28
DN100
DN125
DN100
DN125
DN100
DN125
OD15
OD15
DN100
DN125
54
Cooling water system, auxiliary engines (3V76C2633a)
System components
Pipe connections
01
02
03
04
05
06
07
08
09
10
11
12
13
401
402
404
406
451
452
454

Expansion tank
HT-preheating pump
HT-preheater
Thermostatic valve
Heat recovery
Central cooler
HT-water inlet
HT-water outlet
HT-water air vent
LT-water inlet
LT-water outlet
LT-water air vent
Pipe dimensions
Connection size
401
402
404
406
451
452
454
L
V
DN100
DN125
DN100
DN125
OD12
OD12
OD28
DN100
DN125
DN100
DN125
OD15
OD15
55
Cooling water system, auxiliary engines in common water system with main engine (3V76C2634a)
System components
Pipe connections
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
401
402
404
406
451
452
454
460
461

HT-preheating pump
HT-preheater
HT-stand-by pump
Heat recovery
LT-standby pump
Alternator cooler
Central cooler
HT-water inlet
HT-water outlet
HT-water air vent
LT-water inlet
LT-water outlet
LT-water air vent
LT-water to alternator cooler
LT-water from alternator cooler
Pipe dimensions
Connection size
401
402
404
406
451
452
454
460
461
L
V
DN100
DN125
DN100
DN125
OD12
OD12
OD28
DN100
DN125
DN100
DN125
OD15
OD15
56
8. Starting air system

8.1. Internal starting air system on the engine
All engines are started with compressed air with a nominal maximum pressure of 30 bar.
The start is performed by direct injection of air into the
cylinders through the starting air valves in the cylinder
heads.
V-engines are provided with starting air valves for the

cylinders on one bank. The master starting valve is built
on the engine and can be operated both manually and
electrically.
All engines have built-on non-return valves and flame
arresters.
Internal starting air system (4V76H1876a)
System components
Pipe connections
Size
01
02
03
04
05
06
07
08
09
301
DN32
Main starting air valve

Starting air distributor
Starting air valve in cylinder head
Blocking valve, when turning gear engaged
Air container
Pneumatic stop cylinder at each injection pump
Non-return valve
Starting booster for speed governor
Flame arrester
Starting air inlet
DIN 2635, PN 40
57
Starting air system (3V76H1847)
System components
Size
01
02
03
301
DN32
58
Starting air vessel

Oil and water separator
Starting air compressor
Starting air inlet
Oil and water separator
8.2. Design of the external starting air

system
The design of the starting air system is, in part, determined by the rules of the classification societies. The
number of starts required by the classification societies
is:
An oil and water separator should always be installed in

the pipe between the compressor and the air vessel. The
starting air bottles are equipped with a manual valve for
condensate drain. It is recommended to provide for a
timer controlled automatic drain valve after the manual
valve.
American Bureau of Shipping (ABS)
6 starts
Bureau Veritas (BV)
Det Norske Veritas (DNV)
The starting air pipes should always be drawn with slope

and be arranged with manual or automatic draining at the
lowest points.
Germanischer Lloyd (GL)
Lloyds Register of Shipping (LRS)
Starting air compressor
Maritime Register (MR)
Registro Italiano Navale (RINA)
In multi-engine installations, the number of starts is dependent on the number of engines. To determine the
required volume of the starting air vessel the following
values can be used:
Engine
6L32
8L32
9L32
12V32
16V32
18V32
30
30
30
30
30
30
10
10
10
10
10
10
0.7
0.9
0.9
1.0
1.2
1.3
A=
Nominal maximum pressure in bar (absolute

maximum pressure 33 bar)
B=
Minimum air pressure in bar for a safe start.

Applies to an engine room temperature of 20C.
At lower temperature higher pressure is required.
C=
Starting air consumption (average) per start, in

Nm, at 20C.
The above air consumptions apply to a 2 - 3 sec long start

impulse. This is also the shortest time required for a safe
start.
It shall be possible to fill the starting air vessel from

minimum to maximum pressure in 15 - 30 minutes. For
exact determination of the capacity, the rules of the
classification societies should be followed.
Configuration table (4V59L0168)

Configuration
Factor
Twin engines with clutches

on single propeller
1.5
Two engines
on two propellers
1.5
Double - twin engines

with clutches
on two propellers
Starting air vessel

The starting air vessel should be dimensioned for a
nominal maximum pressure of 30 bar. Recommended
volumes of starting air vessels are 125, 250, and 500
litres.
In multiple engine propulsion installations the minimum

capacity of the starting air vessels shall be multiplied by
the factor mentioned in table 4V59L0168.
59
Starting air vessel (3V49A0121)
Detail A
Starting air outlet
Leg.
Connection
Size
A
B
Starting air outlet

Filling, 125 l
Filling, 250 l and 500 l
Manometer connect.
Condense drain
Overpressure relief
Air relief valve
Drain
R"
R"
R"
R"
R"
C
D
E
F
G
60
Size
[litres]
125
250
500
Dimensions
[mm]
Weight
[kg]
L1*
1807
1767
3204
1917
1877
3329
320
480
480
140
270
470
* with drain in bottom
9. Turbocharger turbine washing system
9. Turbocharger turbine washing system

For washing of the turbine side of the turbocharger, fresh
water of 3 - 3.5 bar pressure is required.
Washing time and water volume flow required for each

turbine washing:
The washing is carried out during operation at regular

intervals, depending on the quality of the heavy fuel,
100 - 500 hours.
Engine
Turbocharger
Water flow [l/min]
6L, 12V
EGT 295, 297
12 - 19
Duration of the washing period is 5 - 10 minutes.
8-9L, 16-18V
EGT 355, 357
24 - 30
6L, 12V
ABB TPL 65
16 - 19
8-9L, 16-18V
ABB TPL 69
22 - 27
Turbocharger cleaning system (3V76A1021a)
System components
01
02
03
Shut-off and flow adjusting valve

Rubber hose
Bilge or sludge tank

502
503
Cleaning water to turbine, Quick coupling PN4

Cleaning water from turbine, DIN 2391
Pipe dimensions
Connection size
502
OD18
503
OD28
Note!
01
02
Shut-off and flow adjusting valve bulkhead

mounted in the engine room
Rubber hose length ~ 10 m
Pipe connection to the pressure reducing unit (01) is

OD28.
61
10. Engine room ventilation and combustion air
10. Engine room ventilation and combustion air

General
To obtain good working conditions in the engine room
and to ensure trouble free operation of all equipment
attention shall be paid to the engine room ventilation and
the supply of combustion air.
The air intakes to the engine room must be so located
that water spray, dust and exhaust gases cannot enter
the ventilation ducts and the engine room.
The dimensioning of blowers and extractors should ensure that an overpressure of about 5 mmWC is maintained in the engine room in all running conditions.
For the minimum requirements concerning the engine
room ventilation and more details, see applicable standards, such as ISO 8861.
Ventilation
The amount of air required for ventilation is calculated
from the total heat emission to evacuate. To determine
, all heat sources shall be considered, e.g.:
Main and auxiliary diesel engines
Exhaust gas piping
Alternators
Electric appliances and lighting
Boilers
Steam and condensate piping
Tanks
It is recommended to consider an outside air temperature
of not less than 35C and a temperature rise of 11C for
the ventilation air.
The amount of air required for ventilation is then calculated from the formula:
qv =
t c
The heat emitted by the engine is listed in the Technical

Data.
The ventilation air is to be equally distributed in the
engine room considering air flows from points of delivery
towards the exits. This is usually done so that the funnel
serves as an exit for the majority of the air. To avoid
stagnant air, extractors can be used.
It is good practice to provide areas with significant heat
sources, such as separator rooms with their own air
supply and extractors.
Combustion air
Usually, the air required for combustion is taken from the
engine room through a filter fitted on the turbocharger.
This reduces the risk for too low temperatures and contamination of the combustion air. It is imperative that the
combustion air is free from sea water, dust, fumes, etc.
The combustion air should be delivered through a dedicated duct close to the turbocharger(s), directed towards
the turbocharger air intake(s). Also auxiliary engines
shall be served by dedicated combustion air ducts.
For the required amount of combustion air, see Technical
Data.
If necessary, the combustion air duct can be directly
connected to the turbocharger with a flexible connection
piece. To protect the turbocharger a filter must be built
into the air duct. The permissible pressure drop in the
duct is max. 100 mmWC. See also Cold operating
conditions below.
Cold operating conditions

In installations intended for operation in cold air conditions restrictions for operation at low air temperature
must be considered. This might require preheating of the
combustion air and/or equipment to limit the cylinder
pressures.
qv =
amount of ventilation air [m/s]
To ensure starting, the min. inlet air temperature is

min. 5C:
total heat emission to be evacuated [kW]
For continuous idling, the min. inlet air temperature

is min. -5C.
density of ventilation air 1.15 kg/m
t =
temperature rise in the engine room [C]
The lowest permissible inlet air temperature at full

load is -20C.
c=
specific heat capacity of the ventilation air

1.01 kJ/kgK
62
Subzero inlet air temperatures require non-standard

equipment on the engine.
11. Crankcase ventilation
11. Crankcase ventilation

The crankcase venting should be arranged separately for
each engine. The vent pipe must be equipped with a
condensate trap and drain.
It is recommended to expand the crankcase air vent pipe

by one pipe dimension 1 - 2 meters from the engine. The
connection between the engine and the pipe is to be
made flexible.
Crankcase ventilation (4V60A1024a)
Pipe connections
701 Crankcase air vent
L32
V32
DN80 DIN2576
DN100 DIN2576
63
12. Exhaust gas system

The bends should be made with the largest possible
bending radius, minimum radius used should be 1.5 D.
Exhaust gas system design

Each engine should have its own exhaust pipe. A flexible
bellow has to be mounted directly to the transition piece
at the turbocharger outlet, to compensate for thermal
expansion and to protect the turbocharger from vibrations.
The exhaust pipe must be insulated all the way from the
turbocharger up and the insulation protected by a metal
plating or similar. Closest to the turbocharger the insulation should consist of a hook on padding to facilitate
maintenance. It is paramount to prevent the insulation
material from being drawn into the turbocharger.
It is imperative that the exhaust gas pipe is stayed with a

fixed support immediately (and in any case within 1 m)
after the flexible bellows of the turbocharger outlet as
shown in drawing 4V76A1017 so that any thermal expansion of the pipe is directed away from the engine and its
turbocharger.
The exhaust pipes should be provided with a water

separating pocket and drain.
The maximum allowable exhaust gas back pressure is
300 mmWC at full load.
The exhaust gas piping should be as short and straight

as possible.
Concerning exhaust gas quantities and temperatures,

see Technical Data.
Exhaust pipe connections (4V60A1023)
Pipe connection
501 Exhaust gas outlet
Pipe dimensions
6L32
8L32
9L32
12V32
16V32
18V32
DIN 2501, PN 2.5
Turbocharger
Wrtsil V32:
NS600
NS700
NS700
2 x NS600
2 x NS700
2 x NS700
Wrtsil L32:
TC at free end
TC at flywheel end
TC at free end
TC at flywheel end
EGT (Napier)
0 / 30
(A-bank)
0
90 to rear side
0
90 to rear side
ABB (TPL)
0 / 45
(A-bank)
0
45 to rear side
90 to rear side
0
45 to rear side
90 to rear side
64
Fixing of exhaust pipe (4V76A1833)
Silencer
When included in the scope of supply, the standard
silencer is an absorption silencer, equipped with spark
arrester. It is also provided with a soot collector and water
drain, but is without mounting brackets and insulation.
The silencer can be mounted either horizontally or vertically.
The noise attenuation of the standard silencer is either
25 or 35 dB(A).
Exhaust gas boiler

Each engine should have a separate exhaust gas boiler.
Alternatively, a common boiler with separate gas sections for each engine is acceptable. For dimensioning the
boiler, The exhaust gas quantities and temperatures
given in Technical Data may be used.
Particularly when exhaust gas boilers are installed attention must be paid not to exceed the maximum recommended back pressure.
Engine
Napier (7-series)
6L
8, 9L
12V
16, 18V
ABB (TPL)
A*
B*
A*
B*
360
450
360
450
600
700
600
700
400
500
400
500
600
700
600
700
*inner diameter
Exhaust silencer (3V49E0142)
Attenuation
Engine
6L32
8L32, 9L32
12V32
16V32
18V32
25 dB(A)
NS
600
700
800
900
1000
1300
1500
1700
1800
1900
705
810
920
1020
1120
300
300
300
300
300
L
4010
4550
4840
5360
5880
35 dB(A)
kg
kg
800
1250
1700
1900
2750
5260
6050
6340
6870
7620
1000
1600
2000
2400
3500
65
13. Control and monitoring system

13.1. General
All engines are equipped with the Wrtsil Engine Control System - WECS 2000. WECS is used for monitoring
and control of the engine. It is developed for the engines
and designed for harsh environment.
The various components of WECS are shown in Fig 1.

Only the components shown as engine mounted are
included in the delivery of the diesel engine.
Components of WECS (Fig. 1)
Superior monitoring system
RS-485, Modbus RTU
Hardwired signals
External system
Engine mounted
WECS 2000
START
ENGINE SPEED
STOP
LUBE OIL
LUBE OIL SHUTDO WN
STOP RELAY
LUBE OIL SHUTDO WNBLOCKI NG
HARDWIRED START BLOCKI NG
OPTIO NAL SHUTDO WN
RESET
ECU START
FUEL LIM ITER
OVERSPEED SHUTDO WN
EMER GENC Y STOP
U2
U3
U4
CAN
U5 BACKUP
SLOW TURNI NG
VAISALA
RS-485
VAISALA
FAILURE ALARM
ECU WATCHDO G
SPEED SWITCH 1
STOP/SHUTDO WNOVERR IDE
SPEED SWITCH 2
SHUTDOWN RESET
U1
HARDWIRED START
ECU STOP/SHU TDOWN

HARDWIRED STOP
RELAY
MODULE
LUBE OIL SHUTDO WNSWITCH FAILURE
REMOTE
OPTIO NAL SHUTDO WNSWITCH FAILURE
HT-WATER
Local Control
Panel with
backup
instruments
ENERG IZED STOP SOLEN OID FAILUR E
Local
Display
Unit
Relay
Module
Main
Control
Unit
The exact structure of the system, i.e. the number of

Distributed Control Units (DCU) and Sensor Multiplexer
Units (SMU), depends on the cylinder configuration.
All sensors on the engine are connected to the DCUs,
SMUs, Relay Module or Local Control Panel (LCP),
while the signals to and from the external system are
connected to the Main Control Unit (MCU) and the Relay
Module (RM). The engine parameters are shown on the
Local Display Unit (LDU).
Distributed
Control
Unit
Sensor
Multiplexer
Unit
WECS comprises:
Measuring of the engine and turbocharger speed
Engine safety system
- starting of the engine
- stopping of the engine
- start blocking
- automatic shutdown of the engine
- load reduction request
Signal processing of all monitoring and alarm sensors
Readout of important engine parameters on a graphical display
Data communication with external systems (e.g. alarm
and monitoring systems).
66
13.2. Power supply

It is recommended to install a separate power supply (24
V DC) to ensure that an external power failure will not
disturb WECS.
Three power supply lines shall be connected to WECS
as shown in Fig 2. The main supply feeds the WECS
units, while the backup supply only feeds stop related
functions in the Relay Module. The auxiliary supply feeds
auxiliary equipment on the engine (e.g. oil mist detector).
Main and auxiliary supplies may be connected to the
same power source. The maximum current need for main
and backup supplies is 5 A, because in normal operation
the safety backup supply is not loaded.
The backup supply is recommended to have a separate

power supply. Both power supplies are recommended to
be:
galvanically isolated from other equipment
in accordance with the classification societies requirements.
fed from the UPS system of the ship
Main and auxiliary supply:
24 V DC / 5 A
(18 - 32 VDC)
Backup supply:
24 V DC / 3 A
(18 - 32 VDC)
Max. ripple
500 mVp-p
WECS power supply (Fig. 2)
MCU supply 24 VDC
WECS
units
DCU1 supply 24 VDC
Relay
module
DCU2 supply 24 VDC
Main supply + 24 VDC
External
system
Backup supply + 24 VDC
LDU supply 24 VDC

Stop supply 24 VDC
Aux. supply + 24 VDC
Yard connections
13.3. Speed measuring
The following hardwired signals are available from the

speed measuring function:
The engine speed is measured by two pick-ups and the

turbocharger speed by one pick-up. One of the engine
speed pick-ups is connected to a DCU. The speed calculation is carried out in the DCU software. The DCU to
where the pick-up is connected will initiate a stop of the
engine in case of overspeed. The second engine speed
pick-up is connected to the Relay Module, which is
located in the MCU cabinet of the engine. The module
initiates a shutdown of the engine in case the overspeed
is not detected by the first pick-up. Shutdown due to low
lubricating oil pressure initiated by the Relay Module
(backup) is suppressed by the second speed pick-up.
Engine running output, potential free contact

(closed = running)
The turbocharger speed pick-up is connected to a DCU

or an SMU, depending on the structure of WECS. The
speed calculation of the turbocharger is carried out in the
DCU software.
Speed switch 3 output, potential free opto connection

(closed = speed over limit), (optional)
Overspeed alarm switch output, potential free contact

(closed = overspeed alarm)
Engine speed output, 4 - 20 mA for engine speed
0 - 1000 RPM, max. load 50
Turbocharger speed output, 4 - 20 mA for turbocharger
speed 0 - 30000 RPM, max. load 50
Engine speed pulse output, potential free opto connection, 0 - 400 Hz for engine speed 0 - 1000 RPM
Speed switch 4 output, potential free opto connection

(closed = speed over limit), (optional)
67
13.4. Safety system
Emergency start of the engine
The safety system is implemented in the software of the

WECS. In addition, there are some redundant safety
functions in the Relay Module. The safety system can be
split into five major parts: starting, stopping, start blocking, shutdowns and load reduction requests.
Would the electrical system fail, the engine can be started

by operating the master starting valve manually. Note
that the start is mechanically blocked, if the stop lever on
the engine is in STOP position, or pneumatically blocked,
if the turning gear is engaged.
STARTING
STOPPING
Normal start of the engine

The engine is started by opening the master starting
valve. The solenoid valve controlling the master starting
valve is activated by pressing the START button on the
engine or remotely via the remote start input. Optionally
the start sequence can also be initiated via the Modbus
communication link.
When starting, the diesel engine accelerates to a predeterminated speed set by the governor. Usually, the engine is accelerated to idling speed, but can also run up
to rated speed. When an electrical start fuel limiter is built
into the governor, it is engaged by WECS during the
acceleration period to optimize the fuel demand. When
starting manually, the acceleration can be controlled by
the stop lever.
The engine is stopped by turning the stop lever to the

stop position or by energizing two solenoid valves. One
valve operates the pneumatic cylinders on the injection
pumps cutting the fuel injection. The other valve acts on
the speed governor. The solenoid valves are energized
by pressing the STOP button on the engine or remotely
via the remote stop input. Optionally the solenoid valves
can also be activated via the Modbus communication
link.
When two engines are connected to a common reduction
gear it is recommended that the clutches are blocked in
the OUT position when the engine is not running. When
an engine is stopped, the clutch should open to prevent
the engine from being driven through the gear. At an
overspeed shutdown signal the clutch should remain
closed.
Note!
The stop sequence of the MCU is shown in Fig 4.
The start sequence may vary depending on the installation
The following hardwired signals are available to/from the

stopping function:
The engine will not start after a shutdown, before either

local or remote reset button is pressed.
Inputs
The start sequence of the MCU is shown in Fig 3.
remote stop input, potential free contact required

(stop = closed)

starting function:
remote reset shutdown input, potential free contact

required (reset = closed)
Inputs
external shutdown 1 input, potential free contact

required (shutdown = closed)
remote start input, potential free contact required

(start = closed)
black-out start input, potential free contact required
(start = closed)
Outputs
indication output: ready for start, potential free opto
connection (ready = closed)
indication output: start failure, potential free opto
connection (failure = closed)
Blackout start of emergency genset

It is possible to configure a blackout start input. This
means that the startblock checking is skipped. The blackout start command shall be given manually or by the
external automation system. The blackout start is not
possible, if prelubrication has been off for more than 5
minutes.
68
external shutdown 2 input, potential free contact

required (shutdown = closed), (optional)
shutdown override input, potential free contact
required (override = closed)
Outputs
indication output: shutdown, potential free opto
connection (shutdown = closed)
engine stop/shutdown output, potential free
contact (stop/shutdown = closed)
run/stop output to the electronic speed governor (if
used), potential free opto connection (closed =
stop)
Engine stop/shutdown output is always closed when the
stop signal is active, while indication output shutdown
only is closed when an automatic shutdown has occurred. Consequently indication output shutdown can
be used to control the shutdown reset indicator lamp.
Start sequence (Fig. 3)
BLACK OUT
START?
2.0
NOT BLACK OUT

START HW: X6:17-18
BLACK OUT START

HW: X6:17-18 AND ENGINE
WITHOUT SLOW TURNING
FEATURE
INITIATE
START BLOCK CYCLE
2.1
BLACK OUT START

HW: X6:17-18 AND ENGINE
WITH SLOW TURNING
FEATURE
START BLOCK CYCLE

=0
2.2
SET MODBUS: READY

FOR START MODE
S CLEAR MODBUS: START

BLOCKED MODE
START BLOCK CYCLE
=1
ACTIVATE HW: X1:7

READY FOR START IND
2.11
START CYCLE = 1
2.3
S CLEAR MODBUS:READY
FOR START
START BLOCK CYCLE

=1
S CLEAR MODBUS:READY
FOR START
S
ENGINE WITHOUT
SLOW TURNING FEATURE
NO SLOW
TURNING
2.4
ENGINE WITH SLOW

TURNING FEATURE
SLOW
TURNING
2.5
3.7
=1
2.6
SET MODBUS: START

BLOCKED MODE
S INDICATE START BLOCK

SOURCE IN MODBUS
2.9
DEACTIVATE HW: X1:7

READY FOR START IND
DEACTIVATE HW: X1:7

READY FOR START IND
=1
2.0
=1
ACTIVATE START
C
SOLENOID 5s IF SPEED
L
< START SPEED LIMIT
t1 = 0
2.7
ACTIVATE SLOW
TURNING SOLENOID 5s
C
IF SPEED < START
L
SPEED LIMIT (IF W32,
WV32)
ACTIVATE START
C
L SOLENOID 5s IF SPEED
=1
2.8
=1
NO OPERATION
SPEED > RUN LIMIT AND t1 < 30 s
2.9
S CLEAR MODBUS:
START ATTEMPT
S
SPEED < RUN LIMIT AND t1 > 30 s
2.10
DEACTIVATE HW: X1:8

START FAILURE IND
START SEQUENCE
ENDS
L
S
SET MODBUS: FAILED

START ATTEMPT
t = 20 s
L
S
SET MODBUS: START

BLOCKED MODE
L
S
ACTIVATE HW: X1:8

START FAILURE IND
t = 20 s
20 s / X2.10
2.0
69
Stop sequence (Fig. 4)
70
START BLOCKING
Main engine shutdowns
An engine start is blocked by the following conditions:
The required safety shutdowns depend on the classification society and the type of installation. The following are
usually compulsory:
low prelubricating oil pressure

turning gear engaged
stop lever in stop position
local/remote switch in local position (blocks the remote
start)
local/remote switch in remote position (blocks the local
start)
low lubricating oil pressure

engine overspeed
oil mist detection
external shutdown input
emergency stop input
external start blocking 1 input
Auxiliary engine shutdowns
external start blocking 2 input, (optional)
The following are shutdown conditions on most installations:

start blocking function:
Inputs

engine overspeed
external start blocking 1 input, potential free

contact required (start blocked = closed)
oil mist detection
external start blocking 2 input, potential free

contact required (start blocked = closed), (optional)
emergency stop input
Outputs
indication output: local control mode, potential free
opto connection (local mode = closed)
If a start blocking is active, it is not possible to start the
engine. On the Modbus communication link an alarm is
raised for each active start blocking. Start blockings are
ignored in case of a blackout start.
SHUTDOWNS
An engine shutdown is carried out in the same way as a
normal stop, i.e. by energizing two solenoid valves. The
sensors used for shutdown are of analogue type, and the
shutdown levels are defined in the WECS software.
The shutdown is latching, and a shutdown reset has to
be given before it is possible to re-start. Naturally, before
this, the reason of the shutdown must be investigated.
The reason of any shutdown will be indicated on the
Modbus communication link to the external systems.
external shutdown input

high cooling water temperature
high main bearing temperature
high cylinder liner temperature
Shutdown backup system

Some shutdown functions of the WECS are backed up
in the Relay Module, which is an independent hardwired
system. These functions are:
overspeed trip
optional shutdown switch
Also the emergency stop button is connected to the
Relay Module.
The lubricating oil pressure shutdown is initiated by a
dedicated pressure switch. The shutdown is suppressed
at low engine speed and at stand-still.
The Relay Module is using a separate speed sensor
(proximity switch) for generating an overspeed trip. The
trip level is set slightly higher than the level in the WECS
configuration, and the function is latching.
71
LOAD REDUCTION
Main engine load reductions
On main engines the following conditions will cause a
load reduction request:
high lubricating oil temperature
low cooling water pressure
high cooling water temperature
high main bearing temperature
high exhaust gas temperature
high exhaust gas temperature deviation
high cylinder liner temperature
There is one hardwired signal from the load reduction
function: load reduction request. It is a potential free opto
connection and closes when load reduction is requested.
The external control system or the power management
system should reduce the load demand on the engine.
If the load reduction is not made automatic, an alarm
should be raised requesting the operator to manually
reduce the load.
Auxiliary engine load reduction

There are no conditions that will cause load reduction
request on auxiliary engines.
When the alarm condition is over, the following actions

are taken:
On the LDU the measured value is shown as normal
text
On the Modbus the alarm bit is set to value 0
Common engine alarm is deactivated, if there are no
other active alarms
The following hardwired signals are available from the
alarm function:
Common engine alarm, potential free opto connection
(alarm = open)
RM failure, potential free contact (alarm = open)
WECS failure, potential free opto connection
(alarm = open)
Load switch, potential free opto connection
(high load = closed)
Note! WECS shall not be considered an alarm system.
The Modbus link shall be connected to the ships alarm
system, where latching and acknowledge of alarms shall
be handled.
STANDBY PUMP OUTPUTS

In installations with standby pumps, the WECS system
has an optional DMI4-card with four (4) standby pump
start outputs available:
ALARMS
HT-water
The following settings can be configured for any measured data item
LT-water
Alarm limit
Alarm condition
Blocked at standstill
Startup delay
These settings are documented in the Modbus list of the
engine. An alarm condition generates the following actions:
On the LDU the measured value is shown inverted
An alarm message is printed on the history page of the
LDU
On the Modbus the alarm bit is set to value 1
Common engine alarm is activated
Fuel oil
Lubricating oil
If pressure drops below a preset level, WECS activates
the standby output. 24VDC is fed to the standby pump
starter and the standby pump should be started. Also an
alarm on the Modbus is given.
When the pressure is raised to normal level by the
standby pump, both the standby output and alarm from
WECS is reset, thus meaning no latching of the output(s)
is done in WECS. Latching must instead be done in the
standby starter and alarm system respectively. The reason for the pressure drop should be investigated as soon
as possible.
Stop of the standby pump should ALWAYS be a manual
operation. Before stopping the standby pump, the reason
for the pressure drop must have been investigated and
rectified.
Due to classification requirements, the standby pump
output and the Modbus alarm is triggered in case of a
sensor failure.
72
WECS BLOCK DIAGRAMS

An overview of the hardwired input signals is shown in Fig 5.
Hardwired inputs (Fig. 5)

Remote start
Main
Control
Unit
(MCU)
Remote stop
External
system
Remote reset
Remote standby request
External shutdown 1
External start block 1
Black-out start
External shutdown 2
Option
External start block 2

Shutdown override
Emergency stop
Relay
module
Option
Shutdown override
Emergency stop
Yard connections
An overview of the hardwired output signals is shown in Fig 6. There are two types of ON/OFF output signals: potential
free contacts and potential free opto connections.
Hardwired outputs (Fig. 6)

Engine speed (4 - 20 mA)
Turbo A speed (4 - 20 mA)
Turbo B speed (4 - 20 mA)
Local control mode
Main
Control
Unit
(MCU)
Ready for start mode
Engine speed (4 - 20 mA)
Isolating
converters
Opto
relays
Turbo A speed (4 - 20 mA)

Turbo B speed (4 - 20 mA)
External
system
Local control mode indication

Ready for start indication
Start failed mode
Start failure indication
Shutdown mode
Shutdown indication
Supply to indications
Prelubricating pump control
Prelubricating pump control
Load reduction request
Load reduction request
Common engine alarm
Common engine alarm
WECS failure
WECS failure
Engine speed pulse
Run / stop
Engine speed pulse
Relay
Module
Engine stop & shutdown

Speed switch 3
Option
Speed switch 4
Load switch
Fuel oil standby pump control
RM failure
Engine running
Overspeed alarm switch
Engine stop / shutdown
Speed switch 3
Optional
opto
relays
Speed switch 4
Option
Load switch
Fuel oil standby pump control
Lube oil standby pump control
Lube oil standby pump control
HT water standby pump control
HT water standby pump control
LT water standby pump control
LT water standby pump control
Yard connections
73
The principle of the output signals is shown in Fig 7 and Fig 8.
Potential free contact (Fig. 7)
Potential free opto connection (Fig. 8)
Breaking capacity max. 2 A, 30 V DC
Breaking capacity max. 3 A, 24 V DC

Opto relay
Relay
24 V DC
24 V DC
0V
0V
Yard connection
Yard connection
13.5. Speed control

Main engine speed control
The engines are normally provided with mechanical/
hydraulic governors prepared for pneumatic or electric
remote control.
The standard type of governors used are:
Woodward PGA 58
Governors are, as standard, equipped with a built-in

delay of the speed change rate so that the time for speed
acceleration from idle to rated speed and vice versa at
speed decrease is 10...12 seconds.
Generating set speed control

Generator engines are usually provided with mechanical/
hydraulic governors for electric speed setting.
The standard type of governors used are:
Both governors are equipped with a shutdown solenoid

and with either a pneumatic smoke limiter or with an
electrical start fuel limiter.
If an electronic speed governor is specified, a Woodward

PG-EG type actuator or similar can be used.
Both governors are equipped with speed setting motors

for synchronizing, load sharing and frequency control.
They are also equipped with a shutdown solenoid and an
electrically controlled start fuel limiter. The synchronizing
is operated by ON/OFF control as increase or decrease by polarity switching (PGG 58) or by activating
two coils, one for incrementing and the other one for
decrementing (Europa 1102).
The idling speed is selected for each installation based

on calculations, for CP-propeller installations at 60 - 70%
of the nominal speed and for FP-propeller installations at
about 40 - 50%.
The standard control air pressure for pneumatically controlled governors is:
p = 0.00857 * n - 1.43
p = control air pressure [bar]
n = engine speed [RPM]
Governors for engines in FP-propeller installations are
provided with a smoke limiter function, which limits the
fuel injection as a function of the charge air pressure.
Governors for engines connected to a common reduction
gear are specially adapted and adjusted for the same
speed droop, normally 4%, to obtain basic load sharing.
In addition, it is recommended to arrange external load
sharing based on the fuel rack position transducer.
Woodward PGG 58
Normal speed change rate is about 0.3 Hz/s.

Engines, which are to be run in parallel have governors
specially adapted for the same speed droop, about 4%,
to obtain basic load sharing. During load sharing and
frequency control, the external load sharing system
(PMS) must have a control deadband implemented, allowing for an uneven load or frequency drift of 1 - 2%.
If electronic type speed governors are specified, Woodward PG-EG type actuators or similar can be used.
Electronic governors are recommended for diesel-electric main engines.
Optionally, electronic speed controls with isochronous

load sharing can be specified for engines connected to a
common reduction gear.
74
13.6. Electric prelubricating pump
Code
Name
Type
All diesel engines are equipped with an electric prelubricating pump. The pump is normally used in the following
cases:
LS103A
LS103B
LS106A
LS106B
LS108A
LS108B
PT101
TE101
LS204
PT201-1
PT241
PDY243
TE201
TE231
PT301
PT311
PT401
PT471
TE401
TE402-1
TEZ402
TE422A
TE422B
TE432
TE432A
TE471
TE472
TE482
TE511
TE517
TE51CA..
TE622
PT622
PDT623
PDT633
QU700
TE700...
TE711A...
PT700
GT165
GS171
ST173
ST174
SE518
SE528
GS792
PSZ201
Fuel oil leakage, inj. pipe A-bank

Fuel oil leakage, inj. pipe B-bank
Fuel oil leakage, clean fuel A-bank
Fuel oil leakage, clean fuel B-bank
Fuel oil leakage, dirty fuel A-bank
Fuel oil leakage, dirty fuel B-bank
Fuel oil pressure, inlet
Fuel oil temperature, inlet
Lube oil level (if wet sump)
Lube oil pressure, inlet
Lube oil pressure, filter inlet
Lube oil filter pressure difference1)
Lube oil temperature, inlet
Lube oil temperature, LOC inlet
Start air pressure
Control air pressure
HT-water pressure, inlet
LT-water pressure, inlet
HT-water temperature, inlet
HT-water temperature, outlet
HT-water temperature, engine outlet
HT-water temperature, TC A outlet 5)
HT-water temperature, TC B outlet 5, 6)
HT-water temperature, CAC outlet 7)
HT-water temperature, CAC outlet
LT-water temperature, CAC inlet
LT-water temperature, CAC outlet
LT-water temperature, LOC outlet
Exhaust gas temp., turbo inlet 2)
Exhaust gas temp., turbo outlet
Exhaust gas temp., cylinder outlet 3)
Charge air temperature, inlet
Charge air pressure, inlet
CAC pressure difference, A-bank
CAC pressure difference, B-bank 6)
Oil mist detector, alarm
Main bearing 0 temperature 4)
Cylinder liner temperature1 3)
Crankcase pressure
Fuel rack position
Stop lever in stop position
Engine speed
Engine speed, backup system
Turbocharger A speed
Turbocharger B speed 6)
Turning gear engaged
Lube oil pressure, inlet (backup syst.)
b
b
b
b
b
b
a
a
b
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
b
a
a
a
a
b
a
a
a
a
b
b
For filling the lubricating oil system of the diesel engine

before start, for example when the engine has not run for
a long time.
For continuous prelubricating of a stopped diesel engine,
through which heavy fuel is circulating.
For continuous prelubricating of a stopped diesel engine
in a multi-engine installation always when one or more
engines are in operation.
The automatic starting and stopping of the prelubricating
pump can be controlled by the prelubricating pump
output with the switch point 250 rpm.
13.7. Preheating of cooling water

Preheating of the cooling water has to be arranged on
engines which are in standby on heavy fuel and for all
engines which are arranged for instant load application.
Preheating is preferably controlled automatically. In an
installation with several engines and a common preheater the circulating pump should start when one engine
stops and stop when all engines are running.
The function should be checked for each installation
depending on the design of the cooling water system.
Automatic starting and stopping of the circulating pump
can be controlled by the engine running output with the
switch point 250 rpm.
13.8. Monitoring and alarm sensors

WECS signal processing
In WECS the data acquisition is distributed. The sensors
are connected to the distributed units - SMUs or DCUs
- which are located close to groups of sensors. In the
SMU the signal is measured, filtered, linearized and
checked for errors and sent to a DCU over a serial link.
The DCU does the same as the SMU for sensors connected directly to the DCU. In addition the DCU performs
the validity, alarm, load reduction request and shutdown
checks for both the signals from the SMUs and from
DCU itself. Signals are then sent over a CAN link to the
MCU. Only start and stop related switches are connected
directly to the MCU. Backup sensors are connected to
the Relay Module.
Measured values are in analogue mode only from the
sensor to the DCU/SMU. After that the values are in
digital mode.
Sensors for remote monitoring and alarms

The following standard set of sensors for monitoring,
alarm and safety are mounted on the engine.
a analogue sensor
b binary (ON/OFF) sensor
1)
calculated value (not a separate sensor)

1 - 4 pcs, depending on exhaust gas system
3)
2 pcs/cylinder
4)
(n + 2) pcs, where n = number of cylinders / bank
5)
Only if EGT turbocharger
6)
Only if V-engine
7)
Only if two stage CAC
2)
75
Note!
All sensors are connected to WECS and can only communicate with the remote alarm & monitoring system by
means of the Modbus communication link. The only
hardwired signals existing are those listed in the Safety
system, see paragraph 13.4.
Even if the above mentioned sensors are considered as
standard the amount and type of sensors can vary,
depending on the needs for various installations. The
actual set of sensors and other electrical equipment
mounted on the engine, as well as alarm set points, can
be found in the installation specific instructions.
13.9. Instrumentation
LOCAL DISPLAY UNIT
The Local Display Unit (LDU) replaces the traditional
pressure gauge panel, the thermometers and other instruments. It is connected to the MCU, which sends the
necessary data to the display. Three different pages can
be displayed:
the meter page
the history page
the status pages
Meter page
The load balance of the cylinders is shown as temperature deviation for each cylinder from the average temperature of all cylinders.
In the lower part of the meter window the following
pressures and temperatures are normally shown:
HT-water pressure, inlet
LT-water pressure, inlet
Charge air pressure, inlet
HT-water temperature, outlet
LT-water temperature, inlet
Charge air temperature, inlet
The message window is the bottom part of the display
area. The window shows the status of the engine.
The history page

The history page shows the latest events of the engine,
e.g. engine being started, alarms, shutdowns, etc. In the
case of alarm and shutdown the sensor codes and set
point limits are also indicated.
The meter page is divided into two different sub windows:

the meter window and the message window.
The status pages
In the meter window the parameters are shown as

graphical meter images with explanatory text and exact
numerical value below the meter. Abnormal values are
shown in inverted colours.
There are always several status pages. The number of

pages vary depending on the number of sensors in the
WECS. One status page show either all connections to
a specific SMU/DCU or values of logical sensor groups
like for example main bearing temperatures.
Three important parameters of the engine are at the

upper part of the meter window:
the engine speed
the load balance of the cylinders
the fuel rack position
76
BACKUP INSTRUMENTS
In addition to the LDU there are three backup instruments
that are independent of the rest of the system. The three
instruments are: engine speed, HT cooling water temperature and lubricating oil pressure.
13.10. Modbus communication link
MODBUS RTU PROTOCOL
The communication between the external system and

the WECS is done via Modbus communication link.
Modbus is a standard defined by Modicon primarily for
use in industrial applications.
The WECS uses the transmission mode RTU and the

following commands are in use at the moment:
Modbus is a binary data transfer protocol. In the WECS

the Modbus serial link is used for getting measurement
data and status information from the MCU to the external
alarm & monitoring system. Optionally the Modbus communication link can be used for controlling the engine
through the MCU (e.g. starting and stopping the engine).
The MCU always functions as a slave in a Modbus
network, i.e. the alarm & monitoring system is always the
master. The physical connection is standard 4-wire RS485 with optical isolation at the MCU side.The used
communication parameters are: baud rate 9600, 8 data
bits, 1 stop bit and no parity.
Modbus communication link (Fig. 9)
Standard Modbus RD-
Main
Control
Unit
(MCU)
Standard Modbus RD+
External
system
Standard Modbus SDStandard Modbus SD+
Option Modbus RDOption Modbus RD+
Option
Option
Option Modbus SDOption Modbus SD+
02
Read Input Status

offset 10000
1 = ON or ALARM
0 = OFF or NORMAL
returns information about alarm, shutdown and
load reduction packed into bit fields
04
Read Input Registers

offset 30000
returns sensors values as 2s complement two
byte integers
05
Force Single Coil

offset 0
FF 00 hex = ON
00 00 hex = OFF
sets database items in the MCU
The WECS returns exception response in case of an

illegal query. This kind of situation may occur if the master
tries to use function that is not supported by the WECS.
The exception response is formed according to instructions given in Appendix A of the Modicon Modbus Protocol Reference Guide.
Note!
The commands follow the Modicon Modbus Protocol
Reference Guide, PI-MBUS-300 Rev. D, March 1992. A
misprint on page 113 should be noticed. The reference
guide states in section Placing the CRC into the Message that When the 16-bit CRC (2 8-bit bytes) is transmitted in the message, the low-order byte will be
transmitted first, followed by the high-order byte. It
should be the other way around, i.e. When the 16-bit
CRC (2 8-bit bytes) is transmitted in the message, the
high-order byte will be transmitted first, followed by the
low-order byte. For example, if the CRC value is 1241
hex (0001 0010 0100 0001).
CRC byte sequence (Figure 10)
Addr
Func
Data
count
Data
Data
Data
Data
CRC
Hi
CRC
Lo
12
41
77
Packets in Modbus
Reply message:
Modbus packets are binary. The packets are recognized

with delays in communications. All communication is
initiated by a master, the slaved can send data only when
requested.
01
03
...
FF
FF
A 1.5 character delay means that the packet was interrupted and should be discarded by recipients. A 2.5
character delay means that the next character starts a
new packet.
slave address, same as in the poll message

function code, same as in the poll message
data
CRC high byte
CRC low byte
Two byte binary numbers are sent HIGH BYTE FIRST.
Message format
The general message format is described below.
Poll message:
01
03
...
FF
FF
slave address (id)

function code
parameters
CRC high byte
CRC low byte
Modbus address tables

The table below lists some example lines of the Modbus
protocol used in the WECS.
Code name
Modbus addresses
Norm.
External commands:
OS731
Engine start
OS732
Engine stop
Stop
Load
red.
Alarm
condition
00001
00002
Fuel oil:
LS103A
LS106A
LS108A
PT101
TE101
Fuel oil leakage, injection pipe

Fuel oil leakage, clean fuel
Fuel oil leakage, dirty fuel
30004
30005
Lube oil:
LS204
PT201-1
PT241
PDY243
TE201
TE231
Lube oil level

Lube oil pressure, filter inlet
Lube oil filter pressure difference
Lube oil temperature, LOC inlet
30008
30009
30010
30011
30012
78
Alarm
WECS
scale
10001
10002
10003
10004
10007
10008
10010
10011
10
1
11008
12011
10
10
10
1
1
high
high
high
low
low
low
high
high
Data addressing and requests
Two examples of sequences are shown in the following:
Registers in a Modbus slave are addressed starting with

1 (e.g. 30001, 10001,110001,12001). In contrast the poll
messages refer to registers beginning with 0 and without
the tens thousands (e.g. 0, 0).
Sequence 1:
30001 ... 30125
10001 ... 10250
11001 ... 11250
12001 ... 12250
30126 ... 30250
10001 ... 10250
11001 ... 11250
12001 ... 12250
30001 ... 30125
...
Scaling is needed, because Modbus can transfer only

integers. The value of the signal is scaled with the scaling
factor. When reading this value in the alarm & monitoring
system it must be re-scaled with 1/scaling factor, i.e. in
the case of Fuel oil pressure with 0.1.
Values in addresses beginning from 00001 can be set
with command 05 (offset 0).
Addresses beginning from 30001 contain analogue values of the signals. The analogue value is below -900, if
the status of the measured value is not normal in the
MCU database. The status may be abnormal for several
reasons; sensor failure, update delayed more than 60
seconds or measured value out of range. Consequently
error information is read from analogue address series
for all sensors, including binary ON/OFF switches. Every
signal of the engine has its own address in this series. All
unused addresses are set to value 0. These addresses
can be read with command 04 (offset 30000).
The alarm/stop/load reduction information of the signal
is represented in addresses beginning from 10001. This
series is divided so that alarm values begin from 10001,
stop values from 11001 and load reduction values from
12001. Binary and switch information is normally read
only from these addresses, not from analogue address.
The information in this series is of ON/OFF type. Alarm
ON situation is indicated with value 1, whereas alarm
OFF situation is indicated with value 0. The information
can be read with command 02 (offset 10000).
In multiple engine projects it is recommended to have a
separate Modbus network for each engine.
Normally, a Modbus master cannot poll all analog addresses on one query (Modbus Reference Guide recommends maximum 125 addresses per query). Therefore
several queries are required for analog address series
whereas alarm/stop/load reduction address series require one query per address series. The exact analog
value is not normally as time critical as the alarm/stop/
load reduction information. Therefore binary addresses
are sometimes polled more often than analog addresses.
The bus is 55 - 60% loaded when analog addresses are

read once every 2 seconds and binary addresses once
every second.
Sequence 2:
30001 ... 30085
10001 ... 10250
11001 ... 11250
12001 ... 12250
30086 ... 30170
10001 ... 10250
11001 ... 11250
12001 ... 12250
30171 ... 30250
10001 ... 10250
11001 ... 11250
12001 ... 12250
30001 .. .30085
...
The bus is 55 - 60% loaded when analog addresses are
read once every 2.5 seconds and binary addresses once
every 0.83 second. Update rate of analog blocks may
also vary.
In the sequence 2, the update frequency is lower for
analog addresses and higher for binary addresses than
in the sequence 1. Messages are also shorter in sequence 2, which is good in case of failed transmission.
The purpose of this example is to show that in every
project the correct update rate must be carefully investigated for all data blocks. This is the only way to guarantee
safe and optimized communication.
More detailed information about addresses and alarm/
stop/load reduction limits is represented in installation
specific instructions.
79
14. Seating
14. Seating
14.1. General
Main engines are usually rigidly mounted to the foundation, either on steel or resin chocks. Diesel generator sets
are flexibly mounted on rubber elements. Also main
engines can be flexibly mounted, if required.
The foundation should be stiff in all directions to absorb

the dynamic forces caused by the engine. Especially the
foundation of the propeller thrust bearing (the reduction
gear) should be dimensioned and designed so that harmful deformations are avoided. Dynamic forces caused by
the engine appear from the table.
External forces and couples (1V93C0025)
8L32
720
750
48
50
5.3
5.7
9L32
720
750
12
12.5
44
47
44
47
24
25
26
28
16V32
720
750
48
50
4.6
4.9
3.2
3.5
18V32
720
750
12
12.5
57
62
57
62
24
25
30
32
22
24
80
FZ
[kN]
MZ
[kNm]
Frequency MY
[Hz]
[kNm]
Speed
[RPM]
Frequency FY
[Hz]
[kN]
Frequency MY
[Hz]
[kNm]
Engine
MZ
[kNm]
couples and forces = zero or insignificant
14. Seating
14.2. Rigid mounting

Installation of main engines
Holes for holding down bolts must be drilled through the
seating top plate. The holes for the bolts shall have a
diameter, 44, except those holes which are to be
reamed and equipped with fitted bolts. The holes can be
drilled through the holes in the engine feet.
The mounting bolts are through-bolts with a lock nut at
the lower end and a hydraulically tightened nut at the
upper end. One fitted bolt is used on each side of the
engine closest to the flywheel. All other bolts are clearance bolts.
The bolts are tightened with the hydraulic tools supplied
with the engine. The necessary hydraulic pressure is
calculated from:
phyd = Fbolt / (Apiston [N/mm] x C)
The hydraulic tool has an effective piston area
The design of the clearance and the fitted bolts is shown

in drawings 1V69A0144 and 1V69A0145.
The bolts are designed as tensile bolts, with a reduced
diameter, 35, to ensure a sufficient elongation and thus
avoid loosening. The bolts are dimensioned so that a
sufficient elongation is achieved if using St 52-3 and
tightening the bolts to 80% of the yield point. It is however
recommended to use 34CrNiMo6V (or similar) which will
result in a better elongation already when tightened to
60% of the yield point. In order to assure proper fastening
and avoid bending stress in the bolts, the contact faces
of the nuts shall be spotfaced.
Oil pressure to be used for the hydraulic tool:
34CrNiMo6V
bolt = 60% x 785 N/mm = 471 N/mm

Fbolt = 471 N/mm x
Phyd =
Apiston = 7130 mm
C=
Coefficient considering the setting of the bolt

connection when the load is transferred from
the hydraulic tool to the nut. For relatively
short bolts, such as the engine holding down
bolts, C = 0.85 should be used.
Side supports must be installed for all engines. On six,

eight, twelve and sixteen cylinder engines, two supports
on each side of the engine are used and on nine and
eighteen cylinder engines three on each side. If resin
chocks are used, an additional side support shall be fitted
on each side closest to the flywheel. The side supports
are to be welded to the seating top plate before aligning
the engine and fitting the chocks. An acceptable bearing
surface must be obtained on the wedges of the side
supports.
Fitting on steel chocks

The seating top plate is usually inclined outwards with
regard to the centre line of the engine. The inclination of
the supporting surface should be 1:100. Otherwise, the
seating top plate should be designed so that the wedgetype chocks can easily be fitted into their position.
The size of the chocks should be 250 x 150 mm and they
should have an inclination of 1:100. The chocks are
preferably made of steel but also cast iron chocks are
permitted.
When fitting the chocks, the supporting surface of the
seating top plate should be machined so that a good
bearing surface on both sides of at least 70% is obtained.
The cut out in the chock shall be 44 mm (M42 bolts) for
all chocks, except those, which are to be reamed and
equipped with fitted bolts.
Tightened to 60% of yield point
St 52-3
352
= 453155 N
4
453155 N
= 748 bar
7130 mm2 0.85
Tightened to 80% of the yield point
bolt = 80% x 335 N/mm = 268 N/mm

Fbolt = 268 N/mm x
Phyd =
352
= 257846 N
4
257846 N
= 425 bar
7130 mm2 x 0.85
Fitting on resin chocks

Installation of main engines on resin chocks is permitted
provided that the requirements of the classification societies are fulfilled. The principal dimensions of the chocks
are 400 x150 mm.
During normal operating conditions, the supporting surface of the engine feet has a maximum temperature of
about 75C, which should be considered when selecting
type of resin.
Due to the lower permissible surface pressure of the resin
chocks, the tightening force of the mounting bolts is lower
than with steel chocks. The bolts are made as tensile
bolts, with a reduced diameter, to ensure sufficient elongation and thus avoid loosening. The design of the
clearance and the fitted bolts is shown in drawings
1V69A0140 and 1V69A0146. The bolt diameter shall be
30. Assuming a permissible surface pressure of
3.5 N/mm the oil pressure to be used for the hydraulic
tool is:
34CrNiMo6V phyd = 285 bar
St 52-3
phyd = 285 bar
In order to assure proper fastening and avoid bending

stress in the bolts, the contact faces of the nuts shall
be spotfaced.
81
14. Seating
Main engine seating and fastening, L32, steel chocks (1V69A0144)
View B - B
View A - A
82
14. Seating
83
14. Seating
Main engine seating and fastening, L32, resin chocks (1V69A0140)
View B - B
View A - A
84
14. Seating
85
14. Seating
Main engine seating and fastening, V32, steel chocks (1V69A0145b)
View B - B
86
14. Seating
87
14. Seating
Main engine seating and fastening, V32, resin chocks (1V69A0146b)
View B - B
88
14. Seating
89
14. Seating
14.3. Flexible mounting of generating sets

Generating sets, consisting of engine and generator
mounted on a common base plate, are usually installed
on resilient mounts on the foundation in the ship.
The resilient mounts reduce the structure borne noise
transmitted to the ship and also serve to protect the
generating set bearings from possible fretting caused by
hull vibration.
The number of mounts and their location is calculated to
avoid resonance with excitations from the generating set
engine, the main engine and the propeller. It is therefore
important that the shipyard already at the design stage
advises main engine speed, number of cylinders, propeller speed and number of propeller blades.
The selected number of mounts and their position will be
shown in the generating set dimensional drawing.
Normally, conical rubber mounts are used; in special

cases also other types of mounts can be considered. The
rubber element in the mounts is designed to withstand
both compression and shear loads. In addition, the
mounts have built-in buffers to limit the movements of the
generating set due to the sea state.
The mounts are made of natural rubber and care must
be taken that the mounts will not come in contact with oil,
oily water or fuel.
The compression of all mounts must be equal when the
generating set is installed and aligned on the ships
foundation. The maximum permissible variation in compression is 2.0 mm when using conical mounts. Adjustments in height are made using steel chocks. If shims
are used, the minimum thickness of a shim is 0.5 mm and
only one shim per mount is permitted.
The transmission of forces emitted by the engine is 10 20% when using conical mounts. For the foundation
design, see drawing 3V46L0295 (in-line engines) and
3V46L0294 (V-engines).
Generating set seating,

in-line engine (3V46L0295)
Generating set seating,

V-engine (3V46L0294)
90
14. Seating
14.4. Flexible pipe connections

When the generating set is installed on flexible mounts,
all connections to the set must be flexible and no grating
nor ladder may be fixed to it. Generator cables must be
flexible and led in such a way that they allow the normal
movements of the set. When installing the flexible pipe
connections, all bending and stretching of the connections must be avoided.
The external pipe must be precisely aligned to the fitting

or the flange of the engine. Observe that the pipe clamp
for the pipe outside the flexible connection must be very
rigid and welded to the steel structure of the foundation
to prevent vibrations, which could damage the flexible
connections. Most problems with bursting of the flexible
connection originate from poor clamping. See drawing
4V60L0796 showing how pipes shall be clamped.
Examples of flexible pipe connections (4V60L0796)
91
15. Dynamic characteristics

15.1. General
Dynamic forces and moments caused by the engine
are shown in the table. Due to manufacturing tolerances, some variation in these values may occur.
15.2. External forces and couples

Torque variation at 100% load
Engine
Speed
[RPM]
Frequency
[Hz]
MX
[kNm]
Frequency
[Hz]
MX
[kNm]
Frequency
[Hz]
MX
[kNm]
6L32
720
750
36
37.5
32
29
72
75
18
18
108
112.5
2.9
3.0
8L32
720
750
48
50
59
59
96
100
7.4
7.5
144
150
0.3
0.4
9L32
720
750
54
56.2
55
55
108
112.5
4.4
4.5
12V32
720
750
36
37.5
8.4
7.5
72
75
34
34
108
112.5
2.2
2.3
16V32
720
750
48
50
40
40
96
100
11
11
144
150
0.5
0.6
18V32
720
750
54
56.2
61
61
108
112.5
3.3
3.4
couples and forces = zero or insignificant
Torque variation at 0% load

Engine
Speed
[RPM]
Frequency
[Hz]
MX
[kNm]
Frequency
[Hz]
MX
[kNm]
Frequency
[Hz]
MX
[kNm]
6L32
720
750
36
37.5
25
29
72
75
5.2
5.2
108
112.5
1.4
1.4
8L32
720
750
48
50
11
10
96
100
2.9
3.0
144
150
0.5
0.6
9L32
720
750
54
56.2
14
14
108
112.5
2.1
2.2
162
168.7
0.4
0.4
12V32
720
750
36
37.5
6.6
7.5
72
75
10
10
108
112.5
1.1
1.1
16V32
720
750
48
50
7.4
7.2
96
100
4.5
4.5
144
150
0.9
1.0
18V32
720
750
54
56.2
16
16
108
112.5
1.6
1.7
162
168.7
0.7
0.7
92
Marine Project Guide W32 -1/1998
15.3. Airborne noise

The minimum value is the smallest sound power level
found in the measurements. The 90% level is such
that 90% of all measured values are below this figure.
The airborne noise of the engines is measured as a

sound power level according to ISO 9614-2. The results are presented with A-weighting in octave bands,
reference level 1 pW. Two values are given, a minimum value and a 90%-value.
Sound power level for engine noise

170
Lw [dB(A)], ref 1 pW
150
130
129
122
119
117
90%
Min.
117
113
110
126
111
103
90
94
70
124
117
113
109
114
112
98
76
121
103
82
70
A-weight*
Linear
8000
4000
2000
1000
500
250
125
63
31.5
50
1/1 Octave band [Hz]
* Corresponding sound pressure level for 18V32 is 110 dB(A) when reverberation time in engine room is 1.5 second.
Sound power level for exhaust noise

170
Lw [dB(A)], ref 1 pW
150
147
130
135
127
130
129
127
121
90%
Min.
115
110
109
107
141
90
121
119
108
70
116
124
112
112
101
98
A-weight*
Linear
4000
2000
1000
500
250
125
63
31.5
50
1/1 Octave band [Hz]
The values are based on measurements perpendicular to the free exhaust pipe outlet (no exhaust gas silencer installed in the piping).
93
16. Power transmission

16.1. Connection to driven equipment
Power transmission from propulsion engines is accomplished through a flexible coupling. Alternatively, a combined flexible coupling and clutch mounted on the
flywheel are used. The crankshaft is equipped with an
additional shield bearing at the flywheel end. Therefore,
also a rather heavy coupling can be mounted on the
flywheel without intermediate bearings.
Generating set engines with more than six cylinders must
have a flexible coupling between the engine and the
alternator. This means that the generator must be of
2-bearing type. With six cylinder engines a single bearing
alternator with flange connection to the flywheel is preferred.
On in-line engines full output is also available at the free
end of the engine. On V-engines the output available
must be verified according to the torsional vibration calculations.
The power take off at the free end with the intermediate
shaft is shown in 4V62L0583. A flexible coupling is
usually required.
To determine the vibration damper of the engine, the
flywheel dimensions and the type of flexible couplings,
exact data of all components included in the shaft system
are required. This data is listed in chapter 16.2.
The mass-moments of inertia of the propulsion engines
(including flywheel) are typically as follows:
Engine
J [kg m]
6L32
8L32
9L32
12V32
16V32
18V32
260 - 520
420 - 660
520 - 610
530 - 710
550 - 730
570 - 750
Connection engine-alternator (3V64L0058)
94
Power take off at free end, in-line engines (4V62L0583)
Rating
[kW/RPM]
D1
D2
D3
D4
4.69
200
200
300
260
95
16.2. Data and drawings required for

torsional vibration analysis
Data of reduction gear
A mass elastic diagram showing:
Data of shaft alternator

A mass-elastic diagram or an alternator shaft drawing
showing:
alternator output, speed and sense of rotation
all clutching possibilities
mass moment of inertia of all rotating parts or a total

inertia value of the rotor, including the shaft
sense of rotation of all shafts
torsional stiffness or dimensions of the shaft
dimensions of all shafts
material of the shaft including tensile strength and

modulus of rigidity
mass moment of inertia of all rotating parts including

shafts and flanges
torsional stiffness of shafts between rotating masses
material of shafts including tensile strength and
modulus of rigidity
gear ratios
drawing number of the diagram
Data of propeller and shafting

A mass-elastic diagram or propeller shaft drawing showing:
mass moment of inertia of all rotating parts including
the rotating part of the OD-box, SKF couplings and
rotating parts of the bearings
mass moment of inertia of the propeller at full/zero
pitch in water
drawing number of the diagram or drawing
Data of flexible coupling/clutch

If a certain make of flexible coupling has to be used, the
following data of it must be informed:
mass moment of inertia of all parts of the coupling
number of flexible elements
linear, progressive or degressive torsional stiffness
per element
dynamic magnification or relative damping
nominal torque, permissible vibratory torque and
persmissible power loss
drawing of the coupling showing make, type and
drawing number
torsional stiffness or dimensions of the shaft

material of the shaft including tensile strength and
modulus of rigidity
drawing number of the diagram or drawing
96
17. Lifting of engines and generating sets

17.1. Lifting of engines
Lifting of engines (2V83D0253a)
97
17.2. Lifting of generating sets

Generating sets, L32 (3V83D0251a)
Generating sets, V32 (3V83D0252a)
98
18. Engine room arrangement

18.1. Arrangement of generating sets
Generating sets, L32 (2V69C0183a)
Engine
Dimensions
***A
6L
1600
1660
1950
2500
8L, 9L
2000
2060
2350
2900
Piston and connecting rod can be freely transported over adjacent cylinder heads
**
Piston and connecting rod can be freely transported over insulation box
***
The breadth of the common baseplate can vary

with the type of alternator
99
18.2. Arrangement of main engines

Main engines, L32 (2V69C0184)
* Piston and connecting rod can be freely transported

over adjacent cylinder head covers
** Piston and connecting rod can be freely transported
over insulation box
100
Main engines, V32 (2V69C0186)
* Piston and connecting rod can be freely transported

over adjacent cylinder head covers
** Piston and connecting rod can be freely
transported over insulation box
101
19. Dimensions and weights of engine components

Turbocharger and cooler inserts (2V92L1099)
1. Lubricating oil cooler insert
Engine
6L32
8L32
9L32
12V32
16V32
18V32
2. Charge air cooler insert
Item weight [kg]
Dimensions
1.
2.
3.
87
120
120
180
180
180
385
500
500
770
1000
1000
690
870
870
2 x 690
2 x 870
2 x 870
730
1220
1220
1338
1338
1338
369.4
369.4
369.4
479.4
479.4
479.4
963
963
963
1896
1896
1896
630
630
630
630
630
630
400
400
400
400
400
400
Engine
Dimensions
Na-7 series
6L32
8L32
9L32
12V32
16V32
18V32
102
3. Turbocharger
TPL
1186
1445
1445
1186
1445
1445
863
1000
1000
863
1000
1000
1313
1574
1574
1313
1574
1574
880
1036
1036
880
1036
1036
Major spare parts (1V92L1098a)
Item
1.
2.
3.
4.
5.
6.
7.
Connecting rod
Piston
Cylinder liner
Cylinder head
Inlet valve
Exhuast valve
Injection pump
Weight (kg)
153.5
116
253
410
3
2.8
37
8.
9.
10.
11.
12.
13.
14.
15.
Injection valve
Starting valve
Main bearing shell
Split gear wheel
Small intermediate gear
Large intermediate gear
Camshaft gear wheel
Piston ring
12
1
8.5
127
31
156
103
1.2
103
20. List of symbols
20. List of symbols

(4V92A0548)
Valve, general sign
Water, oil and condensate

separator, general sign
Non-return valve, general sign

Electrically driven compressor
Automatic actuating valve
Spring-loaded overflow valve,
straight, angle
Air distributor
Remote-controlled valve
Tank
Three-way valve, general sign
Flexible pipe, hose
Self-contained thermostat valve
Insulated pipe
Solenoid valve
Insulated and heated pipe
Pump, general sign
Orifice
Electrically driven pump
Quick-coupling
Compressor
Temperature sensor
Local and remote display
Turbocharger
Pressure transmitter
Filter or strainer
Pressure switch, shut-down (backup)
Automatic filter with by-pass filter
Level switch
Heater
Analogue pressure transmitter

with indicator in engine panel
Separator
Analogue temperature sensor

with indicator in engine panel
Flow meter
Viscosimeter
Reciver
104

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Introduction

COPYRIGHT 1998 BY WRTSIL NSD FINLAND OY

Marine Project Guide W32 - 1/1998

General data and outputs . . . . . . . . . . . . .

Exhaust gas system . . . . . . . . . . . . . . . . . 64

Control and monitoring system . . . . . . . .

Description of the engine . . . . . . . . . . . . 24

Lubricating oil system . . . . . . . . . . . . . . . 37

Lifting of engines and generating sets . . 97

Cooling water system . . . . . . . . . . . . . . .

Engine room arrangement . . . . . . . . . . . . 99

Starting air system . . . . . . . . . . . . . . . . . . 57

Dimensions and weights of engine

List of symbols . . . . . . . . . . . . . . . . . . . . 104

Turbocharger turbine washing system . 61

Engine room ventilation and

Marine Project Guide W32 - 1/1998

1. General data and outputs

1. General data and outputs

see Technical Data

Flash point, closed

The fuel specification corresponds to fuel according to

Provided the fuel treatment system can remove

Sodium contributes to hot corrosion on exhaust

1.3. Lubricating oil quality

1.2. Fuel specification

Marine Project Guide W32 - 1/1998

The system oil should be of viscosity class SAE 40 (ISO

Oil quantity in governor

1. General data and outputs

1.4. Max. continuous output

The cylinder output P1 can be calculated as follows:

The maximum fuel rack position is mechanically limited

For auxiliary engines the permissible overload is 10% for

pe [bar] x n [RPM] x 0.0268

pe [bar] x n [RPM] x 0.0365

1.5. Reference conditions

total barometric pressure

charge air coolant temperature

For other than ISO 3046/I conditions the same standard

The above output is also available from the free end of

Marine Project Guide W32 - 1/1998

1. General data and outputs

1.6. Principal dimensions and weights

* Turbocharger at flywheel end

Marine Project Guide W32 - 1/1998

1. General data and outputs

* Turbocharger at flywheel end

Marine Project Guide W32 - 1/1998

1. General data and outputs

Generating sets, in-line engine (3V58E0478a)

* Weights of the running genset

Marine Project Guide W32 - 1/1998

1. General data and outputs

Generating sets, V-engine (3V58E0477a)

* Weights of the running genset

Marine Project Guide W32 - 1/1998

Fixed pitch (FP) propellers

Controllable pitch (CP) propellers

The dimensioning of fixed pitch propellers should be