6W26 PDF

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Engine type Engine number
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Installation
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IHC CO1243 W26 26896, 26897, 26898
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This manual is intended for the personal use of engine operators and should always be at their disposal. The content of this manual shall neither be copied nor communicated to a third person.
THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECTPRODUCT IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.
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All rights reserved. No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner.
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Copyright by Wrtsil Corporation
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The Wrtsil Engine Documentation

General
The Engine documentation has been split up in five binders: - Instruction Manual - Spare Parts Catalogue - Service Bulletins - Record Book of engine Parameters - Sub-suppliers Manual
The content of the binders is as follows:
Record Book of Engine Parameters x Engine Test protocol x Statement of Compliance EIAPP Technical file x Record forms x General Installation documents Sub-suppliers Manual x Documentation as received from Sub-suppliers if not incorporated in another way in the engine documentation.
Wrtsil Italia S.p.A. Service
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Service Bulletins x Division with separate tabs for filing standard forms and all commercial and technical, product related after sales documents which are mailed customer specific.
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Spare Parts Catalogue x Spare Parts Catalogue (of the engine)
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Instruction Manual x General Description of the engine x Description of main engine parts x Main Data x Description of the various gas-, fluid- and control systems x Operation directives x Maintenance schedule, -tools and -instructions
Bagnoli della Rosandra, 334 34018 S. Dorligo della Valle Trieste, Italy
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Telephone: +39 040 319 5000 Telefax: +39 040 319 5647 Telex: 460274/5 GMI
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The users of the documentation are assumed to be trained operating and maintenance personnel, with an understanding of the construction and use of the engine.
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Contact Informations
WRTSIL
Service Department Wrtsil Italia S.p.A., Business Unit Service Bagnoli della Rosandra, 334 34018 San Dorligo della Valle Trieste ITALY
24h Phone +39 335 784 1217
Nights and weekends, please call mobile phone for service engineer or spare parts
DIRECT DIAL NUMBERS
SALES SUPPORT
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North, Central and East Europe
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Fax: +39 040 319 5216
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Phone: +39 040 319 5071 Americas
Phone: +39 040 319 5072 Middle East and South Asia Phone: +39 040 319 5073 Southern Europe and Africa Phone: +39 040 319 5074 Italy Phone: +39 040 319 5075
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TECHNICAL SERVICE Fax: +39 040 319 5767 Wrtsil 64 engines Phone: +39 040 319 5080 Wrtsil 38B engines Phone: +39 040 319 5081 Wrtsil 26 engines Phone: +39 040 319 5082 Sulzer Z engines Phone: +39 040 319 5083 GMT engines Phone: +39 040 319 5084
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WRTSIL
Contact Informations
The list of Wrtsil Network www.wartsila.com web site.
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TABLE OF CONTENTS
Manual Wrtsil 26
0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 1

0.0.1. 0.0.2. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 2 0.0 3
1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 1

1.0.1. 1.0.2. 1.0.3. 1.0.4. Basic information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Derating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 1.0 1.0 1.0 2 3 4 5
1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.1.1. HFO engines running on distillate fuels 1.1.2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.1. Residual fuel oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.2. Crude oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.3. Distillate fuel oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.4. Fuel oil quality before engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.5. Fuel conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.6. Avoiding difficulties during operation on HFO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.7. Comments on fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . 1.1.3. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.4. Draining of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1.1.
1.1 2 1.1 3 1.1 4 1.1 4 1.1 6 1.1 7 1.1 9 1.1 10 1.1 1.1 1.1 1.1 14 15 18 19
1.2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 1

Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.1. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.2. Influences on the lubricating oil condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.3. Testing of main lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.4. Condemning limits main lubricating oil . . . . . . . . . . . . . . . . . . . 1.2.1.5. Comments on lubricating oil characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.6. Recommendations for refreshing lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.2. Internal lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.2.1. Oil flow through engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.1. Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.2. Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.3. Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.4. Lubricating oil sampling valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.4. Crankcase breathing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1. 1.2 2 1.2 3 1.2 5 1.2 5 1.2 7 1.2 8 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 10 11 12 21 21 26 40 43 44
1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 1

1.3.1. 1.3.2. 1.3.3. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start stop system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressed air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.3.2. Description of compressed air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 1.3 1.3 1.3 2 3 5 5
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1.3 6
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TABLE OF CONTENTS
Operating instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.4.1. Commissioning and operation . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.5.1. Complete overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.5.2. Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.6. Trouble shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.3.4.
1.3 1.3 1.3 1.3 1.3 1.3
10 10 11 11 11 12
1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 1

1.4.1. 1.4.2. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.2.2. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.2.3. Qualities of cooling water additives . . . . . . . . . . . . . . . . . . . . . . 1.4.2.4. Cooling water control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3. Internal cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3.2. Description HT cooling water system . . . . . . . . . . . . . . . . . . . . 1.4.3.3. Description LT cooling water system . . . . . . . . . . . . . . . . . . . . . 1.4.3.4. Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3.5. Flexible pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.4. Maintenance cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.4.2. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.4.3. Cooling water venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 2 1.4 2 1.4 2 1.4 3 1.4 4 1.4 5 1.4 6 1.4 6 1.4 7 1.4 11 1.4 12 1.4 17 1.4 18 1.4 18 1.4 18 1.4 19
1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 1

1.5.1. 1.5.2. 1.5.3. 1.5.4. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quality of suction air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charge air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.4.2. Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.4.3. Condensate draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.4.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5. Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.1. Exhaust gas manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.2. Multiduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.3. Compensators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.4. Insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.5. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.6. Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.2. Turbocharger cleaning devices . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.3. Compressor side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.4. Turbine side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 2 1.5 2 1.5 3 1.5 4 1.5 4 1.5 5 1.5 7 1.5 9 1.5 13 1.5 13 1.5 14 1.5 16 1.5 17 1.5 18 1.5 18 1.5 19 1.5 19 1.5 19 1.5 20 1.5 21
1.6. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 1

1.6.1. 1.6.2. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.2.1. Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.2.2. Booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 1.6 1.6 1.6 2 3 3 4
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TABLE OF CONTENTS
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1.6.3.
Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.1. Load indication HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.2. Checking linkage between actuator and common fuel control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.3. Checking linkage between fuel rack and common fuel control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.4. Stop mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.5. Checking actuator stop position . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.6. Removing the actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.7. Mounting of the actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4. Governing system maintenance and trouble shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.6 5 1.6 6 1.6 7 1.6 8 1.6 9 1.6 10 1.6 10 1.6 11 1.6 11
1.7. Automation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.7 1
1.7 2 1.7 4 1.7 4 1.7 4 1.7 4 1.7 6 1.7 9 1.7 12 1.7 12 1.7 12 1.7 13 1.7 14 1.7 14 1.7 17 1.7 17 1.7 18 1.7 18 1.7 22 1.7 22 1.7 22 1.7 29 1.7 33 1.7 35 1.7 35 1.7 39 1.7 39 1.7 40 1.7 42
1.7.3. 1.7.4.
1.7.5.
1.7.6. 1.7.7.
2.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 1

2.3.1. 2.3.2. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.1. Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.2. Preparations before the start . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.3. Local start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.4. Remote or automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.5. Start after a normal stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.6. Start after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.7. Emergency start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2 3 3 3 4 5 5 6 8
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1.7.9. 1.7.10.
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1.7.1. 1.7.2.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Functional description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.2.2. Speed measuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.2.3. Safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.2.4. Monitoring and alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . Data acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WEnCoMfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.4.1. Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.4.2. Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.4.3. Exhaust gas valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.5.1. Local Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.5.2. Backup instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.5.3. Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Functional testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.6.1. Testing of overspeed trip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.7.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.7.2. Main Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.7.3. Distribution Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.7.4. Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.7.5. Solenoid valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.7.6. Relay Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.8.1. VRX Operating system shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance of electrical contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
xx 3
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TABLE OF CONTENTS
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.1. Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.2. Loading performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.3. Maintenance points during operations . . . . . . . . . . . . . . . . . . . . 2.3.3.4. Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.5. Measurement of cylinder pressure . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.6. Runningin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.7. Operating problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.8. Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.4. Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.3.
2.3 9 2.3 11 2.3 12 2.3 14 2.3 15 2.3 17 2.3 18 2.3 19 2.3 25 2.3 27
2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 1

2.4.1. Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.1.1. Safety aspects and rules for inspection and maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.1.2. Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.1. Miscellaneous tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.2. Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.3. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.4. Exhaust gas and charge air system . . . . . . . . . . . . . . . . . . . . . 2.4.2.5. Engine block with main bearings . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.6. Crankshaft, connecting rod, piston and liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.7. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.8. Camshaft and valve drive mechanism . . . . . . . . . . . . . . . . . . . 2.4.2.9. Injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Background information of hydraulic tools and torque spanners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.1. Pneumatic driven hydraulic pump unit . . . . . . . . . . . . . . . . . . . 2.4.3.2. Hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.3. Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.4. H.P. hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.5. H.P. quickrelease coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.6. Handoperated hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.7. Safety instructions for hydraulic tools . . . . . . . . . . . . . . . . . . . . 2.4.3.8. Loosening of hydraulically tightened connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.9. Tightening of hydraulically tightened connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.10. Use of torque spanner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening torque and jack pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.1. Lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . 2.4.4.2. Cooling water system components . . . . . . . . . . . . . . . . . . . . . . 2.4.4.3. Control system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.4. Engine block with bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.5. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4.4.6. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.7. Camshaft and valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.8. Injection system components . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.9. General table of tightening torques for not specified bolt connections . . . . . . . . . . . . . . . . . . . . . . . . Adjustments and Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.5.1. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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2.4 2
2.4 2 2.4 4 2.4 15 2.4 22 2.4 28 2.4 31 2.4 32 2.4 33 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 38 48 58 64 71 72 76 77 78 79 80 81
2.4.3.
Fo
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2.4 82 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 84 85 89 89 90 91 92 93 98 101 104
2.4.4.
2.4.5.
2.4 108 2.4 111 2.4 111
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2.4.5.2. Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 112 2.4.6. Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 122
2.5. Engine Block with Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 1

2.5.1. 2.5.2. Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.2.1. Removing of main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.2.2. Inspection of main bearings and journals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.2.3. Main bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.3.1. Removing of the 0bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.3.2. Inspection of 0 bearing, axial thrust rings and thrust collars on crankshaft. . . . . . . . . . . . . . . . . . . . 2.5.3.3. 0bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.4.1. Inspection of camshaft bearing bush . . . . . . . . . . . . . . . . . . . . . 2.5.4.2. Removing camshaft bearing bushes and axial bearing bushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.4.3. Mounting camshaft bearing bush . . . . . . . . . . . . . . . . . . . . . . . . 2.5.4.4. Mounting camshaft axial bearing bush . . . . . . . . . . . . . . . . . . . Replacing cylinder head studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankcase safety valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 2 2.5 3 2.5 3 2.5 9 2.5 9 2.5 15 2.5 16 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 17 17 18 18 19 21 21 23 24
2.5.3.
2.5.4.
2.6. Crankshaft, Connecting Rod, Piston and Liner . . . . . . . . . . . . . 2.6 1

Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.1.1. Crankshaft deflections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.1.2. Measurement axial clearance thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2. Driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2.1. Removing big end bearing shells without removing driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2.2. Removing driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2.3. Disassembling driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2.4. Inspection and maintenance of piston and connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2.5. Assembling connecting rod and piston . . . . . . . . . . . . . . . . . . . 2.6.2.6. Mounting connecting rod with piston into cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.2.7. Mounting driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.3. Vibration damper crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.3.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.3.2. Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.4. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
rn a
2.6.1.
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2.6 2 2.6 2 2.6 4 2.6 5 2.6 8 2.6 9 2.6 15 2.6 17 2.6 18 2.6 2.6 2.6 2.6 2.6 2.6 21 22 29 29 30 32
2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 1

2.7.1. Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 2 2.7.1.1. Maintenance of cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 3 2.7.1.2. Removing the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 4 2.7.1.3. Mounting cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 8 2.7.2. Adjusting valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 14 2.7.3. Valves and valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 16 2.7.3.1. Removing of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 17
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TABLE OF CONTENTS
2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 1

Camshaft driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1.1. Crankshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1.2. Camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.2. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.2.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.2.2. Removing camshaft section and journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.2.3. Mounting camshaft section and journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.3. Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.3.1. Removing valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . 2.8.3.2. Inspection of valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.3.3. Mounting valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . 2.8.4. Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1. 2.8 2.8 2.8 2.8 2.8 2 4 5 9 9
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Check and reconditioning of valve disc and valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3.3. Valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3.4. Valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3.5. Assembling of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4. Valve rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4.1. Inlet valve rotator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4.2. Exhaust valve rotator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.5. Injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.5.1. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.5.2. Extracting injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.5.3. Mounting injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.6. Indicator cock and Safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.7.3.2.
2.7 2.7 2.7 2.7 2.7 2.7 2.7 2.7 2.7 2.7 2.7 2.7
19 20 23 24 25 25 27 29 29 30 31 32
2.8 9 2.8 2.8 2.8 2.8 2.8 2.8 12 14 15 16 17 18
2.9. Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 1

2.9.1. High Pressure (HP) fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1.1. Removing HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1.2. HP fuel pump disassembling . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1.3. HP fuel pump maintenance and inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1.4. Assembling the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1.5. HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1.6. HP fuel pump mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2. Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.1. Removing fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.2. Mounting fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.3. Renewal sealing set push rod . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.4. Inspection of fuel pump push rod . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.5. Inspection of fuel pump tappet . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3.1. Fuel injector maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3.2. Fuel injector removing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3.3. Fuel injector overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3.4. Fuel injector mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4. HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4.1. Removing HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4.2. Mounting HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 2 2.9 3 2.9 4 2.9 6 2.9 7 2.9 8 2.9 9 2.9 11 2.9 12 2.9 14 2.9 15 2.9 17 2.9 18 2.9 19 2.9 20 2.9 20 2.9 22 2.9 25 2.9 26 2.9 26 2.9 27
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2.9.5.
Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 28
3.1. Annex A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 1 3.2. Annex B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 1
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LIST OF FIGURES
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Fig. 0.0 1 Fig. 0.0 2 Fig. 0.0 3 Fig. 1.1 1 Fig. 1.1 2 Fig. 1.1 3 Fig. 1.1 4 Fig. 1.1 5 Fig. 1.2 1 Fig. 1.2 2 Fig. 1.2 3 Fig. 1.2 4 Fig. 1.2 5 Fig. 1.2 6 Fig. 1.2 7 Fig. 1.2 8 Fig. 1.2 9 Fig. 1.2 10 Fig. 1.2 11 Fig. 1.2 12 Fig. 1.2 13 Fig. 1.2 14 Fig. 1.2 15 Fig. 1.2 16 Fig. 1.2 17 Fig. 1.2 18 Fig. 1.2 19 Fig. 1.2 20 Fig. 1.2 21 Fig. 1.2 22 Fig. 1.2 23 Fig. 1.2 24 Fig. 1.2 25 Fig. 1.2 26 Fig. 1.2 27 Fig. 1.2 28 Fig. 1.2 29 Fig. 1.3 1 Fig. 1.3 2 Fig. 1.3 3 Fig. 1.3 4 Fig. 1.3 5 Fig. 1.3 6 Fig. 1.4 1 Fig. 1.4 2 Fig. 1.4 3 Fig. 1.4 4 Fig. 1.4 5 Fig. 1.4 6 Fig. 1.4 7 Fig. 1.4 8 Fig. 1.5 1
Engine definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Example of reading the flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Designation of main bearings / camshaft bearings . . . . . . . . . . . . . . . . . Viscosity conversion diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viscosity temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nomogram for deriving CCAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Draining the engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Draining the engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine wet sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General overview oil flow through engine . . . . . . . . . . . . . . . . . . . . . . . . Oil flow main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow gear drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow to turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow through camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow HP fuel pump drive and valve drive . . . . . . . . . . . . . . . . . . . . . . Oil flow cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil for actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Derrick for free end side mounted pumps . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil pump, cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure control and safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extracting tool for cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermostatic valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic backflushing filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic backflushing filter (Filtration phase) . . . . . . . . . . . . . . . . . . . Automatic backflushing filter (Backflushing phase) . . . . . . . . . . . . . . Automatic backflushing filter (Overflow valves) . . . . . . . . . . . . . . . . . . Automatic backflushing filter (Maintenance) . . . . . . . . . . . . . . . . . . . . . Centrifugal filter on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Location of lubricating oil sampling valve . . . . . . . . . . . . . . . . . . . . . . . . . Crankcase breather and vent pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start system diagram ( principle working ) . . . . . . . . . . . . . . . . . . . . . . . . Pneumatic stop system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressed air starter motor disengaged . . . . . . . . . . . . . . . . . . . . . . . Engaging process compressed air starter motor . . . . . . . . . . . . . . . . . . Compressed air starter motor engaged . . . . . . . . . . . . . . . . . . . . . . . . . . Stop process compressed air starter motor . . . . . . . . . . . . . . . . . . . . . . General flow HT cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . Interconnection into cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Location of cooling water thermostatic valves . . . . . . . . . . . . . . . . . . . . . General flow LT cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting tool for pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water venting locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.0 3 0.0 5 0.0 6 1.1 10 1.1 11 1.1 16 1.1 19 1.1 20 1.2 10 1.2 13 1.2 14 1.2 15 1.2 15 1.2 16 1.2 17 1.2 18 1.2 19 1.2 19 1.2 20 1.2 20 1.2 21 1.2 22 1.2 23 1.2 25 1.2 26 1.2 27 1.2 28 1.2 30 1.2 32 1.2 33 1.2 34 1.2 35 1.2 36 1.2 40 1.2 41 1.2 43 1.2 44 1.3 3 1.3 4 1.3 6 1.3 7 1.3 8 1.3 9 1.4 7 1.4 8 1.4 9 1.4 11 1.4 12 1.4 14 1.4 15 1.4 19 1.5 5
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LIST OF FIGURES
Cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condensate drain points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal charge air cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust gas manifold configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sealing multiduct / cylinder head / cylinder block . . . . . . . . . . . . . . . . . . Gas flow through compensators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor cleaning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbine cleaning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump rack position transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Linkage actuator / common control shaft . . . . . . . . . . . . . . . . . . . . . . . . . Preclearance levers to HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . Stop device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stop mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS automation system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensor connection in the WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data handling procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Temperature sensors of the main bearing . . . . . . . . . . . . . . . . . . . . . . . . The main page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The key buttons on the panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testing of pressure switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCU frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of mother Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DPS50 DC/DC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Block diagram of the DC/DC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of the Processor Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Block diagram of the Processor Board . . . . . . . . . . . . . . . . . . . . . . . . . . . Memory Unit Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAN Board Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Block Diagram of the LAN Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of the Interface Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Block Diagram of the Interface Board . . . . . . . . . . . . . . . . . . . . . . . . . . . SMU and DCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SMU Board layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SMU Board block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DCU layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DCU Board block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABB turbocharger speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT turbocharger speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of the Relay Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Software structure of the WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating of contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start solenoid valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gradual load increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum sudden power increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Runningin diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.5 6 1.5 8 1.5 9 1.5 13 1.5 14 1.5 15 1.5 16 1.5 17 1.5 20 1.5 22 1.6 5 1.6 6 1.6 7 1.6 8 1.6 9 1.6 10 1.7 2 1.7 9 1.7 10 1.7 13 1.7 14 1.7 16 1.7 20 1.7 22 1.7 23 1.7 24 1.7 25 1.7 25 1.7 26 1.7 26 1.7 27 1.7 27 1.7 28 1.7 28 1.7 29 1.7 30 1.7 31 1.7 31 1.7 32 1.7 33 1.7 34 1.7 35 1.7 36 1.7 39 1.7 41 2.3 4 2.3 8 2.3 12 2.3 13 2.3 15 2.3 18 2.3 27
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Manual stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diagram pneumatically driven hydraulic pump unit . . . . . . . . . . . . . . . . Pneumatic driven hydraulic pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . Cross section hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Graphic relation pressure / force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H.P. hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H.P. quickrelease coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dust caps H.P. quickrelease coupling . . . . . . . . . . . . . . . . . . . . . . . . . . Hand operated hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque spanner multiplier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torque spanner extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper with PTOshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper without PTOshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiduct connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tappet casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rocker arm mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intermediate gear shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft / camshaft gearwheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector, HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump drive and tappet housing . . . . . . . . . . . . . . . . . . . . . . . . . . Gear wheel train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve stem and valve burnoff area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . . . . Exhaust valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . Driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position bearing temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positioning jack on side stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting tool for main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting tool for main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bearing shell driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inserting main bearing shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driving main bearing shell into position . . . . . . . . . . . . . . . . . . . . . . . . . . Apply new Oring with silicon grease . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 28 2.4 73 2.4 75 2.4 77 2.4 77 2.4 77 2.4 78 2.4 79 2.4 79 2.4 80 2.4 86 2.4 87 2.4 89 2.4 90 2.4 91 2.4 92 2.4 93 2.4 94 2.4 95 2.4 96 2.4 97 2.4 98 2.4 98 2.4 99 2.4 100 2.4 101 2.4 102 2.4 103 2.4 104 2.4 105 2.4 106 2.4 107 2.4 113 2.4 117 2.4 117 2.4 117 2.4 118 2.4 119 2.4 120 2.4 121 2.4 121 2.4 122 2.4 123 2.5 2 2.5 4 2.5 5 2.5 6 2.5 7 2.5 8 2.5 9 2.5 10 2.5 11
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Manual Wrtsil 26
LIST OF FIGURES
Measuring stud elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft assembly with bearing bushes . . . . . . . . . . . . . . . . . . . . . . . . Extracting camshaft bearing bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extracting camshaft axial bearing bush . . . . . . . . . . . . . . . . . . . . . . . . . . Holding bearing bushes during mounting . . . . . . . . . . . . . . . . . . . . . . . . . Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankcase safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Taking crankshaft deflection readings . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring crankshaft axial clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston support for big end bearing inspection . . . . . . . . . . . . . . . . . . . . . Removing anti bore polishing ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic tool for connecting rod studs . . . . . . . . . . . . . . . . . . . . . . . . . . Lowering big end bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protecting crank pin journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extracting driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Support driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise rotating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Counter clockwise rotating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Application piston ring pliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner diameter control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner, mounting / manipulator . . . . . . . . . . . . . . . . . . . . . . . . . . . Lowering driving unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Support ring cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring stud elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cross section cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tilting frame cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnecting pipes from cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head with 4 jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head buildon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stud elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head with 2 jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve clearance adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valves and valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve spring removing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Designation of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blueing test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extracting valve stem guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve stem guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5 13 2.5 15 2.5 18 2.5 19 2.5 20 2.5 22 2.5 23 2.5 25 2.6 3 2.6 4 2.6 5 2.6 6 2.6 7 2.6 8 2.6 9 2.6 10 2.6 11 2.6 12 2.6 13 2.6 14 2.6 15 2.6 16 2.6 18 2.6 19 2.6 20 2.6 21 2.6 22 2.6 23 2.6 24 2.6 25 2.6 28 2.6 30 2.6 32 2.7 2 2.7 3 2.7 4 2.7 5 2.7 6 2.7 7 2.7 7 2.7 8 2.7 10 2.7 11 2.7 15 2.7 16 2.7 17 2.7 18 2.7 19 2.7 20 2.7 22 2.7 23 2.7 24
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LIST OF FIGURES
Manual Wrtsil 26
Fig. 2.7 20 Fig. 2.7 21 Fig. 2.7 22 Fig. 2.7 23 Fig. 2.7 24 Fig. 2.7 25 Fig. 2.7 26 Fig. 2.7 27 Fig. 2.8 1 Fig. 2.8 2 Fig. 2.8 3 Fig. 2.8 4 Fig. 2.8 5 Fig. 2.8 6 Fig. 2.8 7 Fig. 2.8 8 Fig. 2.8 9 Fig. 2.8 10 Fig. 2.8 11 Fig. 2.8 12 Fig. 2.8 13 Fig. 2.8 14 Fig. 2.8 15 Fig. 2.9 1 Fig. 2.9 2 Fig. 2.9 3 Fig. 2.9 4 Fig. 2.9 5 Fig. 2.9 6 Fig. 2.9 7 Fig. 2.9 8 Fig. 2.9 9 Fig. 2.9 10 Fig. 2.9 11 Fig. 2.9 12 Fig. 2.9 13 Fig. 2.9 14 Fig. 2.9 15 Fig. 2.9 16 Fig. 2.9 17 Fig. 2.9 18 Fig. 2.9 19 Fig. 2.9 20 Fig. 2.9 21 Fig. 2.9 22 Fig. 2.9 23
Inlet valve rotator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing/mounting of valve spring washer . . . . . . . . . . . . . . . . . . . . . . Exhaust valve rotator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing/mounting ring bottom drive section . . . . . . . . . . . . . . . . . . . . Grinding of seal cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . Extracting injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting new injector sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicator cock / safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gearwheel drive camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End journal camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tappet assembly inlet / exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft section and journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Separating camshaft section from journal . . . . . . . . . . . . . . . . . . . . . . . . Tool for camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sliding out camshaft journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tappet assembly and valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . Valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuator drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel rack connection to common fuel control rod . . . . . . . . . . . . . . . . . . Disassembling HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing barrel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounting push rod seal set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Depth gauge for push rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembling tool fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector in cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extracting fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tools for loosening / tightening sleeve nut . . . . . . . . . . . . . . . . . . . . . . . . Separating injector tip from sleeve nut . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testing device fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.7 26 2.7 26 2.7 27 2.7 28 2.7 29 2.7 30 2.7 31 2.7 32 2.8 2 2.8 3 2.8 4 2.8 6 2.8 6 2.8 7 2.8 9 2.8 10 2.8 10 2.8 11 2.8 11 2.8 14 2.8 15 2.8 16 2.8 18 2.9 2 2.9 3 2.9 4 2.9 5 2.9 6 2.9 9 2.9 10 2.9 11 2.9 12 2.9 13 2.9 14 2.9 16 2.9 17 2.9 18 2.9 19 2.9 20 2.9 21 2.9 22 2.9 23 2.9 23 2.9 26 2.9 28 2.9 29
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Manual Wrtsil 26
LIST OF FIGURES
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General
Manual Wrtsil 26
0.0. General
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Manual Wrtsil 26
General
0.0.1.
Introduction
The purpose of this manual is to give the user a guide for operation and maintenance of the engine. This manual has been prepared using the manufacturer's best knowledge and experience. The manual is part of the documentation supplied with the engine. It is imaginable that, before starting or during performing particular jobs, you have questions to which the manual gives no answer. In this case do not take any unnecessary risks and contact the Service department of Wrtsil Corporation or your local Wrtsil Service Office. Wrtsil Corporation reserves the right to minor alterations and improvements due to engine development without the obligation to enter the corresponding changes in this manual. The operation and/or maintenance work described in this manual must only be carried out by trained technicians specialised in diesel engines.
Ensure, all equipment and tools for maintenance are in good order. Use only genuine parts to ensure the best efficiency, reliability and life time of the engine and its components.
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During the warranty period of the engine the owner is obliged to follow strictly the instructions for operation and maintenance outlined in this manual. The customer will be solely responsible in the following cases, among other things: For failure caused by neglecting to consult the engine documentation, resulting in malfunction of the engine, short life time of components, personal injury or damage to property or environment. For wrong treatment or mal operation, also when the circumstances are not described in the engine documentation. For any consequence resulting from incorrect translation or interpretation of the original engine documentation supplied with the engine.
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Modifications as to the settings may only be made after written approval from Wrtsil Corporation. Altering settings may effect the warranty.
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General
Manual Wrtsil 26
0.0.2.
Terminology
The following definitions are used in the engine documentation: Operating side Longitudinal side of the engine where the operating controls are located. Nonoperating side Longitudinal side opposite of the operating side. Driving end End of the engine where the flywheel is located. Free end The end opposite the driving end.
Designation of cylinders Designation of cylinders begins at the driving end. Clockwise rotating The rotation as viewed from the position of the observer.
Inlet and exhaust valves See figure in relation to observer.
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Abank and Bbank See figure in relation to observer.
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Counterclockwise rotating The rotation as viewed from the position of the observer.
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RELATED TO ISO 1204
Fig. 0.0 1 Engine definitions
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Manual Wrtsil 26
General
Top dead centre (TDC) The top turning point of the piston in the cylinder. TDC for every cylinder is marked on the gradation of the flywheel. In a complete diesel process on a four cycle engine the piston reaches TDC twice: TDC at scavenging The first time when the exhaust stroke of the previous working cycle ends and the suction stroke of the following one begins. Exhaust valves as well as inlet valves are then partly open and scavenging takes place. If the crankshaft is turned back and forth in this TDC area, both exhaust and inlet valves tend to open, a fact that indicates the piston is near top position which is called TDC at scavenging. TDC at firing The second time is at the end of the compression stroke and before the working stroke starts. Slightly before this TDC the fuel injection takes place and this TDC can therefore be defined as TDC at firing. In this case, all valves are closed and do not move if the crankshaft is turned. The roller of the fuel pump tappet is on the lifting side of the fuel cam. Bottom dead centre (BDC) The bottom turning point of the piston in the cylinder.
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General
Manual Wrtsil 26
Marks on the flywheel The circumference of the flywheel is divided into sections of 5_, starting at TDC of cylinder 1. TDC for every following cylinder is individually indicated. Where two TDC's are indicated at the same mark, one cylinder is in TDC at firing and the other in TDC at scavenging. See also the firing order in chapter 1.0. The indicator (1) is provided with a scale per degree, starting at 5_ before TDC till 5_ after TDC.
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Fig. 0.0 2 Example of reading the flywheel
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Manual Wrtsil 26
General
Designation of bearings
Main bearings The crankshaft locating bearing is No. 0, the first standard main bearing is No. 1, the second No. 2 etc. The crankshaft locating bearing outer ring close to the flywheel is marked with 00 and the inner ring with 0. Camshaft bearing Camshaft bearings are designated in the same sequence as the main bearings. Intermediate gear wheel bearings Bearings located at flywheel side are designated 00 and the inner bearings 0.
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0 Fig. 0.0 3 Designation of main bearings / camshaft bearings ooooo 0.0 6
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Main Data
Manual Wrtsil 26
1.0. Main Data
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Manual Wrtsil 26
Main Data
1.0.1.
Basic information
Project name Engine designation number IHC CO1243 . . . . . . . . . . 26897, 26898 . . . . . . . . . .
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The Wrtsil 26 diesel engine is a 4stroke, medium speed, turbocharged and intercooled engine with direct fuel injection.
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Engine type Cylinder bore Stroke Number of cylinders Direction of rotation Firing order
6L26 260 mm 320 mm 6 Counter-clockwise 1-5-3-6-2-4
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Project name Engine designation number
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IHC CO1243 . . . . . . . . . . 26886 . . . . . . . . . . . . . . . . .
Engine type Cylinder bore Stroke Number of cylinders Direction of rotation Firing order
6L26 260 mm 320 mm 6 Clockwise 1-4-2-6-3-5
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Main Data
Manual Wrtsil 26
1.0.2.
Output
Engine output according to engine rating plate Output 100% Engine speed Suction air temperature Charge air coolant temperature kW rpm
oC oC
2025 1000 45 38
Output 100% Engine speed Ambient air pressure Site altitude above sea level Suction air temperature Charge air coolant temperature
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kW rpm m
oC oC
Engine output according to ISO substitute reference conditions 2025 1000 1000 0 45 38 30
ISO 30461:1995(E) Substitute reference conditions
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Note!
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Note!
Fuel limiter is set at 100 % and no overload is allowed.
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The full output of the engine is available at the ISO substitute reference conditions. No compensation (uprating) is allowed for operating conditions better than the ISO substitute reference conditions. For derating data see section 1.0.3.
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Total exhaust gas back pressure
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mbar
mbar
1.0 3
Manual Wrtsil 26
Main Data
1.0.3.
Derating conditions
1 Derating of the engine output: For the ISO substitute reference conditions see section 1.0.2. Derating is according to ISO 3046-1:1995(E) applying: hm = 0.90 0.35% per oC that suction the air temperature is above the ISO substitute reference condition. 0.40% per oC that the suction air temperature is below 15 oC. 0.30% per oC that the charge air coolant temperature is above the ISO substitute reference condition. 1.33% per kPa (10 mbar) that the total exhaust gas back pressure is above the ISO substitute reference condition. 0.4% per relative pressure loss in the charge air cooler 1). 0.5% per 10% glycol unless the charge air coolant temperature is reduced by 1oC for every 10% glycol in the cooling water.
High operating temperatures can be caused by: contamination of coolers reduction of charge air pressure by: contamination of turbocharger compressor and/or turbine contamination of air in take filter contamination of air side cooler. - too much wear of the turbine. deviation of setting of (individual) high pressure fuel pumps worn fuel injectors worn high pressure fuel pumps high fuel CCAI value (> 870) high ambient temperature.
Note!
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Never change fuel rack settings to equalize the exhaust gas temperature.
1)
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Relative pressure loss =
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2 Reduce engine load if operating temperatures of lubricating oil or cooling water exceed the nominal values or exhaust gas tend to exceed the maximum values, see section 1.0.4.
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pressure loss air cooler in mbar absolute charge air pressure bar
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Note!
Data mentioned in Operating Data (section 1.0.4.) must stay at the nominal values
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1.0 4
Main Data
Manual Wrtsil 26
1.0.4.
Operating Data
Operating Data Conditions Max. Fuel condition before injection pumps: Pressure Viscosity (HFO) Viscosity (LFO) 1) Temperature (HFO) Temperature (LFO) Lube oil condition: Temperature before engine Pressure before engine HT cooling water condition: bar cSt cSt
oC oC
Nom. 1624 63 4.5 73 93 3.44.4 3.44.4 2) 5055 30

2)
Min. 6 2 44 0.3 15
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oC
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Temperature before engine Pressure before engine
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Temperature after engine LT cooling water condition:
Temperature before engine Temperature after engine Pressure before engine HT and LT cooling water static pressure: At inlet cooling water pump Charge air temperature in air receiver Starting air pressure (min. pres. at 20 oC) Firing pressure
1)
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The temperature of the fuel shall be adjusted such that the minimum viscosity before the engine is well above 2 cSt.
2) -static
pressure to be added.
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130 50 5 38 5 0.8 33 190 bar
oC oC
bar
oC oC
bar bar
oC
bar bar
1.0 5
Manual Wrtsil 26
Main Data
1.0 6
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Fuel System
Manual Wrtsil 26
1.1. Fuel System
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1.1 1
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Manual Wrtsil 26
Fuel System
1.1.1.
General
Selection of the most economical fuel for diesel engines depends on several variables such as engine requirements, operating conditions, fuel quality, availability, and costs. Engines vary widely in the grade of fuel required for satisfactory operations. In general, high speed engines require a more refined fuel than low speed types. High cetane number light distillate fuels are more expensive than low cetane heaviertype fuels. For any class of fuel, careful control of uniformity generally carries a price premium because of the operating limitations imposed on the refiner. Engine operation on any fuel resulting in excessive maintenance is obviously uneconomical regardless of fuel cost. The engine manufacturer's recommendation is the logical starting point for selecting the fuel of an engine. These recommendations may subsequently be tempered to obtain additional economies in view of experience and the local fuel situation. Such steps, however, should be taken carefully.
1.1 2
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Fuel System
Manual Wrtsil 26
1.1.1.1.
HFO engines running on distillate fuels
The engine is designed for continuous operation on heavy fuel. For limited periods it is possible to operate the engine on distillate fuel without modification. For periods longer than 250 hours the cylinder head (exhaust valves and valve rotators) has to be modified. Engines intended for continuous or prolonged operation on distillate fuels corresponding to ISO 8217: 1996, F-DMA, DMB and DMC are adapted to such fuels. See also section 1.1.2.3. Engines can be started and stopped on heavy fuel oil provided that the engine and fuel system are preheated to operating temperature. It is only recommended to change over from HFO to distillate fuel operation when it is necessary to fill or flush the fuel oil system.
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1.1 3
Manual Wrtsil 26
Fuel System
1.1.2.
Fuel
1.1.2.1. Residual fuel oil quality
Note!
CCAI 4) Water Sulphur Ash Vanadium Sodium 4) Aluminium + Silicon Conradson Carbon residue Asphaltenes 4) Flash point (PMCC) Pour point Total sediment, potential
1.1 4
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% volume % mass % mass mg/kg mg/kg mg/kg % mass % mass C C % mass
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Viscosity at: Viscosity at: Viscosity at: Density at:
100C 50C 100F 15C
cSt cSt Redwood No.1 sec kg/m3 kg/m3
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max. max. max. max. max. max. max. max. max. max. max. max. max. max. min. max. max.
Property
Unit
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Limit HFO 1 55 730 7200 991 10101) 8502) 1.0 2.0 0.05 100 50 30 15 8 60 30 0.10
Bunker quality The residual fuel oil quality as bunkered must be within the following specification: Limit HFO 2 55 730 7200 991 10101) 8702) 1.0 5.0 0.20 6003) 1003) 80 22 14 60 30 0.10 Test method reference ISO 3104 ISO 3104 ISO 3104 ISO 3675 or ISO 12185 ISO 8217 ISO 3733 ISO 8754 ISO 6245 ISO 14597 ISO 10478 ISO 10478 ISO 10730 ASTM D 3279 ISO 2719 ISO 3016 ISO 103072
The residual fuels are further in this manual indicated as Heavy Fuel Oil (HFO).
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The fuel specification is based on the ISO 8217:1966 (E) standard and covers the fuel categories ISO-F-RMA10 - RMK55. The fuel specification HFO 2" is based on RMH 55 and RMK 55. Additionally the engine manufacturer has specified an alternative fuel HFO 1" with a tighter specification. By using a fuel meeting this specification longer overhaul intervals of the specific engine components are reached.
Fuel System
Manual Wrtsil 26
of 1010 kg/m3 at 15C, provided the fuel treatment system can remove water and solids.
1) Maximum 2) Straight run residues show CCAI values in the 770 to 840 range and are
very good ignitors. Cracked residues delivered as bunkers may vary from 840 to - in exceptional cases - above 900 CCAI. Most bunkers remain in the max. 850 to 870 range at the moment. 3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents. Sodium also strongly contributes to fouling of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel depends on its proportions of sodium and vanadium, but also on the total amount of ash. Other ash constituents however, also 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. 4) Additional properties specified by the engine manufacturer which are not included in the ISO specification or differ from the ISO specification. Lubricating oil, foreign substances or chemical waste, hazardous to, the safety of the installation or detrimental to the performance of engines, should not be contained in the fuel.
BS MA 100: 1996, RMH55 and RMK 55 CIMAC 1990, Class H55 and K55 ISO 8217: 1996(E), ISO-F-RMH 55 and RMK 55
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For fuel oil quality before engine see section 1.1.2.4.
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The limits above concerning the HFO 2" also correspond to the demands of:
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1.1 5
Manual Wrtsil 26
Fuel System
1.1.2.2.
Crude oil quality
Bunker quality The crude oil quality as bunkered must be within the following specification: Property Viscosity at: 100C Viscosity at: 50C Viscosity at: 100F Density at: 15C CCAI Sulphur Ash Vanadium Sodium Aluminium + Silicon Conradson Carbon residue Asphaltenes Reid vapour pres. at 37.8C Pour point Total sediment, potential Unit cSt cSt Redwood No. 1 sec. kg/m3 % mass % mass mg/kg mg/kg mg/kg % mass % mass kPa C % mass max. max. max. max. max. max. max. max. max. max. max. max. max. max. max. Limit 55 730 7200 991 870 5.0 0.05 300 50 30 22 14 65 30 0.10 Test method reference ISO 3104 ISO 3104 ISO 3104 ISO 3675 or 12185 ISO 8217 ISO 8754 ISO 6245 ISO 14597 ISO 10478 ISO 10478 ISO 10730 ASTM D 3279 ASTM D 323 ISO 3016 ISO 103072
Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to the performance of engines, should not be contained in the fuel.
Note!
1.1 6
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For fuel oil quality before engine see section 1.1.2.4.
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Fuel System
Manual Wrtsil 26
1.1.2.3.
Distillate fuel oil quality
Distillate fuels The fuel specification is based on the ISO 8217:1996 (E) standard and covers the fuel categories ISO-F-DMX, DMA. DMB and DMC. The distillate grades mentioned above can be described as follows: DMX is a fuel which is suitable for use at ambient temperatures down to -15C without heating the fuel. In merchant marine applications, its use is restricted to lifeboat engines and certain emergency equipment due to reduced flash point. This type of fuel is not further specified in this chapter. DMA is a high quality distillate. DMB is a general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not specifically designed to burn residual fuels. DMC is a fuel which can contain a significant proportion of residual fuel. Consequently it is unsuitable for installations where engine or fuel treatment plants is not designed for the use of residual fuels.
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Note!
The distillate fuels are further in this manual indicated as Light Fuel Oil (LFO).
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1.1 7
Manual Wrtsil 26
Fuel System
Bunker quality The distillate fuel oil quality as bunkered must be in the following specification based on ISO 8217: 1996(E) ISO-F-DMA, DMB and DMC: Property Viscosity at 40C Density at 15C Cetane number Water Sulphur Ash Vanadium Aluminium + Silicon cSt kg/m3 [] % mass % mass mg/kg mg/kg Unit max max min. max max max max max min. DMA DMB DMC1) Test meth. ref. 6.0 11.0 890 40 1.5 0.3 60 900 35 0.3 2.0 0.01 0.3 14.0 920 0.3 2.0 0.05 100 ISO 3104 ISO 3675 or 12185 ISO 5165 or 4264 ISO 3733 ISO 6245 ISO 8574
% volume max
Flash point (PMCC) 2) Pour point : Summer / Winter Sediment Total sediment potential
1)
C C
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Carbon residue (micro method)
% mass
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60 6/0 0.07
Carbon residue (10% vol % mass dist. bottoms, micro method)
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2.5 60 6/0 0.10
25
% mass % mass
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max 0 /6 max max
Note! Note!
1.1 8
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The use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is adapted to this fuel. 2) Additional properties specified by the engine manufacturer which are not included in the ISO specification or differ from the ISO specification. Lubricating oil, foreign substances or chemical waste, hazardous to the installation or detrimental to the performance of the engines, should not be contained in the fuel. Some distillate fuel oils may contain wax particles which solidify at temperatures below 50 oC and may clog the fuel filter. It is advised to install a heater in the supply line to the fuel filter. In case of a clogged filter the heater can be switched on to overcome the problem. For fuel oil quality before engine see section 1.1.2.4. For fuel oils out of the specifications as stated in this paragraph, contact Wrtsil Corporation.
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max 0.01
ISO 14597 ISO 10478 ISO 10370 ISO 10370 ISO 2719 ISO 3016 ISO 3735 ISO 103071
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Fuel System
Manual Wrtsil 26
1.1.2.4.
Fuel oil quality before engine
Requirement before engine All fuel oil supplied to the engine must be properly conditioned and fulfil the following requirements: Property Fuel condition before injection pumps: For pressure, temperature (LFO / HFO) and viscosity (LFO / HFO) see section 1.0.4. Unit Value
The HFO must be purified in an efficient centrifuge system. Furthermore, the fuel should pass through an automatic filter before entering the engine.
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Automatic backflush filter; fineness 90% / abs. Safety filter; fineness 90% / abs. Water / volume 1) Sodium 1) Aluminium + Silicon 1)
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[m] [m] % mg/kg mg/kg % 2) 10 / 25 25 / 37 max. 0.3 max. 30 max. 15 ca. 0.4 min. 4 : 1 1.1 9
Quantity of clean leak fuel (at 100% load) Fuel flow / fuel consumption ratio (at 100% load)
1) Additional
properties specified by the engine manufacturer which are not included in the ISO specification or differ from the ISO specification.
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2)
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% of Specific Fuel Oil Consumption
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Manual Wrtsil 26
Fuel System
1.1.2.5.
Fuel conditioning
World wide different viscosity units are used. Fig. 1.1 1 shows a diagram to convert the viscosity from one unit to another. The unit [mm2/s] is equal to [cSt].
[mm2/s]
1.1 10
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Fig. 1.1 1 Viscosity conversion diagram
Conversion from various viscosity units to [mm 2/s] can be made in the diagram, fig. 1.1 1 . The diagram should be used only for conversion of viscosities at the same temperature. The same temperature should then be used when entering the viscosity / temperature point into the diagram of fig. 1.1 2 .
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Fuel System
Manual Wrtsil 26
Fuel oil viscosity and temperature Proper atomization of fuel in the combustion chamber of the engine requires for each fuel a specific viscosity. Controlled heating to obtain the corresponding temperatures is required. These temperatures can be determined from the diagram in fig. 1.1 2 . The diagram shows: The viscosity-temperature lines for a number of viscosity grades. For residual fuels (ISO RM..) the viscosity is specified at 100_C . For distillate fuels (ISO DM..) the viscosity is specified at 40_C . The line for 35 mm2/s at 100_C fuel for instance is the one running through points H and E. Lines for fuels with other viscosities run parallel.
2000 1000 600 400 300 200 Distillate fuel H G
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C 70 80
Residual fuel
Approx. pumping limit
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A
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RM55 (Max. 55mm2/s at 100C) RM45 (Max. 45mm2/s at 100C) RM35 (Max. 35mm2/s at 100C) RM25 (Max. 25mm2/s at 100C) RM15 (Max. 15mm2/s at 100C) RM10 (Max. 10mm2/s at 100C) Centrifuging temperature Viscosity range residual fuels before HP fuel pumps F B D E Max. temperature before HP fuel pumps 90 100 110 120 130 [C]
[mm2/s] 5000
60 50 40 30 25 20 16 14 12 10 9 8
Fo
6 5 4
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DMC (Max. 14 mm2/s at 40C) DMB (Max. 11 mm2/s at 40C) DMA (Max. 6,0 mm2/s at 40C) DMX (Max. 5,5 mm2/s at 40C)
10
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10
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100 80
Minimum storage temperature
20
30
40
50
60
Fig. 1.1 2 Viscosity temperature diagram
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1.1 11
Manual Wrtsil 26
Fuel System
The (horizontal) line at 1000 mm2/s above which pumping is difficult. The line with sharp bends through point G, which shows the minimum storage temperature for all viscosity classes. For higher viscosity class fuels a higher storage viscosity is accepted to limit the heating demand. The line with sharp bends through point F, shows the required centrifuging temperature. For viscosity classes higher than 40 mm2/s at 50_C a higher centrifuging viscosity than 14 mm2/s is accepted to save heating power. Finally the line turns vertical at 97_C because boiling of the sealing and operating water in the centrifuge must be avoided. With further increase of viscosity the throughput through the centrifuge must be reduced for maintaining the required degree of purification. The maximum temperature before the HP fuel pumps is 50 _C for LFO and 130 _C for HFO.
Is pumpable above 37_C (point H).
Centrifuging temperature is 97_C (point F). Heating temperature before entering the engine for proper atomisation with a viscosity between the 24 and 16 mm 2/s, is maximum 127_C and minimum 112_C (point D and E).
1.1 12
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Minimum storage temperature is 41_C (point G). It is advised to keep the fuel about 10_C above this temperature.
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At 80_C (point C) the estimate viscosity is 77 mm 2/s.
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Example: RM35 a fuel with a viscosity of 35 mm2/s at 100_C (point B) or 380 mm2/s at 50_C (point A):
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Fuel System
Manual Wrtsil 26
Purification Heavy fuel (residuals, and mixtures of residuals, distillate and DMC) must be purified in an efficient working centrifuge before entering the day tank. The fuel should be heated before centrifuging. Recommended temperatures, depending on the fuel viscosity, are stated in the diagram, see fig. 1.1 2 . Sufficient heating capacity is needed to make centrifuging at recommended levels possible. The temperature must be controlled on "2_C before centrifuge when centrifuging high viscosity fuels with densities approaching or exceeding 0.991 g/ml at 15_C.
Recommended centrifuge flow rate Viscosity at 100_C Viscosity at 50_C mm2/s
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10 40 60
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15 25 40 30
Be sure the correct gravity disc is used. Never exceed the flow rates recommended for the centrifuge for the grade of fuel in use. The lower the flow rate the better the purification efficiency.
35
45
55
mm2/s 12
80 180 380 500 730 25 20 15
Centrifuge flow % of rated capacity 100
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Sufficient separating capacity is required. The best and most disturbance-free results are obtained with purifier and clarifier in series. Alternatively the main and stand-by separators may run in parallel, but this makes heavier demands on correct gravity disc choice and constant flow and temperature control to achieve optimum results. Flow rate through the centrifuges should not exceed the maximum fuel consumption of the engine by more than 10 %. In case pure distillate fuel is used, centrifuging is still recommended as fuel may be contaminated during transport and in storage tanks. The full rated capacity of the centrifuge may be used provided the viscosity is less than 12 mm2/s at centrifuging temperature.
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1.1 13
Manual Wrtsil 26
Fuel System
1.1.2.6.
Avoiding difficulties during operation on HFO
The engine is designed for burning HFO. In order to avoid difficulties mind the following points: 1 At all loads the charge air temperature should be kept at design temperature by controlling the LT cooling water temperature. 2 Fuel injection temperature with regard to HFO. For requirements see "Fuel viscosity / temperature in the engine". Poor fuel quality will adversely influence wear, engine component life time and maintenance intervals. 3 Clean the turbocharger turbine side frequently straight from the beginning. Fuels with high vanadium and sodium contents in unfavourable ratio's may lead to rapid contamination of the turbine and higher gas temperatures. In such cases more frequently cleaning is necessary. 4 Limit low load operation as much as operating conditions permit if fuel is known or suspected to have higher sulphur content above 2 %, carbon content " carbon residue" above 15 % and/or asphaltene content above 8 %. 5 Avoid unstable and incompatible fuels (precipitation of heavy components in the fuel) by avoiding blending of fuels unless the fuels are known to be compatible. Store fuels from different deliveries in separate tanks. If stability and compatibility problems occur never add distillate fuel as this will probably increase precipitation. A fuel additive with highly powerful dispersing characteristics can be of help until a new fuel delivery takes place. 6 Some of the difficulties may occur on heavy fuels blended from cracked residuals, see section 1.1.2.7.
1.1 14
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Fuel System
Manual Wrtsil 26
1.1.2.7.
Comments on fuel characteristics
1 Viscosity determines the complexity of the fuel heating and handling system, which should be considered when estimating installation economy. The standard engine fuel system is designed for fuels up to the viscosity class 55. 2 When the density exceeds 0.991 g/ml at 15_C water, and to some extent solid matter, can no longer be removed with certainty by a centrifuge. Centrifuging systems claiming to clean fuel oils with densities up to 1.010 g/ml at 15_C are on the market. If such systems of the so called controlled discharge design are installed, fuels with densities up to 1.010 g/ml at 15_C may be used.
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5 High vanadium content causes high temperature corrosion on hot parts like exhaust valves, particularly in combination with high sodium content. The corrosion accelerates with increased temperatures (increased engine output). 6 Sodium (Na)contributes to hot corrosion on hot parts like exhaust valves in combination with high vanadium (V) content. Sodium also contributes strongly to fouling of the turbine blading of the turbocharger at high exhaust gas temperature. The permissible content of Na of the cleaned fuel should be below 30 ppm. 7 High "carbon residue" may cause deposit formation in combustion chamber and exhaust system, particularly at low engine output. 8 High content of asphaltenes may contribute to deposit formation in the combustion chamber and exhaust systems (at low loads). Asphaltenes may under certain circumstances precipitate from the fuel and will block filters and/or cause deposits in the fuel system. Precipitating asphaltenes may also cause excessive centrifuge sludge. 9 Heavy fuels may contain up to 1 % water at delivery. Water can originate from the installation bunker tanks. To avoid difficulties in the engine fuel injection system water must be removed.
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4 High ash content causes abrasive wear, and may cause high temperature corrosion and contributes to formation of deposits. The most harmful ash constituents are the vanadium-sodium combinations.
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3 Higher sulphur content increases the risk for corrosion and wear, particularly at low loads, and may contribute to high-temperature deposit formation. The lubricating oil specification must be matched to such qualities.
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Note!
High density fuels with low viscosity may have low ignition quality.
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1.1 15
Manual Wrtsil 26
Fuel System
10 Reduced ignition and combustion quality can be caused by using HFO from modern refinery processes compared with "traditional" heavy fuels. HFO from modern refinery processes may approach at least some of the limits of fuel characteristics. Ignition quality is not defined nor limited in marine residual fuel standards. The same applies to ISO-F-DMC marine distillate fuel. The ignition quality of these fuels cannot for a variety of reasons be determined by methods used for pure distillates, i.e. Diesel Index, Cetane Index and Cetane Number. Low ignition quality may cause trouble during starting and at low load operation, especially at too low charge air temperature. This may result in long ignition delay and as a consequence, in high firing pressure rise ratio. The combustion will be more noisy in this case, known as "Diesel knock", i.e. hard, high pitch combustion noise. Diesel knock increases mechanical load on components surrounding the combustion space, increases thermal load, increases lube oil consumption and increases lube oil contamination. Basically a low viscosity, in combination with a high density, will result in a low ignition quality and is expressed in a CCAI value. mm2/s at 50 oC kg/m3 at 15 oC
1.1 16
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Fig. 1.1 3 Nomogram for deriving CCAI
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Fuel System
Manual Wrtsil 26
What do the CCAI values mean? Straight run residues show CCAI values (Calculated Carbon Aromaticy Index) in the 770 to 840 range and are very good igniters. Cracked residues delivered as bunkers may range from 840 to, in exceptional cases, above 900. Normal diesel engines should accept CCAI values up to 850 with no difficulties. CCAI values between 850 and 870 may cause difficulties under unfavourable conditions such as low charge air temperatures, insufficient preheating of the engine at the start, malfunctioning of fuel injection system (in particular, badly maintained nozzles).
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11 Aluminum + Silicon. Fuels may contain highly abrasive particles composed of aluminium and silicon oxides known as "catalytic fines" from certain refining processes. If not removed by efficient fuel treatment, wear of high pressure fuel pumps, nozzles and cylinder liners can be expected in a few hours.
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Note!
Although low ignition quality produces long ignition delay, advancing the ignition timing makes things only worse; fuel is injected at a lower compression temperature and this will produce even longer ignition delay.
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1.1 17
CCAI values above 870 are not advised.
Manual Wrtsil 26
Fuel System
1.1.3.
Internal fuel system

General The fuel system on the engine consists of a Low Pressure and a High Pressure part. Both parts are basically situated inside the Hot Box. The Low Pressure part consists of HP fuel pump brackets, supply and return lines, pressure control valve and leak-off lines. The HP fuel pump brackets are described in chapter 2.9., "Injection system". The High Pressure part consists of the High Pressure (HP) fuel pumps, fuel injectors and High Pressure fuel lines. These components are described in chapter 2.9., "Injection system".
The Internal Fuel System" diagram is provided in Annex A - Internal systems/Pipe arrangement , of this Instruction Manual.
Note!
1.1 18
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For maintenance background information , safety aspects, tools, intervals, tolerances, inspection, tightening torque and procedures see chapter 2.4
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Fuel System
Manual Wrtsil 26
1.1.4.
Draining of fuel system

As the fuel quantity in the supply and discharge line is relatively large, it is preferred to purge the fuel lines into a waste tank before commencing any maintenance to this system and components. The system, operating on HFO, should be drained when engine and fuel are still hot.
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6 7 Fig. 1.1 4 Draining the engine fuel system 1 Close the supply to the engine fuel system. 2 Drain the fuel at the lowest point of the external installation system discharge line (6) and supply line (7). See fig. 1.1 4 . 1.1 19
Manual Wrtsil 26
Fuel System
Open plug (9) of the end cover (8), see fig. 1.1 5 .
Fig. 1.1 5 Draining the engine fuel system
1.1 20
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Lubricating Oil System
Manual Wrtsil 26
1.2. Lubricating Oil System
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1.2 1
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Manual Wrtsil 26
1.2.1.
Lubricants
Lubricating oil should feature a number of physical and chemical qualities required for reliable diesel engine operation. Apart from lubricating bearings, cylinder liners, gears, valve mechanism etc., cooling is an important function. The main engine lubricating oil must also be able to neutralize combustion products on engine parts and to keep these products well dispersed. Under normal operation the engine lubricating oil is exposed to high pressures and temperatures. The oil is often finely divided as a spray or mist, intimately mixed with air and subjected to catalytic effects of various contaminators. Contact with air results in oxidation and the production of gums, resins and acids.
1.2 2
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The oil manufacturer remains responsible for the quality of the oil under operating conditions. It is the responsibility of the operator together with the advise of the oil supplier and nogo criteria given by Wrtsil Corporation, to determine whether or not the oil should be refreshed.
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Some of the contaminators can be removed by purification or filtering. Other contaminators eventually will accumulate to the point where the oil must be discarded. To determine the condition of the oil regular sampling and testing is necessary. The samples should therefore be sent to a qualified laboratory for a detailed analysis regarding the oil condition.
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Other major contaminators are products of combustion, such as soot, ash and (partially) unburnt fuel mixed with the lubricating oil on the cylinder wall. High sulphur content of the fuel may also accelerate the rate of oil deterioration.
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Manual Wrtsil 26
1.2.1.1.
Requirements
1.2.1.1.1. Main lubricating oil

Main lubricating oil for the engine must be of an approved brand according to the following specifications: Viscosity class : SAE 40 Viscosity index (VI) : Min.95 Alkalinity (BN) : The required lube oil alkalinity is tied to the fuel specified for the engine, which is shown in the table below. Category A B C D Fuel standard ISO 8217: 1996(E)
Remarks Category A and B: If the recommended lube oil BN is not available also an approved lube oil with a BN 30 can be used. Category C: The recommended lube oil BN is especially valid for engines with a wet oil sump using fuel with a sulphur content above 2.0 % mass. If experience shows that the lube oil BN equilibrium remains at an acceptable level (fuel with very low sulphur content) lube oil with a BN 40 can be used. Lube oil with a BN 30 is only recommended in special cases, such as installations equipped with a SCR catalyst. Category D: Lube oil with a BN 30 is a recommended alternative. Additives The oil should contain additives that ensures good oxidation stability, corrosion protection, load carrying capacity, neutralisation of acid combustion and oxidation residues and should prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone and bearing surfaces in particular). Foaming characteristics Fresh lubricating oil should meet the following limits for foaming tendency and stability, according to the ASTM D 892-92 test method: Sequence I, II and III : 100/0 ml Base oils Only the use of virgin base oils is allowed, i.e. recycled or re-refined base oils are not allowed. Approved lubricating oils For a list with approved lubricating oils, please contact Wrtsil. Lubricating oils that are not approved have to be tested according to the engine manufacturer's procedures.
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DMX, DMA DMB DMC, RMA10 RMK55 Crude oil (CRO)
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Lube oil BN [mg KOH/g] Required Recommended 10 30 10 25 15 30 15 22 30 55 50 55 30 30
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Manual Wrtsil 26
Engine lubricating oil system requirements Lubricating oil, supplied to the engine, must be conditioned: centrifugal separated on water and dirt filtered controlled to the correct temperature. Water content Fineness automatic backflushingfilter: fine filter safety filter The suction height of the main lubricating oil pump (including pressure losses in the pipes and suction filter): Before any operation the lubricating oil should be at least at preheated condition: max. % vol 0.3
30 m Absolute mesh size 100 m Absolute mesh size
max. m
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4 40
1.2.1.1.2. Other lubricants
Oil for hydraulic tools These tools require an oxidation resistant oil with a viscosity of about 45 mm2/s at 40 _C. The following oil specifications meets the requirements: ISO hydraulic oil type HM DIN 51525 hydraulic oil type HLP DIN 51585 corrosion test with steel, corrosion degree 0 DIN 51759 corrosion test with copper, corrosion degree 1 ASTM D 665 corrosion test approved.
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Actuator Generally use a 20W-40 multigrade oil. See the subsuppliers manual.
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Lubricating oil for turning gear Synthetic-gear oil, viscosity 400-500 cST/40C = ISO VG 460. For approved lubricating oils, please contact Wrtsil.
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1.2.1.2.
Influences on the lubricating oil condition
1.2.1.3.
It is the duty of the operator to monitor the behaviour of the lubricating oil carefully and regularly in order to ensure the oil remains in a good condition. This is particularly necessary when a new engine is put into operation or when a change is made in brand of oil in an engine already in operation or when oil is taken from a batch with different composition. However it is not advised to mix different types of lubricating oil and in such a case always consult the lubricating oil supplier. During testing the quality of lubricating oil the instructions of the oil supplier have to be observed. It is advised with a new engine or after a major overhaul to take samples of the lubricating oil at intervals of 250 operating hours and send it to a qualified laboratory. On the basis of the results it is possible to determine suitable intervals.
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When the engine is in operation under "extreme" conditions the operator should check the oil condition more frequently. The following engine conditions are "extreme" : During the runningin period of an engine when a relative large quantity of metal wear products are formed entering the lubricating oil. After replacement of liners and piston rings. The engine runningin process will introduce larger quantities of blowby gas existing in combustion products (sulphur dioxide, water and CO2) and liner and piston ring wear products. Strong fluctuations in engine load create more blowby. A bad fuel combustion process caused by bad condition of injectors and/or fuel pumps and insufficient scavenging air pressure. A fuel oil quality with a CCAI > 850. Frequent engine overhaul introduces a relative high percentage of dirt into the crankcase. Postponed engine maintenance introduces the possibility of water and fuel oil entering the lubricating oil. Piston and liner wear increase the quantity of blowby gas. Frequently cold starting. High sulphur content in fuel (> 3% ) causing fast BN depletion.
Testing of main lubricating oil
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Information required for oil analysis 1 Name of vessel or plant 2 3 4 5 6 7 8 9 Owners Date of sampling
Oil brand, product name, nominal viscosity Hours lubricating oil in service Engine model, manufacturer and serial number Position in lubrication oil system from which drawn
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10 Type of fuel oil used including sulphur content 11 Date previous sample from same source drawn 12 Quantity of lubricating oil in system and top up
13 Any special reasons for analysis being required if nonroutine samples Unacceptable sampling An unsatisfactory sample will be the result if oil is drawn from areas of stagnation or where little flow is occurring. These places are: Sumps Auxiliary / smaller pipelines Purifier suction lines or discharge lines Drain plugs of filters, coolers etc. Samples drawn from those points will not be representative for the bulk of oil in active circulation.
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Running hours of the engine.
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Date and place sample handed in
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Recommendations for sampling Samples should be drawn from the sampling valve which is specifically fitted for this purpose. Ensure the total quantity of oil in circulation is approximately the same prior to drawing each sample. Draw samples only when the engine is running and the oil is at normal operating temperature. Before filling the sampling container open the sampling cock and drain some oil to make sure that it is flushed and hot oil is flowing slowly from the outlet point. Draw oil samples directly into clean, dry containers of one litre capacity. Draw a sample during a period of about ten minutes. Shake the sample thoroughly before pouring into the sample bottle provided for this purpose; the bottle should not be filled over 90% of its content.
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Manual Wrtsil 26
1.2.1.4.
Condemning limits main lubricating oil
Condemning limits for used main lubrication oil system When estimating the condition of used lubricating oil the following properties along with the corresponding limit values must be noted. If the limits are exceeded measures must be taken. Compare the condition also with guidance values for fresh lubricating oil of the brand used.
Property Viscosity Viscosity Water Base Number
Unit cSt at 40 C cSt at 100 C vol%
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Condemning limits for used lubricating oil Limit
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Test method ASTM D 95 or ASTM D 1744 ASTM D 893b ASTM D 93 ASTM D 92 1.2 7
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mg KOH/g
Insolubles
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w% in nPentane C C
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Flash Point, PMCC Flash Point, COC
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max.
max. 25% decrease ASTM D 445 max. 45% increase max. 20% decrease ASTM D 445 max. 25% decrease max. 0.30
min. 20 for HFO ASTM D 2896 operation max. 50% depletion for LFO operation min. 170 min. 190
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1.2.1.5.
Comments on lubricating oil characteristics
Note!
3 Water content Lubricating oil with a high water content must be purified or discarded.
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5 Insolubles The quantity of insolubles allowed depends on various factors. The oil supplier' s recommendations should be closely followed. 1.5% Insolubles in nPentane call for action, however, it can be said that changes in the analyses usually give a better basis for estimation than the absolute values. Rapid and big changes of insolubles may indicate abnormal operation of the engine or system. 6 Sudden increase of wear metals indicates that there is abnormal wear. Immediate actions should be taken to find the cause. If necessary contact the oil supplier and/or the engine manufacturer
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4 Choose BN according to our recommendations. A too low BN value increases the risk of corrosion and contamination of the engine components.
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2 Flash point At 150_C a serious risk of a crankcase explosion exists.
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Defects on selfcleaning separators can, under certain circumstances, quickly increase the water content of the oil
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1 Centrifuging of the system oil is required in order to separate water and insolubles from the oil. Do not supply water during purifying. The oil should be preheated till 8090C. Many oil manufacturers recommend a separation temperature of 8595C for an effective separation. Please check with the supplier of your lubricating oil for the optimal temperature. Select the highest recommended temperature. For efficient centrifuging, use not more than 20% of the rated flow capacity of the separator. For optimum conditions, the centrifuge should be capable of passing the entire oil quantity in circulation 45 times every 24 hour at 20% of rated flow. The gravity disc should be selected according to the oil density at separation temperature.
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Manual Wrtsil 26
7 Measure and record the quantity added for compensation of the oil consumption. Attention to lubricating oil consumption may give valuable information about the engine condition. A continuous increase may indicate wear of piston rings, pistons and cylinder liners. A sudden increase demands inspection of pistons if no other reason is found. 8 Intervals between changes are influenced by system content (oil volume), operating conditions, fuel oil quality, centrifuging efficiency and total oil consumption. Efficient centrifuging in combination with large systems (dry sump operation) generally allow longer intervals between changes.
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9 Daily top up of the circulating tank/wet sump will extend the life time of the lubricating oil.
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1.2.1.6.
Recommendations for refreshing lubricating oil
Note!
Utmost cleanliness should be observed during lubricating oil treatment. Dirt, metal particles, rags etc. may cause serious bearing damage. After disconnecting pipes or components from the system cover all openings with gaskets and or tape. Avoid dirt and water entering the lubricating oil during transport and storage.
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1 1.2 10
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Fig. 1.2 1
1 Drain the oil system when the oil is hot. The lubricating oil of the internal engine system, collected in the engine wet sump, has to be drained through the connections (1). For draining of the lubricating oil module see section 1.2.3.2.. Be sure external pipes are also emptied. 2 Clean oil spaces including camshaft and filter compartments. 3 Check filter candles of the automatic back-flushing filter and renew filter candles if necessary, see section 1.2.3.2.3. 4 Supply the required quantity of oil into the system.
5 The oil interval can efficiently be predicted by plotting the analyses taken at regular intervals. Copies of the lubrication oil analysis should be kept on archive for at least 12,000 running hours of the engine.
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Engine wet sump
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Manual Wrtsil 26
1.2.2.
Internal lubricating oil system

The lubricating oil system of the engine is integrated in the engine construction. Most components are connected to the engine without external piping. Builton are: Lubricating oil pump with pressure control valve and non return valve. Prelubricating oil pump. Lubricating oil module with cooler, filter and thermostatic valves. Centrifugal filter(s) Sampling valve Crankcase air breather
Note!
For maintenance background information , safety aspects, tools, intervals, tolerances, inspection, tightening torque and procedures see chapter 2.4
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The Internal Lube Oil System" diagram is provided in Annex A Internal systems/Pipe arrangement , of this Instruction Manual.
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1.2.2.1.
Oil flow through engine
The lubricating oil is taken from the sump at (1) by the engine driven pump (2) and during start-up by pre-lubricating pump (2.1). The oil is forced to the lubricating oil module at (3) where it is cooled, regulated to the correct temperature and filtered by an automatic back-flushing filter. After the module the oil is discharged at (4) from there the oil flow is split up into the following directions. See fig. 1.2 2 . Inlet manifold (5) integrated in the sump supplies lubricating oil to:
connecting rod bearings pistons
gear wheel of pump drives at the free end (not visible).
Inlet (6), integrated in the engine block supplies lubricating oil to: camshaft bearings (7)
gearwheel drive camshaft (8)
tappets for in- and exhaust valves fuel pump supports with fuel pump drive cylinder heads: valve lifting gear and injector cooling actuator drive (9) turbocharger bearings (11)
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crankshaft main bearings
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9 7
6 8
11
10
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2.1 Fig. 1.2 2 General overview oil flow through engine 1.2 13
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1.2.2.1.1.
Oil flow main bearings, connecting rod and pistons
Oil flow main bearing Lubricating oil in the manifold (5) enters the main bearings through oversized drillings for side studs (12) and main bearing cap studs (13), see fig. 1.2 3 . The oil flows into groove (14) of the engine block. The upper main bearing shell is over a part of the circumference provided of large size holes from where the oil flows to the main bearing and the crankshaft main bearing journal.
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Fig. 1.2 3 Oil flow main bearing 1.2 14
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Oil flow connecting rod Via a "crossover" (15) in the crankshaft the oil flows from the main bearing journal to the crankpin journal and big end bearings. Via large size holes the oil flows into a circumferential groove (16), see fig. 1.2 4 , in the bearing cap and partly in the upper part ofthe connecting rod big end. The oil is conducted through a vertical drilling in the connecting rod up to the gudgeon pin bearing (17).
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Fig. 1.2 4 Oil flow connecting rod
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16
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Oil flow piston Through holes in the middle of gudgeon pin the oil enters a distribution space and leaves through holes at both outer ends. See fig. 1.2 5 .
Fig. 1.2 5 Gudgeon pin
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1.2 15
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17
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Oil is discharged into 4 vertical drillings in the piston skirt (20), see fig. 1.2 6 . At the end of the vertical drillings the lubricating oil flow is restricted by orifices (19) to control the quantity of oil for piston crown cooling. Four spray holes take care of lubrication of liner, piston skirt and piston rings during engine operation. The flows are restricted by orifices (18). The excess of lubricating oil on the liner is scraped off by a scraper ring and drained via a groove, below the scraper ring, through holes in piston skirt down into the crank case. After passing the restrictions in top of the piston skirt the lubricating oil enters the outer space (21) of the piston crown. The outer space is separated from the center space by a rim in which two horizontal grooves at certain height. Due to these grooves the outer crown space is always partly filled with oil. During the up and down stroke of the piston the lubricating oil is shaken and increased in speed, intensively cooling the piston crown. The displaced oil flows to the center section (22) of the piston crown. A second shaker action takes place cooling the center of the crown. After cooling down the piston the lubricating oil flows to the engine sump.
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21 19
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Fig. 1.2 6 Oil flow piston
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18 20
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1.2.2.1.2. Oil flow gear drive

Part of the lubricating oil flow to the camshaft is branched for lubrication of the intermediate gearing and intermediate bearings, see fig. 1.2 7 . Both gearwheels are provided with 4 radial holes for lubrication of the gearwheel teeth. The outer end of the radial holes are provided with orifices
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Fig. 1.2 7 Oil flow gear drive
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1.2.2.1.3. Oil flow turbocharger

The turbocharger is lubricated by the main lubricating oil system, supplied at (23) and drained to the engine sump.
A sensor (25) detects the prelubrication of the turbocharger before engine start. See fig. 1.2 8 .
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23
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25 Fig. 1.2 8 Oil flow to turbocharger 1.2 18
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1.2.2.1.4. Oil flow engine top side

Lubricating oil enters at (26) the hollow camshaft (27) and is conducted to all camshaft bearings, see fig. 1.2 9 . Each of the camshaft bearings give way to fill a "common rail" (28) integrated in the engine block, see fig. 1.2 9 and 1.2 10 .
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27 26 Fig. 1.2 9 Oil flow through camshaft
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From this common rail the lubricating oil is supplied to the HP fuel pump tappet (29) and to the inlet- and exhaust valve drive tappets (30). To provide cylinder head components with oil, a lubricating oil pipe is mounted between connection (31), see fig. 1.2 10 and connection (32), see fig. 1.2 11 .
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28 29
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28 31 30 30 Fig. 1.2 10 Oil flow HP fuel pump drive and valve drive
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Manual Wrtsil 26
Part of the oil is used for cooling the nozzle tip of the fuel injector (33), see fig. 1.2 11 . The lubricated components are; rocker arms and shaft (34); pivots for push rod (35) and bridge piece (36); valve rotators (37); valves (38) and valve guides (39).
34 35 36
32
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Fig. 1.2 11 Oil flow cylinder head
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Part of the lubricating oil from oil supply line (40) is supplied to the actuator drive (41), see fig. 1.2 12 .
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1.2.2.1.5. Oil flow actuator drive
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41 40 Fig. 1.2 12 Lubricating oil for actuator drive
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Manual Wrtsil 26
1.2.3.
Components of internal system

1.2.3.1. Lubricating oil pump
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The pressure control unit (3) is builton the junction box, for description and maintenance see section 1.2.3.1.1.
The junction box (2) built-on the discharge of the engine driven lubricating oil pump is provided with a non return valve to avoid reverse flow of the lubricating oil in case a prelubricating pump or a stand-by pump is operated.
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Fig. 1.2 13 Lubricating oil pump
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The engine driven lubricating oil pump (1) is of sufficient capacity to maintain the nominal lubricating oil pressure at engine operating conditions. During startup the engine driven lubricating oil pump has to be supported by a prelubricating oil pump till minimum engine rpm is obtained.
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Removing pump from engine 1 Remove pipe sections connected to the lubricating oil pump.
2 Install tool 9612ZT939 on the four cylinder head studs at the free end of the engine , see fig. 1.2 14 . Thread in the four sleeves is similar to the cylinder head stud thread. With the help of this lifting tool the lubricating oil pump (6) can be lifted.
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3 Remove all bolts (4), see fig. 1.2 13 . 1.2 22
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4 Lift lubricating oil pump from engine by tool 9612ZT939 and sling, see fig. 1.2 14 . Dismantling pump 5 Remove pressure control / safety valve (1), see fig. 1.2 15 . 6 Remove gear wheel (2) by removing the tapbolts (3) and gland (4). By knocking on the wheel hub the tapered rings (5) will come loose. Take gear wheel from the hub. 7 Remove pump front cover and both shafts out of the pump housing.
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Fig. 1.2 14 Derrick for free end side mounted pumps
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9612ZT939
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6 7 10 8 2 9
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5 3 4 1.2 23
Pump inspection and assembling 1 Clean all components.
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Mind the correct position of clamping rings. 10 Fit bolts (3) and tighten evenly in steps of 20 Nm. For final torque, see chapter 2.4.
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Fig. 1.2 15 Lubricating oil pump, cross section
2 3 4 5 6 7 8 9
Check bearing and shaft for wear and other possible damages. Inspect parts for scoring and damage. If necessary replace bearings according planned maintenance. Check oil return channel (9) in end cover is open. Replace Orings (8) and (10). Install both shafts in the pump housing and mount front cover. Place gear wheel over pump shaft. Place clamping rings (5), to start with the inner ring, and gland (4).
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11 Check shafts are free turning. Mounting pump on engine 1 Clean flange connections of pump and engine connections. 2 3 4 Replace Oring in suction line to pump inlet. Replace Orings (6) and (7) and apply silicon grease to Orings. Place pump casing against engine with care to the dowel pins.
5 Fasten flange bolts evenly and finally to torque mentioned in chapter 2.4.
Fasten bolts suction line.
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11 Run the engine on nominal rpm without load and check the lubricating oil pressure. Observe the lubricating oil pressure and readjust if necessary the control valve.
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10 Prelubricate and check pump components for leaks.
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9 Connect the discharge line to the prelubricating pump (if applicable).
Mount pressure control and safety valve.
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6 After mounting of pump on engine, check backlash of pump drive, see section 2.4.5.
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1.2.3.1.1. Pressure control unit

The pressure control unit, see fig. 1.2 16 , avoids fluctuations in oil pressure due to variations in pump speed and or variations in lubricating oil viscosity. The unit consists of a house, pressure control valve (16) and an adjustable spring which is factory adjusted by bolt (18). The reference pressure (17) for the control valve is the pressure at the end of the engine lubricating oil manifold. A safety valve (15) is integrated and factory adjusted.
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16
release to engine sump
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oil pressure from pump
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18
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3 Clean all parts of the unit and check for wear. Replace worn or damaged parts. Check if pressure control valve moves easily in the unit. 5 Renew O-ring and other sealing rings. Fit all parts back in the unit. 6 Make sure measurement 'X' is the same as measured before maintenance, see fig. 1.2 16
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Maintenance 1 Measure and note measurement 'X', see fig. 1.2 16 Remove pressure control valve (16) and safety valve (15).
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Fig. 1.2 16 Pressure control and safety valve
1.2 25
Manual Wrtsil 26
1.2.3.2.
Lubricating oil module
The lubricating oil module is mounted on the non operating side of the engine and consists of the oil cooler (1), thermostatic valves (2) and the automatic back-flushing oil filter (3). Centrifugal filter (4) is mounted on the engine as a part of the filter system. See fig. 1.2 17 .
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26 25 6 5 Fig. 1.2 17 Lubricating oil module 1.2 26
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1.2.3.2.1. Lubricating oil cooler

Removing the cooler stack 1 Remove drain plug (5 and 6) and drain the oil, see fig. 1.2 17 . 2 After draining, remove a thermostat to drain the remaining oil. 3 Remove plug (7) and drain the LT water cooling water and leave the drain open, see fig. 1.2 17 . 4 Remove pipe sections connected to the lubricating oil cooler and the automatic backflush filter. 5 With the help of a crane and sling the automatic backflush filter and the lubricating oil cooler can be lifted. 6 Remove all bolts (25) see fig. 1.2 17 . 7 Lift the automatic backflush filter and the lubricating oil cooler from the engine by crane and sling. 8 Remove the bolts (8) and cover (9), see fig. 1.2 18 .
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Fig. 1.2 18 Lubricating oil cooler
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Manual Wrtsil 26
Remove the bolts (10 and 11) and remove cover (12).
10 Mount the extractor (13) of tool 9612ZT872 according fig. 1.2 19 . 11 Push the cooler stack with handle (14) a few centimeters inwards ( be aware of remaining oil ) and remove O-rings (15). See fig. 1.2 18 . 12 Pull the cooler stack with nuts (18) of tool 9612ZT872 as far as possible outwards and remove the extractor. 13 Mount sled (19) of tool 9612ZT872 according fig. 1.2 19 and slide the cooler stack on the sled. 14 Use a sling and carefully lift the cooler stack. 19
Note!
1.2 28
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For cleaning of the cooler water side follow the same instructions as for cleaning the turbocharger cooler, see section 1.5.4.4.1. For repair of leaking tubes, see section 1.5.4.4.2.
Mounting the lubricating oil cooler stack 1 Clean cooler housing and covers carefully and check if surfaces for the O-rings are undamaged. Check if the vertical telltale hole (20) is open. See fig. 1.2 18 . 2 Mount sled (19) of tool 9612ZT872 according fig. 1.2 19 and place the cooler stack on the sled. 3 Push the cooler stack into the housing so far that grooves for O-rings (16) are still free. See fig. 1.2 18 .
4 Renew O-rings (16) and lubricate the rings with silicon grease and place on the cooler stack.
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The cooler stack is of the tubular finn type. Cooler stack tubes can not be exchanged.
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Fig. 1.2 19 Extracting tool for cooler stack
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Manual Wrtsil 26
Push the cooler stack as far as possible into the housing
6 Remove sled (19) mount the extractor (13) from tool 9612ZT872. See fig. 1.2 18 . 7 Push the cooler stack with tool 9612ZT872 so far into the housing that grooves for O-rings (15) are free. 8 Lubricate the new Orings (15) with silicon grease and place on the cooler stack. 9 Pull the cooler stack with nuts (18) of tool 9612ZT872 in position and remove extractor. 11 Fit cover (12) and tighten the bolts (11 and 12). 12 Fit cover (9) and tighten the bolts (8).
13 Renew and lubricate O-ring (26) and apply silicon grease.
15 Fit and tighten all bolts (25) see fig. 1.2 17 . 16 Fit drain plug (5 and 6) and fit the drain plug for the LT cooling water system. See fig. 1.2 17 .
Note!
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18 Fill and vent the water part of the lubricating oil cooler by opening plug (21) and vent the cooling water system. See fig. 1.2 17 .
19 Switch on the pre-lubricating oil pump, check for leaks and check the lubricating oil level. 20 Switch off lubricating oil pump and switch on the LT cooling water standby pump. Check again for leaks and check the LT cooling water level.
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The free distance between cover (9) and telltale hole (20) gives way to oil or water to the outside in case of leaking O-rings. See fig. 1.2 18 .
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17 Fit the thermostat with a new O-ring on the thermostat housing.
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14 Place the lubricating oil cooler and the automatic backflush filter against the engine with care to the dowel pins.
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1.2 29
10 Renew and lubricate O-ring (17) and apply silicon grease.
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1.2.3.2.2. Thermostatic valves

The lubricating oil temperature is controlled by thermostatic valves (2) to maintain the temperature at engine inlet, See fig. 1.2 20 . Thermostatic valves Figure 1.2 20 shows a thermostatic valve in closed (cold) position. All oil enters the bypass at (22) and flows via (23) to the lubricating oil filter. When the thermostatic valve opens, oil from the cooler enters at (24) and also flows to the lubricating oil filter via connection (23).
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24 22 Fig. 1.2 20 Thermostatic valve 1.2 30
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Operation Cooling systems will usually operate at or slightly below or above nominal temperature. Any system operating at a deviation of 6C or more from nominal is probably malfunctioning. The cause should be located and corrected immediately. Maintenance It is advised to check periodically the correct working range of the elements. This can be done by slowly heating the elements in a bucket with water while measuring the water temperature. Replace elements out of range. The nominal temperature range is mentioned on the elements.
Warning!
Elements exposed to a temperature of more than 10C above the nominal working range will be damaged and should be renewed.
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Trouble shooting In the event the cooling system does not operate near to the operating temperature see section 2.3.3.7.1. for help to find the problem.
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1.2.3.2.3. Automatic backflushing filter

General The automatic back-flushing filter (1), see fig. 1.2 21 is mounted on the lubricating oil cooler housing (2). The filter works with permanent back-flushing using its own process fluid. No external power is required to operate the automatic filter. The solids caught by filter (1) are fed during the continuous back-flushing process to the centrifugal filter via connection (3). The back-flushed oil is filtered by the centrifugal filter and flows back into the engine sump via connection (12), see fig. 1.2 27 .
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Fig. 1.2 21 Automatic backflushing filter
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36
41
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Filtration phase The oil to be filtered enters through inlet (11) and passes the turbine (35). The turbine drives the rotating flushing arm (41). After the turbine the oil enters the filter candles (36) at both ends. Direct at the right side and via the central connection tube (37) at the left side. The oil flows from the inside to the outside leaving most of the dirt particles behind at the inside of the filter candles (36). The fluid filtered in this way now passes through the protective filter (38) to the filter outlet (12).
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Fig. 1.2 22 Automatic backflushing filter (Filtration phase)
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Manual Wrtsil 26
43 48
36
43
50
41 40 39
42
34
47
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The individual filter candles (36) are now connected successively via the continuously rotating flushing arm (41) to the flushing bush (42). The lower pressure in the interior of the filter candles (36) during the back-flushing operation and the higher pressure outside the filter candles (36) produce a counter-flow through the mesh from the clean filter side via the dirty filter side to the centrifugal filter via connection (34), see fig, 1.2 23 . The counter-flow together with the cross-flow (unfiltered oil entering the top side of the filter candles (36)) result in an efficient cleaning action. The rotary motion of the flushing facility can be seen at the visible shaft end (43) in the left filter cover (48).
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Backflushing phase The oil flow energy drives the turbine (35) installed in the inlet flange (11). The high speed of the turbine (35) is reduced by the worm gear unit (39) and gear (40) to the lower speed required for turning the flushing arm (41).
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Fig. 1.2 23 Automatic backflushing filter (Backflushing phase)
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Manual Wrtsil 26
44
38
36
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Note!
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However, before this situation arises, it is given a differential pressure warning (remote control). The cause must now be localised and remedied. If this warning is ignored, an alarm is emitted by the second contact of the differential pressure indicator. The filter may only be operated in this emergency condition for a short time (opened overflow valves and differential pressure warning). Prolonged operation in this mode can result in damage to engine components. The overflow valves are closed under normal operating conditions, even during start-up at lower fluid temperatures.
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Functioning of the overflow valves Should for any reason the filter candles (36) (first filter stage) no longer be adequately cleaned, the overflow valves (44) are opened at a differential pressure of 2 bar upwards and all the fluid is filtered through the protective filter (38) (second filter stage).
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Fig. 1.2 24 Automatic backflushing filter (Overflow valves)
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Manual Wrtsil 26
38
40
39 45
46
Note!
1.2 36
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It is important to remember that in spite of constant back-flushing the mesh may become clogged over the course of time, depending on the quality of the fluid. In order to maintain trouble-free operation, the following aspects are to be observed during maintenance: 1 2 3 The filter must be switched off for all maintenance work. Check filter and connections for leaks. Conduct visual inspection of all filter candles (36) once a year.
Should a higher differential pressure occur beforehand, all the filter candles (36) and the protective filter (38) must be checked and, if necessary, cleaned. See also section filter candle inspection and cleaning.
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Maintenance Even with automatic filters inspections and maintenance must be performed at regular intervals.
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Fig. 1.2 25 Automatic backflushing filter (Maintenance)
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Manual Wrtsil 26
Warning!
A highly contaminated protective filter (38) is a sign of prolonged operation with defective or clogged filter candles (36) and thus opened overflow valves (44), see fig.1.2 24 . It is necessary to check these components.
It is recommended to replace the filter candles (36) after 2 years.
Note!
Longer use is also possible if the filter candles (36) are checked carefully. 6 Replace the dynamic loaded seals (47), see fig.1.2 23 required.
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Note!
To check this the cover (45) must be removed. Now check the ease of movement with a suitable spanner on the hexagon of the worm gear unit (46), see fig. 1.2 25 . If movement is sluggish, refer to section Sources of faults and their remedy.
4 Check the ease of movement of the turbine (35), the worm gear unit (39), including gear (40) with flushing arm (41).
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It is advisable to replace all static seals during an overhaul.
1.2 37
Manual Wrtsil 26
Filter candle inspection and cleaning 1 2 Drain the filter with the drain screw. Remove the left cover (48). see fig.1.2 23 .
3 Pull the entire filter element including flushing arm (41) and gear (40) out of the housing.
Note!
Make sure that the exposed gear (40) is not damaged. 4 Remove the upper cover plate (49).
8 Before the filter candles (36) are installed, they must be visually inspected and damaged candles replaced by new ones.
Note!
1.2 38
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Before installation of the entire filter element, the ease of motion of the flushing facility must be checked. The flushing arm (41) must not grind against the bottom filter plate (50) 9 Now push the entire filter element into the housing. By slightly turning the flushing shaft (43), the gear (40) is forced into the drive pinion of the gear unit (39). 10 Re-assemble the filter in the reverse sequence.
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Note!
Defective filter candles (36) must not be used again.
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Note!
It must be ensured that the filter candles are cleaned at a pressure of max. 60 bar and at a minimum distance of the cleaning nozzle of 20 cm. Otherwise, damage to the mesh is possible.
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7 After immersing the filter candles (36), clean them from the outside inwards using high pressure.
6 Place the filter candles (36) in a cold cleaner e.g. Boll clean 2000, max. soaking time 24 hours.
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5 The filter candles (36) can now be pushed out from below or pulled out from above.
Manual Wrtsil 26
1.2.3.2.4. Trouble shooting automatic backflushing filter
Sources of faults and their remedy Cause of fault: p rises 1. 2. 3. 4. 5. Viscosity too high High volume of dirt Filter candles clogged Flushing volume too low Shaft end does not turn Reasons and remedy Wait for normal operating conditions Check bypass treatment unit for functioning Clean candles Check flow control device in outlet and sludge discharge line for clogging Turbine jammed Remove parts jammed between turbine and wall Gear unit defective Check for ease of movement (see section Maintenance) Replace gear unit if necessary Flushing arm (41) jammed, Remove any foreign matter Operating pressure < 2 bar Run for prolonged period at higher pressure 56 bar and thus eliminate the blockage Oil quantity too low / Increase oil quantity
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1.2 39
Manual Wrtsil 26
1.2.3.3.
Centrifugal filter
The centrifugal filter is mounted on the engine as a part of the engine filter system. The centrifugal filter starts working when the engine runs and lubricating oil feed valve (1) is open for supply from the back-flushing filter at (2) and for supply to the centrifugal drive at (3), see fig. 1.2 26 . The valve is open with the lever in the vertical position ("ON"). For maintenance of the filter, switch the lever of valve (1) to horizontal position ("SERVICE" position), to close the oil supply (3) to the centrifugal drive and to connect the oil supply from the back-flushing filter at (2) directly to drain hole (12) to the engine sump. See fig. 1.2 27 .
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Fig. 1.2 26 Centrifugal filter on engine
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Manual Wrtsil 26
Operation The filter comprises a housing (4) in which a dynamically balanced rotor assembly (5) with a hardened steel spindle (6) rotates. The rotor comprises a cleaning chamber(7) and an outlet chamber (8). The oil flow at connection (2) from the back-flushing filter enters at the inner side of the spindle (6) and flows to the cleaning chamber (7). The oil then passes from the cleaning chamber to the outlet chamber (8) with outlet holes (9) at the lower part of the rotor.
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2 Fig. 1.2 27 Centrifugal filter 17 14 6 16 8 9 15 11 13 9 10 4
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Manual Wrtsil 26
Centrifugal filter cleaning 1 Close the oil supply to the centrifugal filter by switching the lever of valve (1) to the horizontal position, see fig. 1.2 26 . 2 Wait a few minutes to be sure that the centrifuge has come to a complete stop and to allow the oil to drain to the sump 3 Remove the cover clamp (13) and carefully remove cover (14)), see fig. 1.2 27 . 4 5 Loosen the three screws (15) and remove the safety ring (16) Remove the rotor assembly (5) carefully from the filter housing.
Clean the jet pipe outlets (10) of the rotor drive with compressed air.
1.2 42
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10 Fit a new paper insert into the rotor body and reassemble the rotor in opposite order. Use silicone grease for the O-rings. 11 Tighten nut (17) with a torque of 20 Nm(or hand tight +1/3 of a turn). 12 Replace the rotor assembly ensuring spindle (6) slides smoothly into the lower bearing and the Pelton wheel and jet pipe assembly are not damaged. 13 Check if the rotor unit (5) rotates easily. 14 Replace the safety ring (16) and tighten the three screws (15). 15 Slide the filter cover (14) together with the ball bearing onto spindle (6) and down onto the locating ring of the filter housing. Fit the clamp (13) and tighten the cover to the housing. (Torque of the clamp bolts is 6-8 Nm) 16 Open the oil supply to the filter by switching the lever of valve (1) to the vertical position, see fig. 1.2 26 .
17 Check during running of the engine for leaks and check if the rotor is rotating.
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9 Examine the lower bearing in the filter housing and the ball bearing in the filter cover (14) to ensure they are free from damage or excessive wear. Examine the Orings for damage. Renew if necessary.
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Note!
For easy removal of dirt in the rotor unit use a paper insert. For the part number of the insert see the parts catalogue. If the filter has reached the maximum dirt deposit layer thickness of 25mm within the recommended cleaning interval (weekly), it is necessary to clean the filter more frequently.
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7 Clean the parts of the rotor assembly and the filter housing (4). Ensure that all rotor components are thoroughly cleaned and free from dirt deposits.
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Note!
The rotor assembly should be removed with care in order not to damage the lower bearing, Pelton wheel and jet pipes. 6 Hold the rotor body and remove the rotor cover nut (17). Remove the rotor cover from the rotor bottom.
Manual Wrtsil 26
1.2.3.4.
Lubricating oil sampling valve
Fig. 1.2 28 shows the position of the lubricating oil sampling valve (1) on the engine. Take the lubricating oil samples according the instructions in section 1.2.1.3.
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Fig. 1.2 28 Location of lubricating oil sampling valve
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Manual Wrtsil 26
1.2.4.
Crankcase breathing system
The function of the crankcase breather is to avoid overpressure in the crankcase caused by blowby of the piston rings and/or bad functioning turbocharger sealings. The crankcase breather consists of a housing (1), containing a horizontally positioned plate valve (2), see fig. 1.2 29 . Any crankcase over pressure is released via the plate valve and the vent pipe (3). Inspect proper functioning of the system periodically during engine operation. The free end of the vent pipe should be covered by an anti flame gauze. Clean this gauze periodically to avoid crankcase over pressure.
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Fig. 1.2 29 Crankcase breather and vent pipe
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A part of the crankcase gases consists of water vapour that, in contact with the relative colder vent pipe, will condensate. Condensate runs down and is collected at the bottom of the breather and drained at connection (4), see fig. 1.2 29 .
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Manual Wrtsil 26
The drained condensate via connection (4) during "normal" engine operation at certain load is a fixed amount. Check this quantity daily. An increased quantity of condensate might indicate e.g.: more gas blowby by possible worn or sticked piston rings water in the crankcase caused by a leaking O-rings. bad functioning turbocharger sealings.
Note!
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1.2 45
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Excessive smoke from crankcase breather might indicate that a hot spot is vaporizing lubricating oil and may lead to a crankcase explosion.
Manual Wrtsil 26
1.2 46
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Starting Air System
Manual Wrtsil 26
1.3. Starting Air System
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Starting Air System
1.3.1.
General
The start of an engine requires a large amount of air under high pressure for a relatively brief period. To meet this demand it is necessary to provide a system for compressed air stored in vessels until needed. The starting air system should consist of an air compressor driven by an electric motor, air vessel(s), pressure gauge, relief valve, piping to the engine and a compressed air supply valve located near the engine. Normally, the minimum compressor capacity should be sufficient to replenish the starting air for the largest unit in one hour after such supply has been reduced to the minimum pressure necessary to start the engine. The total air vessel volume depends on the air storage pressure, the number of starts required before recharging the vessels, the number of engines in the installation and the starting air requirements for the largest engine. At least two vessels should be available in each installation to insure that starting air pressure is always available even if a vessel is out of service for any reason. The compressed air system should be free of condensation and the most effective way to prevent condensation occurring in a compressed air line is to ensure that the air has a dewpoint below the temperature to which any part of the system will be exposed for an appreciable period of time. This can be achieved by appropriated components. Water in compressed air systems can give rise to one or several of the following indirect costs: water damage to instrumentation and compressed air starter motor. rusting of pipework which will lead to leaking traps, joints and solenoids etc. clogging of hygroscopic materials.
1.3 2
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Starting Air System
Manual Wrtsil 26
1.3.2.
Start stop system

Engine start process The engine is started by compressed air for driving the compressed air starter motor(s) ( max. 30 bar and min. 15 bar), see fig. 1.3 1 . On a signal to start the engine: Start solenoid valve (01) is activated electrically, Admitting throttled air to rotate the starter motor slowly while connecting the bendix 'L' to the gear ring on the flywheel. after the bendix is engaged, valve 'F' opens the air supply to switch valve 'H' into open position, supplying full air pessure to the starter motor 'K'. the starter motor 'K' starts to rotate the engine. At the moment the engine fires, solenoid valve (01) is deenergized, valve 'F' is depressurized and the main starting valve 'H' is closed. The air supply to the compressed air starter motor stops.
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L F H
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Starting Air Fig. 1.3 1 Start system diagram ( principle working ) The Internal Start/Stop Air System" diagram is provided in Annex A - Internal systems/Pipe arrangement , of this Instruction Manual. Emergency engine start The start solenoid valve is provided with an emergency start push button. For the emergency start procedure see section 2.3.2.7.
Warning!
Be aware that all safety devices are overruled if the engine is started by using the emergency start push button.
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1.3 3
Manual Wrtsil 26
Starting Air System
Engine stop When the engine has to be stopped by the operator or by the protecting system, solenoid (7) is activated admitting air (30 bar) to the stop cylinders (5) mounted on the HP fuel pump racks, see fig. 1.6 5 and 1.3 2 . Air bottle (4) contains sufficient control air to stop the engine in case of too low control air pressure in the main supply line. For the control and safety system, see chapter 1.6.
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Fig. 1.3 2 Pneumatic stop system
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Starting Air System
Manual Wrtsil 26
1.3.3.
Compressed air starter motor

1.3.3.1. General
The compressed air starter motor has two spur gears (rotors). All distribution valves are inside the motor body. The problem of high torques to be transmitted has been solved by means of a direct mechanical transmission without clutch or free wheel, and the driving pinion, thus engages directly and smoothly with the flywheel gear ring. The helix, carrying the pinion, is supported by the motor body. Air starters can be operated manually or remote. Although starters are designed to work at a pressure of 30 bar they can operate also at lower pressures.
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An electrically start interlock and a pneumatically start interlock prevent running of the compressed air starter motor in case the turning gear is engaged.
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1.3 5
Manual Wrtsil 26
Starting Air System
1.3.3.2.
Description of compressed air starter motor
Control circuit After opening the starting air vessels, air is admitted into duct (1), and via tubes (2) and (3), to start solenoid valve (4), see fig. 1.3 3 . By manually or remote operating valve (4), the valve stem closes orifice (5) and air passes tube (6) operating piston (7). Piston (7) opens valve (8) closing at the same time orifice (9) which is connected to the atmosphere. Air from duct (1), via tube (2), charges channel (10).
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Fig. 1.3 3 Compressed air starter motor disengaged
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Starting Air System
Manual Wrtsil 26
Preengagement Air in channel (10) and channel (12), passing the check valveorifice (13), is filling ducting (14), see fig. 1.3 4 . A small flow of air is now driving the rotary motor (15) in a slow motion. By means of shaft (16), engaged with internal gear (17), the rotary motor transmits an even more reduced rotating movement through helix (18) to shaft (19) and so the driving pinion (20). Simultaneously, air in channel (10) pushes piston (11) and shaft (19) outwards against the spring force (22). Due to this axial displacement and slow motion of the rotary motor (15), driving pinion (20) is gentle engaged, with the additional help of helix (18), into the gear ring (23) of the engine flywheel.
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Fig. 1.3 4 Engaging process compressed air starter motor
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Starting Air System
Start When the driving pinion (20) is fully engaged, piston (11) is displaced which opens gate (25) for air to piston (26), see fig.1.3 5 . Piston (26) operates the main air valve (27). Starting air, from duct (1) into duct (14), starts driving the rotary motor with increasing speed. The diesel engine accelerates in speed up to firing speed. The starting air, after passing the rotary motor, is exhausted at (30), see fig. 1.3 5 .
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Fig. 1.3 5 Compressed air starter motor engaged
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Starting Air System
Manual Wrtsil 26
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Fig. 1.3 6 Stop process compressed air starter motor
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Stop Once the engine start is achieved, valve (4) is manually or remotely closed. Air, acting on piston (7), is vented through tube (6) and orifice (5) to atmosphere, see fig. 1.3 6 . As piston (7) is not longer pressurized, valve (8) closes and orifice (9) opens venting the air from channel (10). Check valve/orifice (13) is closed by pressure in duct (14). Piston (26) is released and main air valve (27) is closing. Due to the high speed, achieved by rotors (28) and (29) of the rotary motor (15), a vacuum is created in duct (14) opening check valveorifice (13). Vacuum in channel (12), (10) and (25) is retracting piston (11), shaft (19) and pinion (20) disconnecting the compressed air starter motor from the engine flywheel (23).
Manual Wrtsil 26
Starting Air System
1.3.4.
Operating instructions
1.3.4.1.

Commissioning and operation
Check the air vessels are charged and the flow valve is open. Test for air leaks and check the control circuit is not choked. Purge the starting air vessels and starting air lines from water. Be sure the starting air is always absolutely dry and clean. In case of a manual start, operate the push button valve for very short periods only. Check the compressed air starter motor stops automatically once the engine is running.
1.3 10
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Starting Air System
Manual Wrtsil 26
1.3.5.
Maintenance
1.3.5.1.
Complete overhaul
For overhaul send the complete compressed air starter motor to Wrtsil Corporation or the nearest Wrtsil Service Office.
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When leaving our works, the compressed air starter motor contains anti corrosion oil to protect the inner parts. In spite of this, we must recommend storage in a dry place.
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1.3 11
1.3.5.2.
Storage
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Manual Wrtsil 26
Starting Air System
1.3.6.
Trouble shooting
For pos. numbers see fig. 1.3 3 up to and included fig. 1.3 6
Action Chapter / section 6. On pressing pushbutton, starter does not respond and no air flow seems to exist in control circuit. Refill vessel(s). Open supply valve(s).
a) Empty air vessel(s). b) Supply valve(s) closed. c) Control circuit blocked. 7. On pressing pushbutton, starter does not respond, although air flows through control circuit.
Disconnect and clean .
a) Leaking control duct. b) Insufficient air pressure.
c) Piston (7) and valve (8) sticking in closed Remove and check both; smoothen guides position. or change parts. d) Pushbutton stuck. Remove and clean same. Approach pushbutton to starter or install a solenoid valve near the latter.
8.
b) Lack of clearance between pinion and ring gear ring. 9. Pinion revolves but does not advance.
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a) Ring gear and/or pinion burrs or damage.
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Pinion revolves and advances, but does not engage the ring gear. Clean gear ring and remove burrs Check for distortion of gear ring and pinion.
a) Pushrod (11) inoperative.
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e) Excessive length of main air pipework.
b) Insufficient air pressure. c) Splined shaft (19) sticking. d) Excessive length of control pipe.
1.3 12
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Repair or replace. Increase pressure in vessel.
Disassemble, check, smoothen guide dia meter; clean or replace if corrosion is visible. Increase pressure in air vessel. Disassemble, clean, check spring (22) and reassemble. Approach pushbutton to the starter or install a solenoid valve near the latter.
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Starting Air System
Manual Wrtsil 26
Action Chapter / section 10. Pinion advances but does not revolve. a) Pneumatic motor inoperative. Disassemble, inspect rotors for foreign matters between teeth and for possible wear of gears, spindles and bearings. Clean and reassemble. Replace worn parts. Disassemble, clean and reassemble.
b) Check valve (13) stuck or blocked. 11. Pinion engages gear ring, but will not turn the engine. a) Main valve (26) blocked. b) Rotors worn or blocked. c) Insufficient air pressure. d) Main air pipework restricted or of insufficient bore. 12. Starter starts working after opening the flow valve of the feed line, although pushbutton (or solenoid valve ) is not actuated. a) Incorrect connection of control pipes. b) Main valve (26) blocked and open. 13. Lack of starter power. a) Main pipework choked or its bore is less than stipulated for the starter. b) Insufficient air pressure. c) Badly worn rotors.
Increase pressure in air vessel.
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Check all pipework and replace it if necessary.
Connect control pipes as per installation instructions. Disassemble, clean, and replace joint if needed. Check entire pipework for correct bore and replace if incorrect. Increase pressure in air vessel. Disassemble, replace rotors and reassemble.
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Disassemble, clean and reassemble or replace rotors.
Disassemble, clean and reassemble or replace main valve.
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1.3 13
Manual Wrtsil 26
Starting Air System
Action Chapter / section 14. After starting the engine, pinion tries to reengage and hits the ring gear which results in damage to both. a) Incorrect bore of main pipework. b) Starting period unnecessarily long. c) Idling of main valve (26). 15. Starter motor will not stop. a) Main valve (26) blocked. b) Piston (7) and leak valve (8) defective. Check entire pipework for correct bore and replace if incorrect.
Disassemble, clean and reassemble.
d) Seal ring badly fitted. e) Incorrect adjustment of controls. f) Splined shaft (19) sticking.
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1.3 14
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c) Check valve (13) keeps open or does not Disassemble, check for correct closing of seat properly. the ball and that plug presses the valve against its seat. This is a frequent fault after changing the motor bearings. Check for correct position. Adjust timer (if fitted), or operate pushbutton for shorter periods. Disassemble, clean, check spring (22) and reassemble.
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Disassemble, clean and reassemble, Replace if needed.
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Disassemble, clean and reassemble.
Check and adjust timer (if fitted) or press starter pushbutton for shorter period.
Cooling Water System
Manual Wrtsil 26
1.4. Cooling Water System
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Manual Wrtsil 26
1.4.1.
General
To prevent formation of scale and to maintain the highly efficient and uniform heat transfer rate through the engine liners and cylinder heads, only soft, treated water (cooling water), should be used. Furthermore, water should be free of corrosive properties. A competent water chemist specialised in closed cooling water circuits or manufacturer of water treatment chemicals should be consulted for recommendations.
1.4.2.1.
General
Demineralized water.
Reverse osmosis water.
Softened and decarbonated water. Softened water.
Note!
1.4 2
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Cooling water must be treated with an additive in order to prevent corrosion, scale or other deposits in closed circulating water systems. Example of water that normally NOT fulfils these requirements: Rainwater has a high oxygen and carbon dioxide content; great risk of corrosion. Drinking water in many places is practically too hard and may contain considerable quantities of chlorides. Sea water will cause severe corrosion and deposit formation, even if supplied to the system in small amounts.
The better the water quality the less additive has to be supplied. Makeup water must be checked before adding the additive. For requirements see section 1.4.2.2.
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Distillate, (provided the quality is good, little corrosion products, salts etc.).
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Cooling water = Make-up water + additives. Makeup water has to meet certain requirements. Water that normally fulfils these requirements, in order of preference :
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1.4.2.
Cooling water
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Manual Wrtsil 26
1.4.2.2.
Requirements
Makeup water must be checked before adding the additive. For make-up water quality see table.
Makeup water quality Free of any foreign particles, air, gases and within the following specification: Chloride (Cl) Sulphate content (S) pH Hardness [mg/l] max. [mg/l] max.
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Property
Unit
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min.
80 150 6.5 10
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Cooling cooling water loss through evaporation should be water supply compensated by makeup water. cooling water loss through leakages or otherwise should be compensated by adding fully treated water. Cooling Cooling water to be drained may be reused provided water reuse that it is collected in a clean tank. Property Unit See operating data Temperatures and pressure
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Preheating: Temperature of HT cooling water system before starting. [C] min.
Reuse of cooling water provided that the quality is beyond any doubt is highly recommended instead of new. Used cooling water contains very little oxygen, is environmentally more friendly and needs less correction. Not reusable cooling water should be drained and disposed of in an ecologically safe way.
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Engine cooling water system
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[ dH] max.
1.4 3
Manual Wrtsil 26
1.4.2.3.
Qualities of cooling water additives
General Use of approved cooling water additives during the warranty period is mandatory and is also strongly recommended after the warranty period. Start always with the maximum concentration of additives due to the fact that the concentration of active corrosion inhibitors drops in time. Approved cooling water additives For approved cooling water additives and systems please contact Wrtsil Corporation. Recommended Coolant based on Nitrite - borate
Silicate
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- Not to be used with soldered surfaces, aluminium and zinc. - Toxic. Limited suitable (see restrictions when mentioned): Coolant based on Nitrite (sole) - In combination with borate (pH control) nitrite performs better. - Not to be used with soldered surfaces, aluminium and zinc. - Toxic.
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Molybdate Organic
Not advised Chromate, Phosphate, Borate (sole) and Zinc. The use of glycol is not recommended. If however glycol is used an additional de-rating has to be applied. See section de-rating, 1.0.3.
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- Harmless to handle. - Can protect steel as well as copper and aluminium. - Not so efficient. - Harmless to handle. - Can form undesirable deposits. - May contain phosphonates, polymers (like polycarboxylic acid) and azoles (for instance tolytriazole).
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Manual Wrtsil 26
1.4.2.4.
Cooling water control
Check the cooling water quality according the maintenance schedule. Most suppliers of cooling water additives can provide a test kit for measuring the active corrosion inhibitors.
Note!
With most additives correct dosing is very important. Under dosing of additives causes spot corrosion while overdoses may cause deposits. Request the supplier of the treatment product for instructions, procedures, dosage and concentration based on the applicable make -up water. 2 Record results of tests in the engine log book.
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Follow thoroughly the instructions of the supplier.
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Manual Wrtsil 26
1.4.3.
Internal cooling water system

1.4.3.1. General
Engine cooling is arranged by two separate cooling water circuits. The High Temperature circuit and the Low Temperature circuit.
HT and LT thermostatic valves.
HT and LT cooling water pump with non return valves. Lubricating oil cooler.
Connecting piece for cooling water in and outlet. Common cooling water venting point.
Note!
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The Internal Cooling Water System" diagram is provided in Annex A - Internal systems/Pipe arrangement , of this Instruction Manual.
For maintenance background information, safety aspects, tools, intervals, tolerances, inspection, tightening torque and procedures see chapter 2.4.
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Charge air cooler HT and LT section.
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Most components are connected to the engine without external piping. Builton are:
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The LT cooling water circuit cools the LT section (second stage) of the charge air cooler and the lubricating oil cooler.
The HT cooling water circuit cools the cylinders and the HT section (first stage) of the charge air cooler.
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1.4.3.2.
Description HT cooling water system
At the suction side (1) of the HT cooling water pump (2) water returning from the engine and water from the external cooler (16) is mixed in the thermostatic block (3). The cooling water at the correct temperature is forced to (4); the cooling water inlet channel of the engine.
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4 1 2 3 15 1.4 7
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Fig. 1.4 1 General flow HT cooling water system
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Flow from cylinder liner to cylinder head The cooling water flows with a relatively low speed from the inlet channel (4) at the bottom of the liners upwards almost to the top of the liners. At the exhaust side, a recess in the engine block makes it possible to pass the rim around the liner. Next cooling water flows with increased speed from one side to the other resulting in better cooling of the liner top side. After circulating around the liner top side, cooling water is collected at camshaft side in a vertical drilling in top of the engine block. An interconnecting pipe (11) conducts the cooling water into the cylinder head bottom side, see fig. 1.4 2 .
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Fig. 1.4 2 Interconnection into cylinder head Cylinder head The cooling water is forced over the cylinder head bottoms and along the injector sleeves. A part of the cooling water is forced around both the exhaust valve seats. In a common space in the cylinder head, cooling water is cooling the exhaust gas ductings. Cooling water is collected at top of the cylinder head at exhaust gas side into the multiduct (12). After the multiduct water goes to the outlet channel (5), see fig. 1.4 1 .
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Manual Wrtsil 26
HT cooling water charge air cooler The water from the engine main outlet (5) is conducted to the HT section (8) of the charge air cooler (first stage). See also charge air and exhaust gas system, chapter 1.5. From the charge air cooler the water is conducted via (9) and (10) and the thermostatic block (3) to the external cooler (15) or the suction side (1) of the cooling water pump, see fig. 1.4 1 . Thermostatic valves Relative cold water, returning from the external cooler, is mixed with hot water from the engine outlet by thermostatic valves to the correct temperature for the engine inlet. The thermostatic block accommodates the thermostatic valve for HT and LT cooling water circuits. The upper two thermostats control the engine HT water inlet temperature to the engine. The lower three thermostats control the engine LT water inlet temperature to the engine. Be careful when elements of different liquid systems are become mixed up for instance during testing on working range. Sleeve (1) avoids flow between the two channels and is not provided with a thermostatic valve. See fig. 1.4 3 .
From engine
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To cooler
Bypass
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From engine
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To cooler Bypass
Fig. 1.4 3 Location of cooling water thermostatic valves
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2 HT 1 LT 2
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Operation Cooling systems will usually operate at or slightly below or above nominal temperature. Any system operating at a deviation of 6C or more from nominal is probably malfunctioning. The cause should be located and corrected immediately. Trouble shooting In the event the cooling system does not operate near to the operating temperature see section 2.3.3.7.1. for help to find the problem.
1.4.3.2.1. Maintenance thermostatic valves
Check periodically according the maintenance intervals the correct working range of the elements. Removal / mounting of thermostatic valves 1 Drain the cooling water system. 2 Remove thermostat housing (2) and thermostatic valve (3), see fig. 1.4 3 3 Check the element by heating it slowly in water while measuring the water temperature. Check at which temperature the valve starts to open. The nominal temperature range is mentioned on the elements.
Note!
Be careful not to mix the thermostatic valves of different liquid systems due to the fact that each system has its own working range.
Warning!
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4 5 6
Renew element if damaged or out of range. Renew sealing rings (4), (5) and (7), see fig. 1.4 3 Fill the cooling water system and check for leaks .
Elements exposed to a temperature of more than 10C above the nominal working range will be damaged and should be renewed.
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1.4.3.3.
Description LT cooling water system
At the suction side (1) of the LT cooling water pump (2) water returning from the engine and water returning from the external cooler (12) is mixed in the thermostatic block (3). The cooling water at the correct temperature is forced to (4) and via an internal channel to (5) entering at (6) the Low Temperature section (second stage) of the charge air cooler. (see also chapter 1.5.) After cooling, the cooling water leaves at (7), is conducted via the cooling water inlet (8) and outlet (9) of the lubricating oil cooler (see also chapter 1.2.) to (10) and further via the thermostatic block (3) to the external cooler (11) or the suction side (1) of the cooling water pump. See fig. 1.4 4
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Fig. 1.4 4 General flow LT cooling water system
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1.4.3.4.
Cooling water pump
Cooling water pumps for HT and LT circuit are identical in components, after assembling the suction and the pressure side connections are different for HT and LT cooling water pump. Maintenance of the pump exists mainly in replacing the water and/or oil seal in case of leakage. A leaking seal is indicated by liquid which appears from hole (11). The bearings are lubricated by engine oil though the hole (19) See fig. 1.4 5 .
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25 26 24 23 18 13
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23 4 9 11 9 10
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Fig. 1.4 5 Cooling water pump
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1.4.3.4.1. Renewal of seals

For the renewal of mechanical water and oil seals it is not necessary to remove the cooling water pump from the engine. Removal seals 1 Drain cooling water and collect for reuse. 2 Remove nuts, spring washers and suction line with impeller cover (1). 3 To remove the impeller (5) loosen all locking bolts (2) a few turns. Remove the bolts adjacent to each threaded hole in the ring (3) and screw them as jack bolts into these holes pressing off the ring (4). Remove the impeller and the locking assembly from the pump shaft (13), see fig. 1.4 5 . 4 Remove the rotating parts of the mechanical water seal set (8A). 5 Remove bolts (6) and slide out seal holder (7). 6 Remove nonrotating ring (8B) of the mechanical seal set and the oil seal (10). Mounting seals 1 Clean all parts carefully and check for wear and damage; replace if necessary. 2 Clean recess in cooling water pump and clean water circulation hole (12) in seal holder and pump casing. 3 Check tell-tale hole (11) is open and clean. 4 Fit new Orings (9) with silicon grease on seal holder (7) and fit a new oil seal (10) . 5 Slide seal holder in recess of pump casing. After fully inserting, seal holder outer side should be flat with pump casing recess. 6 Fit and tighten bolts (6). 7 Press the nonrotating ring of the mechanical seal set (8B) in seal holder (7). Use a plastic pressure piece. 8 Put some liquid soap on the bellows of the rotating part of the mechanical seal set (8A) and slide it on to the pump shaft until the seal faces touch each other. 9 Place ring (27) over the pump shaft. 10 Prior to installation of the impeller locking assembly clean and slightly oil the contact surfaces of all parts (Do not use Molybdenum Disulphide). Note that by re-assembling, the threaded holes in ring (3) have to be positioned opposite undrilled spaces of ring (4) and have to be kept free for disassembling. 11 Place the locking assembly together with the impeller over the pump shaft (13).
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1.4 13
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12 Keep on pressing ring (3), against the spring pressure of the mechanical seal, as far as possible on to the pump shaft while tightening the bolts evenly and crosswise in two ore three steps to the final torque. See section 2.4.4. 13 Re-check tightening torque by applying it to all bolts all the way around. When no screw will turn any more, the assembly is completed. 14 Renew sealing rings of pump cover (1) and place cover with spring washers and nuts. Tighten cover nuts evenly in steps of 20 Nm. For final torque see section 2.4.4.
2 3 4
Remove nuts, spring washers and suction line with impeller cover. Keep the pump against the engine while removing the nuts (14).
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5 Install lifting tool 9612ZT939 on cylinder head studs to lift pump from engine, see fig. 1.4 6 .
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If applicable remove cooling water supply at 'X', see fig. 1.4 5 .
9612ZT939
HT pump LT pump
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Removal pump from engine 1 Drain cooling water and collect for reuse.
Fig. 1.4 6 Lifting tool for pumps
1.4 14
1.4.3.4.2. Maintenance cooling water pump
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Removal gear wheel and pump shaft 1 Remove sealings as described in section 1.4.3.4.1. 2 To remove the gear wheel (18) loosen all locking bolts (15) a few turns. Remove the bolts adjacent to each threaded hole in the ring (16) and screw them as jack bolts into these holes pressing off the ring (17). The connection is then released and the locking assembly can be taken out of the gear wheel hub. Remove the gear wheel from the pump shaft (13), see fig. 1.4 5 . 3 Apply slight force to push pump shaft (13) out of bearing bracket. 4 Bend lip of locking ring (19) backwards. Loose and remove locking nut (20), see fig. 1.4 7 . 5 Heat inner race (21) of roller bearing and remove the ring from pump shaft (13). 6 Heat ball bearing (22) and remove ball bearing from pump shaft (13). 7 Remove circlip (23) and roller bearing outer race (24) with roller bearing, out of bearing bracket. See fig. 1.4 5 .
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21
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20
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Fig. 1.4 7 Pump shaft Pump inspection and assembling 1 Clean all parts carefully. 2 3 Check bearing and shaft clearances. Inspect parts for cavitation, scoring and other possible damage.
4 Replace all wearing parts (bearings, oil seal, mechanical seal, Orings). 5 Heat ball bearing (22) to 80C and shrink it on pump shaft (13). Fit locking ring (19) and turn on locking nut (20) on pump shaft (13). Secure locking nut (20) by bending over a lip of locking ring (19). 6 Heat inner race of roller bearing (21) to 80C and shrink the race on pump shaft (13), see fig. 1.4 7 .
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7 Mount outer race of roller bearing (24) and circlip (23) in bearing bracket, see fig. 1.4 5 . 8 Mount subassembled pump shaft and inner race of roller bearing (21) see fig. 1.4 7 , in the cooling water pump housing. 9 Check if the shaft is free spinning. 10 Assemble mechanical seals as described in section 1.4.3.4.1. Mounting seals: points 2 up to and including 13. 11 Prior to installation of the gear wheel locking assembly, clean and slightly oil the contact surfaces of all parts (Do not use Molybdenum Disulphide). Note that by re-assembling, the threaded holes in ring (3) have to be positioned opposite undrilled spaces of ring (4) and have to be kept free for disassembling.
14 Re-check tightening torque by applying it to all bolts all the way around. When no screw will turn any more, the assembly is completed. 16 Use tool 9612ZT939 to lift pump casing to engine block.
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18 Renew sealing rings of pump cover (1), see fig. 1.4 5 and place cover with spring washers and nuts. Tighten cover nuts evenly in steps of 20 Nm. For final torque see section 2.4.4. 19 Check the presence of backlash by opening the cover next to the pump. See section 2.4.5. fig. 2.4 32 . 20 Pipe connections to pump casings must be stress free. Tighten flange bolts evenly and cross wise.
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17 Fit and tighten nuts (14), see fig, 1.4 6 , evenly in steps of 40 Nm to torque setting as mentioned in section 2.4.4.
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15 Fit new Orings (25), and (26) with silicon grease on pump casing.
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13 Tighten the locking bolts (15) lightly and slide gear wheel (18) to its position on the pump shaft (13), see fig. 1.4 5 . Hold the gear wheel in position while tightening the bolts evenly and crosswise in two ore three steps to the final torque. See section 2.4.4.
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12 Place the locking assembly together with the gear wheel (18) over the pump shaft (13).
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1.4.3.5.
Flexible pipe connections
Some pipe connections are made flexible by the application of a "metalgripcoupling". To apply the "metalgripcoupling" the pipe ends should be well in line and lateral within 1% of the pipe diameter. Fitting instructions 1 Remove sharp edges and burrs.
Mark half width of coupling symmetrically on both pipe ends.
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Push pipes together and make sure they are in line. Position coupling such that marks are visible on both sides. Tighten bolt with a torque wrench.
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Disassembling of coupling Loosen screw. Casing must eventually be spread and grip ring with screw driver released from anchoring on pipe. Do not rotate coupling as long as teeth are in contact with the pipe. Grease bolt before new assembly.
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Note!
Torque indicated on coupling is valid for radially rigid pipes. Couplings can be used several times! No dirt under sealing lips!
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4 Slide coupling over pipe end. Do not rotate coupling if teeth are in contact with the pipe.
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2 Clean pipe where coupling mounts. Eliminate such as scratches, cracks, remove rust, paint and other coatings,
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1.4.4.
Maintenance cooling water system

1.4.4.1. General
1.4.4.2.
Cleaning
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In completely closed systems fouling will be minimal if cooling water is treated according instructions in section 1.4.2. Depending on the cooling water quality and the efficiency of the treatment, cooling water spaces may or may not foul over the length of time. Deposits on cylinder liners, cylinder heads and cooler stacks should be removed to avoid disturbance in heat transfer to the cooling water with thermal overload as consequence. Necessity of cleaning should be investigated, especially during the first year of operation. This may be executed during a cylinder liner inspection on fouling and deposits on the liner and block. Deposits can quite vary in structure and consistency and can in principle mechanically and/or chemically be removed.
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If an emulsion oil has been used the entire system must be cleaned from oil deposits. Changing brand and type of additives requires cleaning by flushing of the entire system. Compensate leakage or spillage by treated water.
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If the risk of freezing occurs, drain all water by opening the plugs of the highest and lowest points in the external system. Collect drained water for reuse.
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Normally, no reason for maintenance of the cooling water systems exists unless the temperatures tend to rise without clear reason. A deviation in cooling water temperature can be caused by malfunctioning of one of the cooling water thermostats. Normally, all inspections and cleaning of cooling water system components should be carried out at planned intervals.
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1.4.4.3.
Cooling water venting
To keep the quantity of air in the cooling water low, the water surface in the makeup tank and expansion tank must be free of turbulence. Permanent venting pipes are to end below the water level. Check periodically the tank level. Air also tends to enter the cooling water through a defective shaft seal of the cooling water pump when the suction pressure is below zero. Continuous venting points of the HT cooling water system are located on the multiducts (1). With the ball valve(s) (2) the system can be vented manually, see fig. 1.4 8 . The venting plugs of the LT cooling water system are located on the charge air cooler and the lube oil cooler and are mend to de-aerate while filling up the HT and LT cooling water systems, see chapter 1.5 and 1.2. The central venting connection (3) is connected to the expansion tank. Due to overpressure in the system a positive flow exists to the expansion tank.
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Fig. 1.4 8 Cooling water venting locations
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1.4 20
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Charge Air and Exhaust Gas System
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1.5. Charge Air and Exhaust Gas System
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1.5.1.
General
The term "charge air" or "supercharging" refers to the practice of filling the cylinder, with air at a pressure substantially higher than atmospheric pressure to support the combustion of the fuel, plus a sufficient excess to control internal combustion and exhaust gas temperatures. Supercharging is realised by a turbo charging system consisting of centrifugal compressor(s) each driven by an exhaust gas turbine. Turbochargers utilise energy in the exhaust gasses and improve the engine efficiency. The speed of turbochargers has no fixed ratio to the engine speed but will vary with the load.
The highest allowable concentration of dust and harmful components at the turbocharger inlet, after filtration, is given in the table below. Property Dust concentration (particles > 5 m) Chlorides (Cl) Hydrogen Sulphide (H2S) Sulphur dioxide (SO2) Ammonia (NH3)
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1.5.2.
Quality of suction air filtration
1.5 2
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Note! m3n is given at 0C and 1013 mbar.
Measurements are to be performed during a 24-hour period and the highest 1-hour average is to be compared with the above mentioned boundary values. Weather conditions such as wind speed, wind direction, ambient temperature and air humidity may vary considerable during one year. Therefore a one-day measurement may not reflect the most critical situation. A detailed investigation concerning filtration has to be done in installations where the air includes components that are known to be caustic, corrosive or toxic.
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3.0 1.5 375 1.25 94
Unit [mg/m3n] [mg/m3n] [g/m3n] [mg/m3n] [g/m3n]
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1.5.3.
Internal system
Components of the internal system builton the engine are: Air intake filter with silencer on the turbocharger. Turbocharger Two stage charge air cooler with HT and LT section Turbine cleaning device Compressor cleaning device
The Internal Charge Air Exhaust Gas System" diagram is provided in Annex A - Internal systems/Pipe arrangement, of this Instruction Manual.
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1.5 3
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1.5.4.
Charge air system
1.5.4.1.
General
If the engine takes combustion air from the engine room, all combustion air should than first be supplied into the engine room. The design of engine room ventilation, special in the vicinity of the charge air intake filters, can highly influence the good performance of the engine combustion process. Full air supply to the air intake filter under arctic conditions may create too low combustion gas temperature, and ambient air further heated in the engine room under tropical conditions will raise the exhaust gas temperatures in the engine far too much. For good engine operation the following should be taken into consideration: Engine room ventilation should be such that water, foam, sand, dust exhaust smoke etc. can't enter the engine room. Avoid heating of fresh combustion air by striking hot engine room machinery. In case the engine room temperature raises over 45C the engine room ventilation ducting should be directed even nearer to the turbocharger inlet filter to avoid further heating of the fresh air. If such situation cannot be arranged, derating of the engine load should be considered to avoid thermal overloading the engine. Avoid discharge of generator cooling air to the turbocharger intake. For restrictions on suction air temperatures, see chapter 2.3.
Note!
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It is recommended to have separate ventilators for combustion air and ventilating system provided. Air supply fans must be dimensioned to obtain a slight over pressure in the engine room, but must not exceed 1 mbar.
For maintenance background information, safety aspects, intervals, tolerances, inspections, tools and torque spanner instructions, see chapter 2.4.
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1.5.4.2.
Charge air cooler
To maintain the required charged air temperature at higher engine load the charge air has to be cooled. The temperature at the compressor discharge side at full load is approximately 200C. To cool the charged air after the compressor the air passes a two stage air cooler (1) in which the compressed air is cooled by water. See fig. 1.5 1 . The first stage is cooled by HT water and cools the charge air till approximately 90100C. The second stage is cooled with water from the LT water system and cools the charge air till the required temperature of approximately 50C.
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Fig. 1.5 1 Charge air cooler
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1.5.4.2.1. Cooler stack

The cooler stack (1) together with the cooling water manifold (2) and top plate (3) are one unit. At the bottom side the charge air in and outlet casings are provided with drain holes for condensate, which are combined in one condensate drain pipe (9). See fig. 1.5 2 . The bottom manifold contains the HT and LT supply and return connections and the drain plugs (8) for both systems.
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Fig. 1.5 2 Cooler stack
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HT water enters the cooler at (7) and is discharged at (6). LT water enters the cooler at (4) and is discharged at (5).
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1.5.4.2.2. Operation
To prevent the cooling water from freezing when the engine is not in operation the temperature in the engine room should be kept at a minimum temperature of + 5 C. When the temperature is below 5 C precautions have to be taken by means of anti freeze additives. In this case it must be realized that this affects the heat balance. A rising air temperature accompanied by a fall in air pressure indicates the fin plates around the tubes are becoming contaminated. A rising air temperature with water pressure difference over the cooler indicates contamination inside the tubes by scale or dirt. In either case cleaning of the cooler stack is required.
1.5.4.3.
Condensate draining
If excessive water escapes from the condensate drain pipes this can be caused by: - Condensate due to high air humidity. Condensate can be formed at the outside of the tubes of the LT part of the air cooler and is carried together with the air into the combustion chambers of the cylinders. The quantity of condensate depends on the suction air temperature, humidity, charge air pressure and charge air temperature. There will always be some condensate on the pipes of the LT section of the charge air cooler. By increasing the temperature of the the LT cooling water before the charge air cooler the quantity of condensate is reduced. Do not reduce the cooling water flow. Excessive water (condensate) in the combustion chambers can cause corrosion on liners, piston rings and pistons and cold corrosion on fuel injector nozzles. - Charge air cooler stack has one or more leaking tubes. This should be confirmed by a lowering of the level of the HT and / or LT expansion tank. Check the kind of water (treated water or not) Continuously water leaking when the engine is out of operation may indicate a leaking cooler stack. Inspection of the cooler stack on short notice is required.
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Check daily, during operation of the engine, if the condensate drain pipes located on the housing of the charge air cooler and charge air receiver are open. Under normal operating conditions only compressed air should escape from these holes and possible some condensate.
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Note!
Condensate drain points have the function to inform the operator on the presence of water in the charge air receiver. Condensate drain points are not designed to drain large quantities of water and should always be open.
condensate drain points Fig. 1.5 3 Condensate drain points
1.5 8
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1.5.4.4.
Maintenance
Clean the cooler at intervals according to chapter 2.4. or, if at full load, the charge air temperature cannot be maintained. Removal of charge air cooler stack 1 Drain HT and LT cooling water and collect water for re-use. 2 Remove all drain plugs out of cooling water manifold (7) and collect water for reuse. 3 4 Disconnect vent pipes at top cover of the cooler stack. Remove centrifugal lube oil filter if necessary.
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5 Remove appropriate crankcase covers and cover crankcase holes with plastic lining to avoid entering of water and dirt.
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Fig. 1.5 4 6 7
Removal charge air cooler stack
Remove heat protecting covers. Remove all bolts to disconnect inlet casing (5) and remove casing.
8 Mount from tool set 9612ZT854 plate (1) and frame (2) against the engine block, see fig. 1.5 4 .
1.5 9
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9 Fit trolley (3) to charge air cooler and adjust bolt (4) to support the manifold (7). 10 Remove inspection cover from charge air outlet casing (6). 11 Remove all bolts which connect outlet casing (6) to the cylinder block. 12 Remove the bolts out of cooling water manifold (7). 13 Pull the cooler stack together with the manifold (7) outlet casing (6) and trolley (3) free from the engine block. 14 Lift the cooler stack assembly from engine.
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Check all faces on damages and redress if necessary. Mount tool set 9612ZT854 according fig. 1.5 4 Apply sealing compound where necessary.
7 Slide cooler stack slowly inwards. During the final slide-in check the proper fitting of the O-rings. 9 Remove tool set 9612ZT854.
10 Fit vent pipes and drain plugs.
1.5 10
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11 Replace inlet casing (5) and crankcase covers.
12 Refill the HT and LT cooling water systems, pressurize systems, check for water leaks and check if the water levels are correct. 13 Replace inspection cover from charge air outlet casing (6) and heat protection covers.
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Mount all bolts.
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6 Fit new O-rings with silicon grease into grooves of water supply and discharge holes.
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5 Lift cooler stack assembly together with trolley and place combination on the frame.
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Mounting cooler stack 1 Clean all faces from sealing compound.
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1.5.4.4.1. Cleaning
General Cleaning of the water and air side of the charge air cooler is required to restore thermal cooler performance. Cleaning can be done either mechanical, hydraulic or chemical. Several international companies supply equipment and chemicals for cleaning of heat exchangers. Cleaning intervals vary with the mode of operation, cooling water and intake air quality, etc.
Always check for erosion after cleaning.
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Cleaning air side Remove the cooler stack. To clean the fins of the tubes, immerse the stack in a chemical bath containing a degreasing solvent. Raising and lowering the stack in the solution or bringing the solution into movement by means of a steam jet or air, will accelerate the cleaning process. Direct after the cleaning is completed the cooler is to be flushed by applying a powerful water jet When using chemicals take the necessary precaution and follow the instructions provided by the manufacturer of the chemicals. Hydraulic cleaning Hydraulic cleaning has to be carried out with the cooler stack removed using a high pressure spray gun with a special nozzle to remove dirt deposits inside the tubes. For the outside of the tubes a nozzle with a diameter of 3 mm is recommend. Attack the cooling tubes with the water yet vertical this means parallel to the fins. A suitable distance to avoid damage is 2 meter.
When using a high pressure water cleaning device take care not to damage the fins. Damaged fins will result in an decreased capacity of the cooler stack.
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Cleaning water side Remove the water covers from the stack and inspect the tubes internally. When deposits are soft, which will occur in most of the installations, use special nylon brushes connected to a rod. The type of brush must be selected in accordance with the finned tube. Replace gaskets or Orings.
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Scale increases the risk of pitting corrosion and scale coming loose blocks the tubes leading to erosion.
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During cleaning the cooler should internally be inspected on scaling and corrosion.
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1.5.4.4.2. Repairs
Leaking tubes Tube leaks can be caused by corrosion, erosion or improper operation of the cooler. A leaking tube cannot be removed, they are roller expanded into tube plates. Leaking tubes may be sealed by turned hardwood plugs or rubber plugs on both sides. Up till 10 tubes per system may be sealed. Fit a new cooler stack or send the cooler stack for repair if more than 10 tubes are leaking.
1.5 12
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Leaking seal All seals are either Orings, soft metal rings, gaskets or liquid gasket. If necessary disassemble the cooler as far as needed. Remove dirt and corrosion residues and restore the surfaces in good shape again. Mount new seals.
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Hydro test cooler with the specified test pressure which is stated on the name plate fitted on the cooler side wall or casing.
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1.5.5.
Exhaust gas system

1.5.5.1. Exhaust gas manifold
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Fig. 1.5 5 Exhaust gas manifold configuration
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The manifold can be inspected after removal of one or more panels from the insulation box.
The exhaust gas manifold requires under normal operation conditions no maintenance. A periodical inspection to connections and to the condition of the compensators is sufficient.
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The exhaust gas manifold is assembled of manifold sections (2) interconnected by compensators (3). Branches of the manifold sections are rigid mounted via the multiduct (1) to the cylinder heads and cylinder block, see fig. 1.5 5 . The manifold is connected to the turbocharger.
1.5 13
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1.5.5.2.
Multiduct
The multiduct is a casting to conduct HT water, charge air (5) and exhaust gases (1), see fig. 1.5 6 . The exhaust channel (1), as part of the multiduct, is cooled by the HT cooling water, entering at (2) and leaving at (3). On top of the multiduct is a vent connection (4) for the HT cooling water. After the cylinder head is removed, the multiduct remains in place supporting the exhaust gas manifold. 4
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3 Fig. 1.5 6 Multiduct 1.5 14
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Manual Wrtsil 26
Multiduct connection Each multiduct (1) is connected to the engine block by 6 bolts (2) with distance bushes (3) and sealed with a gasket (4) and (9), see fig. 1.5 7 .
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Fig. 1.5 7 Sealing multiduct / cylinder head / cylinder block The connection of the multiduct and exhaust gas manifold (5) is face to face; there is no gasket. The sealing between multiduct and cylinder head for exhaust gas, charge air and HT water is by means of gasket (6). This gasket is kept in the correct position during assembling with the aid of clips (7). The gasket needs to be replaced every time the cylinder head is disconnected. Tighten the bolts (8) according to the torque setting mentioned in section 2.4.4. Tightening the multiduct bolts requires the application of a torque spanner 9622ZT215 with extension 9612ZT332.
Manual Wrtsil 26
1.5.5.3.
Compensators
Compensators in the exhaust gas manifold enable thermal expansion of the manifold. Make sure that, whenever the compensators have to be replaced, the arrow on the compensators corresponds to the gas flow direction. See fig. 1.5 8 . There is no gasket between compensators and exhaust manifold, it is a face to face connection.
Fig. 1.5 8 Gas flow through compensators
1.5 16
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Note!
When reinstalling a compensator check if flanges of the exhaust manifolds are in line and parallel. Maximum deviation 1mm.
1.5.5.3.1. V Clamp installation instructions

1 Ensure flanges and sealing surfaces are clean.
2 Place compensator in position and ensure that the flanges assemble freely. 3 Fit the clamp 'V' sections (1) over the flange profiles. See fig. 1.5 8 .
4 Engage the T-bolts through the trunnions and locate the nuts on the T-bolts. 5 Over-tighten the nuts evenly to 20 Nm, keeping the gaps equal on each side of the clamp, then slacken them off half a turn. Next tighten them to the recommended 9-12 Nm.
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Gas flow
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1.5.5.4.
Insulation box
The insulation box (1), enclosing the exhaust gas manifold, is rigid mounted to the multiducts (2), see fig. 1.5 9 .
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Warning!
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Fig. 1.5 9 Insulation box The heat insulating box is not designed to carry weight. The heat insulating material, as part of the panels, is at the inside cladded with stainless steel sheeting. This sheeting should not be painted as part of the heat insulation exist in the reflection of heat radiation.
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2 1.5 17
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1.5.5.5.
Maintenance
Well designed and installed exhaust gas systems require little maintenance and can be limited to long term visual periodical inspections consisting of: Inspection of all the connections in the exhaust gas manifold. Inspection of all rigid and flexible mountings between exhaust gas system and the engine room structure. Special attention should be paid to the support of the ducting after the turbocharger. (Load on the turbocharger is not allowed).
1.5.5.6.
Operations
1 Check the working of water separating pockets and drainage system of the external exhaust system. 2 The exhaust gas back pressure should not exceed the maximum mentioned, see section 1.0.2.
4 Check during operation of the engine the entire exhaust gas system on gas leakage's.
1.5 18
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3 Check the good working of the sliding supports of the ducting after the turbocharger.
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Inspection of the exhaust ducting insulation and cladding between turbocharger and uptake.
Manual Wrtsil 26
1.5.6.
Turbocharger
The turbocharger consists of a single stage axial-flow turbine and a centrifugal air compressor connected by a single rotor shaft supported on inboard bearings. The inboard bearings are lubricated and cooled by the engine lubricating oil system. The turbocharger is equipped with a cleaning device for the compressor side and the turbine side.
Use high temperature resistant grease on exhaust bolt connections.
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The diesel engine efficiency is highly related to the efficiency of the turbocharger. The turbocharger efficiency is directly influenced by the degree of fouling of the compressor wheel, diffuser ring, nozzle ring and turbine wheel. Regularly cleaning is essential during engine operation. The cleaning is not effective when the water cleaning is not carried out on regularly schedule. See maintenance schedule section 2.4.1. The following factors may influence the degree of fouling e.g.: Environment. Fuel quality. Load pattern. Bad combustion.
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1.5.6.2.
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Turbocharger cleaning devices
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Maintain the turbocharger according instructions of the turbocharger manufacturer. It is recommended to make use of the service network of Wrtsil Corporation.
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1.5.6.1.
Maintenance
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The rotor shaft rpm. is measured by a speed transmitter system installed at the compressor side and described in the sub-suppliers manual of the turbo charger.
Manual Wrtsil 26
1.5.6.3.
Compressor side cleaning
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2 5 Fig. 1.5 10 Compressor cleaning device 1.5 20
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The cleaning system is provided with a water container (1). During cleaning the container is pressurised by the charge air via line (2) by which water is forced to the compressor inlet via line (3).
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The compressor should be cleaned by water injection during the engine operation. The cleaning process will have good results as long as the deposit formation has not gone too far. In this method of cleaning the water is not acting as a solvent but instead removes the deposits mechanically by the impact of the water droplets. Use clean water without additives. Daily cleaning of the compressor prevents or delays excessive build-up of dirt.In case a very thick hardened crust of dirt is formed the compressor has to be dismantled for cleaning.
Manual Wrtsil 26
Cleaning procedure Water injection is to be executed when the engine is running at normal operating conditions and with a load >70% . Record the charge air pressure, exhaust gas temperatures and the turbocharger speed to ascertain the efficiency of cleaning. 1 2 3 Loosen grip screw (4) and remove container (1), see fig. 1.5 10 . Fill container with clean water. Replace container and retighten grip screw (4).
5 The complete water volume should be injected in 4 10 sec. The success of cleaning can be evaluated by comparing engine exhaust gas temperatures before and after cleaning. If unsuccessfully, the cleaning process should be repeated earliest after an interval of 10 minutes. 6 On completion of the cleaning process the engine should at least run another 5 minutes under load.
1.5.6.4.
Turbine side cleaning
Depending on the fuel quality and installation the interval for turbine cleaning procedure is between 24...250 hours and has to be carried out at reduced engine load.
Note!
Regular cleaning of the turbine during operation prevents or retards excessive formation of deposits. Use only clean, fresh water with no additives or solvents. The fresh water supply is connected to nozzles mounted to the exhaust manifold before the turbocharger inlet. Fresh water is injected through these nozzles. The diameter of the nozzle holes control the quantity of water that will be injected in a certain time. An arrow on the nozzle indicates the flow direction of the fresh water and should have the same direction as the exhaust gas flow to prevent carbon deposits in the inside of the injector and to ensure good cleaning of the turbine.
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4 By opening valve (5) charged air enters the container via pipe (2). The water content is via pipe (3) forced to the compressor wheel inlet.
1.5 21
Manual Wrtsil 26
The external water connection is realized by a flexible hose at connection (1). Every time the cleaning process of the turbocharger is completed the hose should be disconnected to avoid water uncontrolled entering the exhaust manifold.
1.5 22
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Fig. 1.5 11 Turbine cleaning device
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Manual Wrtsil 26
Cleaning procedure turbine side The cleaning of one turbine requires: Clean water free of sand, chemicals etc, Water pressure during the cleaning process between 3.5...6 bar. Water quantity 25 l/min. Before starting the turbine cleaning procedure, take engine readings at an engine load to use for comparisons with previous readings. The cleaning is successful if the efficiency of the turbocharger is increased. This can be established by recording engine logs, such as charge air pressure, turbocharger speed, exhaust gas temperature before and after turbocharger before and after cleaning. Normally the values of the above mentioned logs will be lower after a successful cleaning procedure. Prior to the turbine cleaning process, reduce the engine load till a stable exhaust gas temperature at turbine inlet is reached between the 400_C and 450_C this will take approximately 15 minutes. 1 Connect the water supply to connection (1) and check if the water pressure at this connection is at least 3.5 bar. See fig. 1.5 11 . 2 3 4 Open the valve (2) for water supply to the nozzles (3). Inject water during 30 seconds. Close water supply to the nozzles by means of valve (2).
6 After completion of the cleaning process close the water supply valve and disconnect the water supply hose.
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Note!
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7 Continue to run at least 10 minutes at the reduced load before increasing the engine output. Never stop the engine within 20 minutes after completion of the cleaning process to dry the exhaust gas system.
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5 Repeat points 2 and 3 with an interval of three minutes until water has been injected three times. This completes the turbine cleaning process.
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1.5 23
Manual Wrtsil 26
1.5 24
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Control System
Manual Wrtsil 26
1.6. Control System
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Control System
1.6.1.
General
The control system is constituted by a series of mechanical and pneumatic control devices, and it is also assisted by and electronic automation system: Wrtsil Engine Control System - WECS 2000 (See Chapter 1.7 Automation System). The automation system is used for monitoring, and control of the engine and comprises: measuring of the engine and turbocharger speed engine safety system starting of the engine stopping of the engine start blocking automatic shut down of the engine load reduction request
signal processing of all monitoring and alarm sensors read out of important engine parameters on a graphical display data communication with external systems (e.g. alarm and monitoring systems).
Note!
1.6 2
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For maintenance background information, safety aspects, intervals, tolerances, inspections, and torque spanner instructions, see chapter 2.4.
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Control of the rotating speed of an engine is accomplished by varying the rate of fuel admission in the engine cylinders. The duty to which the engine is applied usually determines the degree of accuracy required in engine speed control. An actuator is used to control the engine speed and thus enables the engine to respond to changing load requirements.
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Control System
Manual Wrtsil 26
1.6.2.
Speed control system

1.6.2.1. Actuator
When changing oil types flush the hydraulic system before oil change. Do not mix different types of oil. Most actuators with sumps do not have filters, therefore, add only clean oil. If water enters change the oil immediately. Clean oil is of most importance in hydraulic governing system. Consult the sub-suppliers manual for oil quality and viscosity selection as well for acceptable operating temperatures. Maintain the oil level in the actuator between the limits on the sight glass and do not overfill. During a refill keep the oil level low and add more oil during running of the engine if needed. Oil in bad condition causes approximately 50% of all governing troubles. When during engine operation one of the following circumstances are observed the engine should be stopped, the oil changed and the reason for the oil deterioration be examined:
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For specific actuator information consult the subsuppliers manual.
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The oil looks different from new. The oil feels dirty or fumes bad. The viscosity of the oil has changed; increased or decreased. Actuator parts are damaged or bad. The actuator has run at a higher temperature than recommended for the oil being used. Governing operating temperatures have changed. The oil in operation has a wrong viscosity range. There is water or dirt in the oil.
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Many governing problems are the result of improper selection or improper treatment of oil used in the actuator. The actuator should be serviced on a routine schedule according to the maintenance schedule of section 2.4.1.2..
1.6 3
Manual Wrtsil 26
Control System
1.6.2.2.
Booster
The booster activated by air the moment the engine is started, boosts the oil pressure in the actuator accumulator. This makes fast response of the actuator power piston and fuel rack possible at initial start of the engine. The booster supplies pressurized oil to mechanicalhydraulic actuators and electrohydraulic actuators instantaneous the starting air fills the starting air header on the engine. This instant oil pressure eliminates the time required for gear pump in the actuator to build up enough oil pressure to move the linkage. This produces a faster start, conserving starting air.
1.6 4
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Check valves control the oil to flow in only one way. This avoids the returning of booster oil during the starting process.
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When the booster is activeted, engine starting air at the bottom side of the piston pressurises the oil which is forced through ports and piping into the oil system of the actuator.
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When the booster is inactive, the piston is held at one end of a cylinder by a spring. The cylinder is filled with oil supplied from a line from the actuator's sump.
The booster is positioned lower than the actuator to prevent trapped air in booster and oil lines.
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Control System
Manual Wrtsil 26
1.6.3.
Fuel control mechanism

The movement of the power output shaft of the actuator is transferred to the common fuel control shaft (1) through a link. The common fuel control shaft is supported to the engine block by bearings (2) and (3), see fig. 1.6 1 . Rotation of the common fuel control shaft is transferred through lever (4) to the HP fuel pump racks. Torsion springs enable the common fuel control shaft to be moved to zero position in case one of the fuel racks will jam.
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Warning!
Special attention should be paid to the function of the fuel linkage mechanism as a defect to this mechanism may result in a disastrous over speeding of the engine, unstable engine operation or an engine unable to take load.
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Fig. 1.6 1 Fuel control mechanism
1.6 5
Manual Wrtsil 26
Control System
1.6.3.1.
Load indication HP fuel pump
Rotation of the common fuel control shaft is transferred through lever (6) to the HP fuel pump rack position transmitter (5). The signal of this transmitter is used in the WECS 2000 system to monitor and control the engine load. See fig. 1.6 2 .
1.6 6
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Fig. 1.6 2 Fuel pump rack position transmitter
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Control System
Manual Wrtsil 26
1.6.3.2.
Checking linkage between actuator and common fuel control shaft
1 Place the HP fuel pump racks on mid position (22mm) by moving lever (6) of the common fuel control shaft (4), see fig. 1.6 3 . If necessary adjust the HP fuel pump racks to the average position. See section 1.6.3.3. 2 Check if the angles between the levers (1) and (6) with rod (5) are about 90 .
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6 Check if the power output shaft (3) indicates between ' 0 and 0.5 ' on the load indicator scale (7).
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Place the HP fuel pump racks on position 0 mm by moving lever (6).
4 If necessary adjust the length of rod (5) and secure all lockings on levers etc.
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3 Check if the power output shaft (3) indicates ' 5 ' on the load indicator (7) (scale 010).
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Fig. 1.6 3 Linkage actuator / common control shaft
1.6 7
Manual Wrtsil 26
Control System
1.6.3.3.
Checking linkage between fuel rack and common fuel control shaft
1 Adjust spring loaded levers (7) with set screws (8) at a pre- clearence of 5 mm, see fig. 1.6 4 .
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5 mm
Fig. 1.6 4 Preclearance levers to HP fuel pump 2 Place actuator lever in mid position.
Note!
The maximum deviation between fuel rack positions is 0.5 mm.
1.6 8
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4 Check and if necessary adjust the linkage between the actuator and the common fuel control shaft. See section 1.6.3.2. 5 Secure all lockings on levers etc.
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3 Record all HP fuel pump rack positions and calculate the average position. With set screws (8) all HP fuel pump rack readings should be adjusted at the average value calculated.
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Control System
Manual Wrtsil 26
1.6.3.4.
Stop mechanism
1.6.3.4.1. Manual stop

Move stop lever (6) from normal operating position 'A' into stop position 'B'. Check if pin (7) locks the stop lever see fig. 1.6 6 .
1.6.3.4.2. Local stop

Push stop button (2) on the engine mounted local control panel, see fig. 2.3 1 . The stop signal activates solenoid (7), see fig. 1.6 5 , and air is admitted to the stop cylinders (5) mounted to the fuel racks of the HP fuel pumps. The air pressure in the stop cylinders will be released after solenoid (7) is deactivated.
1.6.3.4.4. Checking stop mechanism

Check of stop cylinder adjustment (limit position) and start blocking sensor (8). See fig. 1.6 6 . 2 Place actuator in maximum position (fuel pump racks in full position). 3 Push stop button (2) on the engine mounted local control panel, see fig. 2.3 1 , to move all stop cylinder pistons to zero position. 4 Check all fuel racks are moved into "zero" fuel position. 5 Check the distance 'X' between the sensor tip and stop lever. 'X' must be between 1 and 1.5 mm. See fig. 1.6 6 .
03 04 05 07 10 302 air filter and water separator air receiver stop cylinder solenoid nonreturn valve control air
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Fig. 1.6 5 Stop device
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Place stop lever (6) in operating position 'A' see fig. 1.6 6 .
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Push stop button in the control room. The stop signal deactivates the actuator controller, activates solenoid (7) (see local stop) and if present the stop solenoid in the actuator.
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1.6.3.4.3. Remote stop
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1.6 9
Manual Wrtsil 26
Control System
1.6.3.5.
1
Checking actuator stop position
Place lever (6) in stop position 'B' see fig. 1.6 6 .
2 Check if the power output shaft (3) indicates between ' 0 and 0.5 ' on the load indicator (7) (scale 010), see fig. 1.6 3 .
Eind linkZ16.16
3 Check all HP fuel pump racks are now in the 'no fuel position'. Position zero mm. 4 Release stop lever by pulling locking pin (7).
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Fig. 1.6 6 Stop mechanism
1.6.3.6.
1 Make a clear match mark on lever (1) and power shaft (3) for refitting the power shaft lever (1), see fig. 1.6 3 . 2 3 4 5 Remove lever (1) and disconnect electrical connections of actuator. Drain actuator oil by opening the drain plug Remove pipe connections to booster. Remove bolts (2) and lift actuator from engine.
Note!
Eind linkZ16.09
The actuator should not rest on its drive shaft.
1.6 10
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Removing the actuator
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Control System
Manual Wrtsil 26
1.6.3.7.
Mounting of the actuator
1 Clean the joint faces of the actuator drive and engine block. Check the condition of the serrated power shaft (3) of the actuator. See fig. 1.6 3 . 2 During assembling use Loctite 5910 or similar as gasket. 3 Be careful not to damage the serrated drive sleeve when lifting the actuator into position.
6 Check the position of the actuator in relation with the HP fuel pump rack position, see section 1.6.3.2.
Eind linkZ16.11
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Trouble shooting Fluctuations in engine speed or load are usual ascribed to an improper working of the actuator however before exchanging or doing any inspection of the actuator check the following: 1 Check engine load is not beyond maximum load. 2 Check if the fuel supply to the fuel pumps is at operating pressure and no vapour locks exist. 3 4 5 Check cylinder firing pressures and proper working of injectors. Check adjustment of external setting devices of the actuator. Check adjustment and linkage between actuator and fuel pumps.
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Maintenance of the actuator is limited and should mainly exist of: periodically renewal and level control of the lubrication oil observation to proper working of the actuator observation to proper connections of the linkage mechanism
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1.6.4.
Governing system maintenance and trouble shooting
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5 Mount power shaft lever (1) according to the match mark on the power shaft (3).
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4 Fasten bolts (2), booster pipe connections and electrical connections. See fig. 1.6 3 .
1.6 11
Manual Wrtsil 26
Control System
Check actuator drive for any misalignment or excessive backlash.
7 Check level and quality of actuator lube oil. Replace lube oil and flush lube oil system if in doubt. 8 Check actuator oil pressure at test port of the actuator.
Booster maintenance 1 Check if the sump of the actuator is filled with oil till the correct level. 2 Check the starting air supply is connected to the appropriate booster air inlet. Use the inlet with the builtin orifice if a slower fuel rack move is required. 3 When all air and oil connections are secured, purge air from booster and oil lines by cycling air to the booster from a independent air supply without cranking the engine. Add oil to the actuator as needed. Failure to purge air completely may result in a sluggish governing system response.
2 Keep all parts of the fuel control system clean and well preserved against rust.
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3 Clearances of all connections should be minimal. Total backlash should not exceed 0.5 mm at the HP fuel pump rack position. 4 Check regularly the adjustment of the mechanism and actuators stop position. Stop device maintenance 1 Check and inspect filter/water separator. 2 3 Check control air pressure. Check for air leaks.
4 Check stop cylinder parts for wear (piston, cylinder and sealing rings) and replace if necessary.
1.6 12
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Fuel control mechanism maintenance 1 The fuel control mechanism should be operated with minimal friction. Bearings in linkages and on the common fuel control shaft require no lubrication and should not be in contact with degreasing agents. Pivoting point should be lubricated periodically with engine oil.
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Automation System
Manual Wrtsil 26
1.7. Automation System
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Automation System
1.7.1.
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 use on the diesel engines and designed for the harsh environment of the engine.
DCU
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Fig. 1.7 1 WECS automation system The figure shows the layout of WECS on the 16-cylinder V-engine. 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 DCU's and the SMU's, 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).
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To External System
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Wecs Cabinet SMU
Automation System
Manual Wrtsil 26
The WECS comprises: Measuring of the engine and turbocharger speed Engine safety system starting the engine stopping the engine start blocking automatic shutdown of the engine load reduction on request Signal processing of all monitoring and alarm sensors Data communication with external systems (e.g. alarm and monitoring systems). Readout of important engine parameters on a graphical display
Warning!
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The WECS will startup, when the main power supply is available. However both power supply sources are required for a failsafe operation. Although the engine keeps running, when both power supplies fail (without safeties). Switching on the main and backup power supply, both at the same time or in consecutive sequence, will initiate the shutdown of the engine.
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Manual Wrtsil 26
Automation System
1.7.2.
Functional description
1.7.2.1. General
In this chapter the functional tasks of the WECS are described. Speed measurement is separated from other measuring systems because of its special character. Safety tasks include several functions like alarms, timings, start and shutdown control and fuel limiting. These issues are described in section 1.7.2.3.
1.7.2.3.
1.7 4
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The safety system is implemented in the software of the WECS. In addition, there are some redundant safety functions in a hardwired system (Relay Module). The safety system can be split up in five major parts; starting, stopping, start blocking, shutdown and load reduction.
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1.7.2.3.1. Starting
There are some important properties to be noticed in the start system of the WECS: Start conditions are all configurable so they may vary depending on the installation, The engine wont start, if either local or remote reset button isnt pressed after shutdown.
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Safety system
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The engine speed is measured by two pickups, and the turbocharger measures the 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 cabinet of the engine. The module initiates a shutdown of the engine in case the overspeed isn't detected by the first pick-up. The shutdown due to low lubricating oil pressure initiated by the Relay Module (backup) is suppressed by the second pick-up. 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.
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1.7.2.2.
Speed measuring
Automation System
Manual Wrtsil 26
1.7.2.3.2. Stopping
There are some important properties to be noticed in the stop system of the WECS if the stop override signal is included. The emergency stop signal isnt blocked by the stop override signal The stop override signal is connected via the Relay Module to the MCU.
1.7.2.3.3. Start blockings

A start blocking is caused usually by the following conditions: 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) external start blocking input shutdown condition active.
If start blocking is active, it is impossible to perform a start of the engine. On the Modbus a signal is given for each start blocking being active.
1.7.2.3.4. Shutdowns
An engine shut down is carried out in the same way as a normal stop, i.e. by energizing the solenoid valve. The sensors used for shutdown are of analogue type, and the shut down 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 shut down must be investigated. The reason of any shutdown will be indicated on the Modbus communication link to the external systems. On Modbus list document" are listed the installation specific condition and limits for shutdowns . Shutdown backup system Some shutdown functions of the WECS are backed up in the Relay Module, which is an independent hardwired system.
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On Modbus list document" are listed the installation specific condition for start blocking.
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1.7 5
low prelubricating oil level at turbo charger
Manual Wrtsil 26
Automation System
These functions are: low lubricating oil pressure overspeed trip optional shutdown switch. Also the emergency stop button is connected to the Relay Module. A dedicated pressure switch initiates the lubricating oil pressure shut down. 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.
Request for load reduction with automatic shutdown after 3 minutes unless fuel rack position is reduced below 15 mm.
1.7.2.4.
Monitoring and alarm sensors
The following standard set of sensors for monitoring, alarm and safety are mounted on the engine.
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Code
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Name Fuel oil pressure, engine inlet Fuel oil temperature, inlet Fuel oil leakage, injection pipe Fuel oil pressure, filter inlet Fuel oil filter pressure difference Fuel rack position Engine speed for governor Engine speed, after flexible coupling (separate) Stop lever in stop position Engine speed Engine speed, backup system 1) 5)
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If load reduction set points are defined in WECS they are specified in the installation specific documentation. When a setpoint is exceeded a load reduction request will be activated to the external system. The load reduction is always handled by the external control system or manually by the operator.
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1.7.2.3.5. Load reduction
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Type A A B A B A A A A A A
PT101 TE101 LS103A/B PT111 PDS113 GT165 SE167 SE168 GS171 ST173 ST174
1.7 6
Automation System
Manual Wrtsil 26
Code PT201 PSZ201 TE201 LE204 PT241 PDS243 LS271 TE272/82 PT301 PT311 PT401 TE401 TE402 TSZ402 PT451 TE451 TE511../13 TE517 TE5xxA/B PT601 TE601
Name Lube oil pressure, engine inlet Lube oil pressure, inlet (backup system) Lube oil temperature, inlet Lube oil level (in case of wet sump) Lube oil pressure, filter inlet Lube oil pressure difference Lube oil level at turbocharger Start air pressure Control air pressure HT water pressure, inlet HT water temperature, inlet Lube oil temperature, turbocharger outlet 1) 5)
Type A B A A A B A A A A A A A A A A 2) 5) 5) 5) A A 4) 5) A A B A A A A
HT water temperature, outlet LT water temperature, CAC inlet
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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
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TE700 GS792 OS735
SE518/28
A Analogue sensor B Binary (on/off) sensor 1) Calculated value (not a separate sensor) 2) 1...3 pcs depending on exhaust gas system 3) 2 pcs/cylinder 4) (n + 2) pcs, where n = number of cylinders 5) Abank/Bbank
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Exhaust gas temperature, Turbo inlet Exhaust gas temperature, Turbo outlet Exhaust gas temperature, cylinder outlet (xx= cylinder number=01,.....) Charge air pressure, inlet Charge air temperature, inlet Main bearing 0 temperature Turbocharger speed Turning gear engaged Emergency stop
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LT water pressure, inlet
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HT water temperature, outlet
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1.7 7
Manual Wrtsil 26
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mounted on the engine, as well as alarm, load reduction and shutdown set points, can be found in the installation specific documentation.
1.7 8
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1.7.3.
Data acquisition
In the WECS the data acquisition is distributed. This means that sensors are connected to Distribution Units (SMU's or DCU's) that are located close to groups of sensors. Only start and stop related switches are connected to the MCU. Backup sensors are connected to the Relay Module, see fig. 1.7 2 . The distributed data acquisition has many advantages compared to a centralized system: less cabling,
easy to customize for various engine types.
LDU
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Modbus or RS232C
In the WECS measured values are transferred in analog mode only from the sensor to the DCU/SMU. After that the values are in digital mode. Various types of communication standards and protocols are used, see fig. 1.7 2 .
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digital MCU
link
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RM11A
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CAN
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External
Control
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Modbus
digital
link
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POWER CAN VAISALA STATUS FLASH RESET
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RS485
flexibility,
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SMU
VAISALA
noise immunity because of digital comunication,
backup sensors/ switches
Fig. 1.7 2 Sensor connection in the WECS The data handling procedure in the WECS is shown in fig 1.7 3 . The sensor value is normally measured by the I/O section of the SMU Board.
LUBE OIL SHUTDOWN STOP RELAY U1 U2 U3 U4 U5 BACKUP LUBE OIL SHUTDOWN HARDWIRED BLOCKING START BLOCKING OPTIONAL SHUTDOWN HARDWIRED START ECU STOP/SHUTDOWN ECU START HARDWIRED STOP FUEL LIMITER OVERSPEED SHUTDOWN SLOW TURNING EMERGENCY STOP FAILURE ALARM ECU WATCHDOG SPEED SWITCH 1 STOP/SHUTDOWN SPEED OVERRIDE SWITCH 2 RELA Y SHUTDOWN RESET MODULE LUBE OIL SHUTDOWN SWITCH FAILURE OPTIONAL SHUTDOWN SWITCH FAILURE ENERGIZED STOP SOLENOID FAILURE
digital
link
digital
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Analog signals
mA, V, f
etc. switches sensors/ switches sensors/ switches
1.7 9
Manual Wrtsil 26
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Filtering, linearization and error check operations are made to the data and then it is transferred to a DCU Board. The DCU software verifies the validity of the measured data and checks the value against alarm, power reduction and shutdown limits. After these operations the data is saved to the database of the DCU. Then the data is immediately transferred via CAN to the MCU. The data receiving software in the MCU distributes the data to the Modbus and to the database of the MCU. The data saved to the database of the DCU or the MCU can be used by several application modules (like Math, LDU, etc.). These modules read values from the database and , in some cases, save produced values to the database. Data can also be transferred from the MCU database to the Modbus.
SMU Board
Measuring Filtering Linearization Error check serial
DCU Board
Measurement validity check alarm check power reduct. check shutdown check
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CAN LDU Modbus Scale Safety serial Modbus master
I/O
Database
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MCU
I/O
Measurement Database Hour LDU
Fig. 1.7 3 Data handling procedure DCU/SMU In the WECS sensors are normally connected to DCU/SMU's. The DCU includes the same sensor connections as the SMU, but an additional PCB for CAN communication and data processing. Only two types of Distribution Units are needed because their measuring channels are multiusage type. Various types of sensors can be connected to these channels: 4-20 mA current loop, current transducer, voltage transducer, Pt-100, thermocouples of type J , K, S and T, resistant, potentiometer, switch (max. 2 way).
1.7 10
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Math
Math
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Every measuring channel has an option to supply voltage for the sensor connected to it. Eight channels (0-7) supply either 12 V DC or 15 V DC and two channels (8-9) supply 5 V DC. There are also eight (8) digital inputs in the DCU/SMU's. Selectors are recommended to be connected to these inputs. For the speed measuring there are two (2) frequency inputs in the DCU/SMU.
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1.7 11
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1.7.4.
WEnCoMfunctions
1.7.4.1. Background
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1.7 12
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1.7.4.2.
The temperature of the main bearing is monitored with the sensor in direct contact with the bearing shell, see fig. 1.7 4 . Alarm,power reduction or shutdown is generated if the value exceeds specified limits. The updating frequency is 1 Hz.
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The presentations of all measured and calculated data should be implemented, according to the recommendations, in the external system connected to the MCU. Depending on engine type and size the amount of sensors included for the WEnCoM-functions may vary.
Main bearings
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Today WEnCoM is divided into two parts: the safety functions included in the WECS and the trend diagrams implemented in the external system. The external system in this meaning is any control, alarm or monitoring system connected to the WECS. The temperature measuring of the cylinder liners, main bearings and the exhaust gas valves, the checking against alarm, power reduction and shutdown levels and the needed mathematical operations are all included in the WECS.
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The original WEnCoM was developed by Wrtsil Diesel in the early 80's and comprised a microprocessor based temperature measuring system designed for condition monitoring of diesel engines. The temperatures of the cylinder liners, the main bearings and the exhaust gas valves were measured with thermocouples, presented on a CRT-screen or printer as tables or charts and stored in a separate memory cassette. The system also performed certain mathematical operations of the data. When the alarm levels were reached, the system generated alarms or shutdown signals for the engine.
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Manual Wrtsil 26
Fig. 1.7 4 Temperature sensors of the main bearing
Note!
1.7.4.3.
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The condition of the exhaust gas valve is monitored with a sensor measuring the exhaust gas temperature. A burned spot on the valve disc will, in time, result in an increasing temperature fluctuation because of the rotation of the valves. A malfunctioning valve can be discovered by analysing the cyclic variations in exhaust gas temperatures.
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It is recommended to have trend diagrams of the main bearing temperatures in the external system.
Exhaust gas valves
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1.7.5.
Instrumentation
The local control instrumentation is placed on the WECS cabinet and consists of: Local start button Local stop button Local reset button / shutdown indication Local / remote start mode selector Local Display Unit Backup lubrication oil pressure indication Backup engine speed indication
1.7.5.1.
Local Display Unit
1.7 14
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Fig. 1.7 5 The main page
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The Local Display Unit (LDU) replaces the traditional pressure gauge panel, thermometers and other instruments. It is connected to the MCU by a local Modbus connection, from which it gets the necessary data to display.
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Backup HT cooling water temperature indication
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THE MAIN PAGE Display of critical engine parameters and engine status information. Critical engine parameters: engine speed and load (fuel rack position) exhaust gas temperatures Engine status information: engine mode in text (in the lower part of the page) common engine alarm information (lower right corner of the page) load reduction request information (lower right corner of the page) stop/shutdown override information (lower right corner of the page)
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The event types are abbreviated into a one-letter code: A = Alarm B = Startblock S = Shutdown E = Emergency L = Load reduction M = Mode change N = Note (e.g. for indication that a pump starts)
THE SYSTEM PAGE There are always several system pages. The number of pages varies depending on the number of sensors in the WECS. One system page shows values of logical sensor groups like for example main bearing temperatures. Separate system pages for different systems: Start blocks and air pressures Engine performance Exhaust gas Crankcase Water systems Oil systems
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The description includes time of event, type of event, sensor code and sensor description.
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THE HISTORY PAGE The history page shows the latest events of the engine, e.g. engine being started, alarms, shutdowns, etc., with a short description.
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1.7 15
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Typical information per page: Logical name Analog value (abnormal value inverted) Bar graph
THE KEY BUTTONS The MAIN key takes you to the main page. Use the HISTORY key to view alarm and shutdown history.
MAI N HELP HISTORY
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F1 F2 F3 F4 F5 F6 F7 F8
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UP ENTER SHIFT DOWN
1.7 16
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Fig. 1.7 6 The key buttons on the panel The keys F1-F7 take you to the status page of a logical group of sensors according to description below: F1: Start blockings & air pressures F2: Engine performance F3: Exhaust gas temperatures F4: Cylinder liner temperatures (not applicable on W26 engine) F5: Main bearing temperatures F6: Cooling water systems F7: Fuel and lubricating oil systems Some system pages are divided into several pages. When a page is divided, an arrow is displayed in the upper right corner. Use the UP and DOWN keys to scroll pages within the same level.
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Use the HELP key to show the help page.
The F8 key takes you to a menu of additional pages. To choose a page use the UP and DOWN keys and select with the ENTER key.
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Manual Wrtsil 26
All main levels have two sub levels: a STATUS level and a SERVICE level. The levels are indicated by a hollow arrow. Use SHIFT+UP or SHIFT+DOWN to change level
MODBUS ACTIVE INDICATION In the upper right corner there is an indication of the MODBUS status. If the MODBUS is up and running the indicator will flash continuously. If the MODBUS is not working properly, the indicator is black.
1.7.5.3.
Controls
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Local/Remote There are two modes, local and remote. In local mode the start can be executed only locally from the control panel not from the control room. The remote mode differs between marine and power plant applications. Start The start button is used to start the engine locally. Stop The stop button is used to stop the engine locally. Shutdown reset After an automatic shutdown the control system is to be resetted before the engine can be started again. This is due to safety requirements. A blue light in the reset button indicates an automatic shutdown. After reset the light turns off.
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The control functions local/remote, start, stop and shutdown reset are included in the control panel. The functions and layout of the control panel may vary depending on engine type.
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In addition to the LDU there are three backup instruments that are independent from the rest of the system. The three instruments are: engine speed, HT cooling water temperature and lubricating oil pressure.
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1.7.5.2.
Backup instruments
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1.7 17
Manual Wrtsil 26
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1.7.6.
Functional testing
In this section there are described the procedures for testing of overspeed trip and pressure sensors.
1.7.6.1.
Testing of overspeed trip
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1.7.6.1.1. engine
The overspeed trip can be tested by running the engine at overspeed. The speed of the engine is not allowed to be increased more than 60 rpm over the over speedlimit. 5 6 Increase the engine speed Check at what speed the overspeed is detected
The limit of overspeed will be first exceeded in the DCU/SMU.
1.7 18
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Warning!
If the WECS does not receive both signals from the speed sensors ST173 and ST174 the safety and alarm system is NOT fully activated. Running of the engine, however, is still possible but this could lead to serious engine damage. The absents of both signals can be seen during engine startup. On the Main page of the WECSscreen, first the signal Start fail or rpm missing and after a while Start blocked appears. An alarm SS174 Engine speed will be activated when one ore both signals fail.
Testing of overspeed trip by running the
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The overspeed trip on the Relay Module is a backup of the normal overspeed trip.
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The overspeed trip should stop the engine when the overspeed limit is exceeded.
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The overspeed trip can be tested by actually running the engine at overspeed if that is possible. Otherwise the testing has to be done by simulating the engine speed with a signal generator.
The overspeed limit set in the DCU/SMU is lower than the overspeed limit set in the Relay Module. The limit of overspeed in the DCU/SMU is 15 % above the engine nominal speed. The limit of overspeed in the Relay Module is 18% above the engine nominal speed.
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There are two sensors measuring the engine speed. One sensor (ST173) is connected to a DCU/SMU and the other sensor (ST174) is connected to the Relay Module. Overspeed is detected by both sensors.
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Manual Wrtsil 26
When testing the overspeed trip of the Relay Module the speed sensor of the DCU/SMU (ST173) has to be disconnected.
Note!
Do not forget to connect the speed sensor after testing!
8 9
Increase the frequency of the input signal. Check at what frequency the overspeed is detected.
Note!
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The Relay module is delivered with the Record Relay Module Tuning document where are indicated all the test frequecies and the Relay Modules set points.
The following formula gives the frequency detected by the sensor corresponding to engine speed:
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Frequency[ Hz ] +
The frequency corresponding to the engine speed is shown in the following tables with engine nominal speed of 900 rpm and 1000 rpm accordingly and a camshaft gear with 46 teeth.
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The speed is detected from the camshaft gear. The rotation speed of the camshaft gear is half of the engine rotation speed. The frequency corresponding to the overspeed can be easily calculated when the teeth number of the camshaft gear is known.
Number ) (Speed2[rpm])(Theeth60
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7 Connect the signal generator to both speed sensors one at a time. The signal generator is connected to the pins signal and gnd of the speed sensor. See fig 1.7 24 for connections. The overspeed stop should be detected when the overspeed limit is exceeded. The signal for the test should be a wave with amplitude minimum 12 V .
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1.7.6.1.2. generator
Testing of overspeed trip by using a signal
1.7 19
Manual Wrtsil 26
Automation System
Frequency corresponding to speed 900 rpm (nominal speed) 1035 rpm (15% overspeed limit, DCU/SMU) 1062 rpm (18% overspeed limit, RM) 345 Hz 396 Hz 407 Hz
1000 rpm (nominal speed) 1050 rpm (15% overspeed limit, DCU/SMU) 1180 rpm (18% overspeed limit, RM)
1.7.6.1.3.
Testing of pressure switches (backup)
1.7 20
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Fig. 1.7 7 Testing of pressure switches In figure 1.7 7 there is a pressure switch with a shut-off valve and a test pressure connection. The pressure switch is disconnected from the pressure with the shut-off valve. The pressure calibration device is then connected to the plug for test pressure. A requested pressure is set with the help of the calibration device.
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The testing of pressure sensors can be done with a pressure calibration device.
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Frequency corresponding to speed 383 Hz 440 Hz 452 Hz
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Note!
Do not forget to open the shutoff valve after testing!
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1.7 21
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1.7.7.
Hardware
1.7.7.1. General
1.7 22
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Fig. 1.7 8 MCU frame
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The MCU consist s of a series of boards that combine to provide all requirements for data acquisition, control, and communication. The basic concept of the MCU includes the Frame, the Mother Board, the Processor Board, the DC/DC Converter, the Memory Unit, the LAN Board and two Interface Boards.
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1.7.7.2.
Main Control Unit
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This section covers the whole range of WECS hardware units, summarizing their technical and physical properties. Enclosure and frame characteristics like dimensions are also described. Most PCB's are illustrated with a layout figure and a block diagram including I/O description. DIP-switches, jumpers, trimmers and indicators are discussed whenever they exist.
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Manual Wrtsil 26
1.7.7.2.1. Frame
The aluminum frame provides a compact housing for the interconnection of the MCU boards and cable ground terminals. The MCU frame has provision optional Interface Boards.
1.7.7.2.2. Motherboard
The DMB50 Mother Board is mainly a busboard having no electrical functions of its own. It is divided into a group of buses and the power connection circuitry. Refer to fig. 1.7 9 when reading the following sections.
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Fig. 1.7 9 Layout of mother Board
Install the MCU boards to the slots, which are dedicated to them. If a board is in a wrong slot and power is turned ON, the board becomes permanently damaged.
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1.7 23
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1.7.7.2.3. DC/DC Converter

The DPS50 DC/DC Converter is a multifunction switcher power supply board for the MCU. It carries four independent supplies and circuits for control and BIT purposes. The functional blocks of the DC/DC Converter are shown in fig. 1.7 11
Fig. 1.7 10 DPS50 DC/DC Converter The primary battery charger switcher is isolated and floats. The primary side of this supply is fully isolated from the MCU case and electronics, and may thus be fed without any need of external isolation. The MCU software adjusts the output voltage level from the switcher once it has started. Three switcher supplies convert the 12 V battery voltage down to +5 V , to -5 V and to +18 V . LED indicators The LED indicators of the DC/DC Converter are shown in fig. 1.7 10 . Battery empty / Charge process ERROR BATTERY FULL CHARGING AC ON (directly powered from t he AC source).
1.7 24
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Fig. 1.7 12 Layout of the Processor Board
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The Processor Board coordinates with the MCU software all the functions of the individual MCU Boards. It also provides memory for storage of program code, parameter files and system database. The functional blocks of the Processor Board are shown in fig. 1.7 13
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1.7.7.2.4. Processor Board
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Fig. 1.7 11 Block diagram of the DC/DC Converter
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1.7 25
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1.7.7.2.5. Memory Unit
1.7 26
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Fig. 1.7 14 Memory Unit Layout LED indicators The PC Card drives A and B both have an LED for indicating their activity. The indicator is green or red depending on the type of activity. The STATUS-LED is also located on the front panel of the Memory Unit.
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The DMM50 Memory Unit enables the use of removable PC Cards for program and configuration upgrading.
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Fig. 1.7 13 Block diagram of the Processor Board
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Manual Wrtsil 26
1.7.7.2.6. LAN Board

The LAN Board provides the MCU with additional serial ports. It is also accommodated with special modules for linking the MCU to CAN and RS-485 networks, like MODBUS.
Fig. 1.7 15 LAN Board Layout
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Fig. 1.7 16 Block Diagram of the LAN Board The LAN Board front panel LEDs The green LED flashes approximately once every 10 seconds. (If the interval is longer, the program has excess load). The red LED should be OFF. If the LED is ON, reset the MCU.
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1.7.7.2.7. Interface Board

The DMI50 is a multipurpose interface board for the MCU. There are four analog channels and an 8-bit parallel, open collector input/output digital port. In the WECS the Interface Board is mainly used for switch and relay connections.
Fig. 1.7 17 Layout of the Interface Board
1.7 28
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Fig. 1.7 18 Block Diagram of the Interface Board
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1.7.7.3.
Distribution Unit
The Distribution Unit can either be a Sensor Multiplexer Unit (SMU) including an SMU Board or a Distributed Control Unit (DCU) including both an SMU Board and a Control Board.
The SMU is a microprocessor based measuring unit, designed for continuous operation in harsh environmental conditions. It acts as an interface between sensors and a DCU. The SMU can measure both analog and digital sensors. It stores data of one measurement at a time to its SRAM memory. The data is transmitted from the memory to the host processor by a separate command. The SMU also performs linearization of temperature sensors and error checkups. The SMU is connected to the host processor through one serial line channel. This channel is a galvanically isolated RS-485 half-duplex connection and each SMU has its own address to which it responds. A DCU comprises an SMU Board and a DCU Board on the lid of the enclosure. These boards are connected to each other with a flat cable. In addition to the features of the SMU the DCU Board adds a more power full microprocessor, flash memories, a PC Card socket and a CAN controller.
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Fig. 1.7 19 SMU and DCU
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1.7.7.3.1. SMU board

The SMU Board is rather flexible in application in a variety of possible configurations. Various types of sensors can be connected to it: 4-20 mA current loop current transducer voltage transducer Pt-100 thermocouples of type J, K, S and T potentiometer switch (max. 2 way) resistant
1.7 30
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Fig. 1.7 20 SMU Board layout The SMU Board includes an 8-bit Intel 80C51FC CPU running with clock frequency 14.7 MHz. The SMU Board also has a memory circuit for storing operation variables and system parameters. The AD conversion is made with a 16-bit sigma/delta A/D converter with digital filter and gains. The SMU Board converts all the required operating voltages for itself from the 24 V level. The switching power supply of SMU is isolated. The SMU Board floats from other electronics of the WECS because of isolated power supply.
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Fig. 1.7 21 SMU Board block diagram
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Fig. 1.7 22 DCU layout The serial channels from the DCU are CAN, 2-wire RS-485 and RS232C communications links. Two internal CPU serial channels are used
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The DCU is a combination of two processor-based boards. The 16- bit processor of the DCU Board acts as a host for the SMU and handles all of the outside communications. There are three communication channels available in the unit besides of the SMU serial channel, which is no more visible to the user. The SMU serial channel is in this installation directly handled by the DCU processor via an optocoupler.
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1.7.7.3.2. DCU Board
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Manual Wrtsil 26
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for serial communications through the 2-wire RS-485 and the internal SMU Board. In addition there is one PC Card type II slot for SRAM and FLASH memory cards. The DCU Board converts all the required operating voltages (+5 V , +12 V) for it self from the floating 7 V level, which is fed from the SMU's isolated switching power supply. This makes the whole DCU board floats from the SMU electronics.
Fig. 1.7 23 DCU Board block diagram Operationally the DCU board provides a distributed database over the CAN-bus. A PC Card is used to transfer new application definitions from the associated configuration tool to the DCU system. These parameter files, when properly transferred, are stored into the DCU FLASH-memories, where they stay regardless of powering conditions.
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LED POWER CAN STATUS FLASH
COLOR LED Indication Green Yellow Green Yellow Continuously ON while the unit is receiving power Blinks during CAN transmission Blinking indicates software operation Continuously ON when FLASH voltage is connected (normally during configuration or software loading) Indicates system reset at startup, during manual reset or in insufficient power supply conditions
RESET
1.7 32
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1.7.7.4.
Sensors
1.7.7.4.1. Speed sensors

Engine speed sensor The rotation speed of the engine is measured with two touch free inductive PNP-type proximity switches. The sensor is supplied with a 10 - 30 V DC supply voltage (normally 15 V DC in the WECS). The third pin of the sensor is the speed proportional pulse train output. The voltage level of pulse output varies between two fixed levels; 0 V DC and +15 V DC (supply voltage). The electronics of the sensor is resin-molded into a tubular housing of nickel-plated brass with external thread of M18 x 1.5 mm. The cable is connected by means of a four-pole Euchner BS4 connector. To install the sensor turn the engine until the top of a cog is visual in the sensor mountinghole. Screw carefully the sensor completely in by hand. Unscrew it approximately 1.5 revolutions for a sensing distance of 2.0 - 2.5 mm, and tighten the counter nut well with a spanner.
Caution!
Do not run or turn the engine while the sensor is being mounted.
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Fig. 1.7 24 Engine speed sensors
ABB TPS turbocharger speed sensor The turbocharger speed sensor is a magnetic type and it does not require any supply voltage. The sensor is mounted eccentrically in the turbocharger's bearing space cover. In a lubricating wheel on the shaft there are six embedded magnets, which generate a pulse in the sensor when passing the sensing head. The sinusoidal signal from the sensor is thus proportional to the rotation speed of the charger, and connected to the WECS. The metal housing of the sensor is M12 x 1.25 mm. The cable is connected by means of a four-pole connector.
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1.7 33
Manual Wrtsil 26
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To install the sensor, screw carefully the sensor completely in by hand. Do not forget to install the gasket as well. Tighten the sensor well with a spanner, with a tightening torque of 15 Nm.
Caution!
Do not run or turn the engine while the sensor is being mounted.
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EGT turbocharger speed sensor The speed sensor of the EGT turbocharger functions like the speed sensor of the ABB turbocharger except that it gives either two, six , nine or thirteen pulses during each revolution of the TC shaft. The metal housing of the sensor has 5/8" UNF thread. The length of the sensor depends on the exact type of turbocharger as shown in table 3-4. EGT turbocharger speed sensor Turbocharger type Napier 155 Napier 295 Napier 297 Gwheel Napier 297 GSwhell Napier 355 Napier 457 Napier 557 Pulses 2 2 9 13 2 6 6
Caution!
The engine must not run while the sensor is being mounted.
1.7 34
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Fig. 1.7 25 ABB turbocharger speed sensor
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Fig. 1.7 26 EGT turbocharger speed sensor
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The Relay Module is a device that executes orders from the MCU by means of activating solenoids etc. It also serves as a safety backup system when the main safety system doesn't work properly or if the rest of the system is out of operation. Most of the hardwired signals as the emergency switch etc. are connected to the Relay Module. The Relay Module also provides power supply for the whole system. Unlike the other units of the WECS the Relay Module has no processor or software. Consequently the Relay Module is a totally hardware driven unit. The Relay Module consists of the following functional blocks: speed measuring block (backup) lube oil shut down block (backup) optional shutdown block (backup) MCU stop/shutdown block hardwired stop block overspeed shutdown block (backup) emergency stop block
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1.7.7.6.
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The solenoid valves used on the engines are 3-way type valves of make E. Seitz. They can, depending on the application, either be normally open or normally closed. The nominal operation voltage is 24 V DC, and the solenoids have a voltage tolerance of -15 % to +10 %. The coil has a power rating of 11 W and it has (built-in) voltage suppression and reverse polarity protection diodes.
Relay Module
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1.7.7.5.
Solenoid valves
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MCU watch dog block stop/shut down override block shutdown reset block stop block hardwired start block MCU start block fuel limiter block slow turning block
1.7 36
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Fig. 1.7 27 Layout of the Relay Module Trimmers The Relay Module includes eight trimmers and eight jumpers to set delays and set points. The actual settings of the RM can be found in the installation specific documentation. Indication LEDs The Relay Module has an indication LED for each functional block. All supply voltages have their own LED. The lube oil shutdown switch, the optional shut down switch and the energized stop solenoid have failure LED's because of their special character.
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power supply block.
failure block
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Manual Wrtsil 26
LEDs on the Relay Module LED Lube oil shutdown Lube oil shutdown blocking Optional shutdown Color Red LED indication Lube oil pressure switch has caused a shutdown and local hardwired reset button has not yet been pressed
Yellow Lube oil shutdown is blocked during start of an engine Red Optional shutdown switch has caused a shutdown; i.e. it has been closed. Local hardwired reset button has not yet been pressed
Overspeed shutdown
Red
MCU watchdog
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Emergency stop
Red Red Red
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Stop/shutdown override Stop relay
Shutdown reset Sart blocking Local start MCU start Fuel limiter Slow turning Relay Module failure
Yellow Shutdown reset button is being pressed Red Stop relay is active Yellow Hardwired start blocking signal from the external system is active Green Hardwired (normally local) start button is being pressed Green ECU start signal is active Yellow Fuel limiter signal from the ECU is active Yellow Slow turning signal from the ECU is active Red Failure signal of the Relay Module is active. Also either one of the failure indication LEDs should be ON or one of the voltage LEDs should be OFF
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Speed switch 1 Speed switch 2 Speed pulse
Green Speed of the engine is over speed limit 1 Green Speed of the engine is over speed limit 2 Green Indication of the backup speed signal
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Overspeed has caused a shutdown and local hardwired reset button has not yet been pressed. The speed is measured with backup speed pickup Emergency stop button is pressed down and causes a shutdown MCU watchdog signal is missing and causes a shutdown Stop/shutdown override signal from the MCU is active
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Local stop
Red
Hardwired (normally local) stop button is being pressed or it has been released less than 60 s ago
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MCU stop/shutdown
Red
MCU stop signal is active and is causing a stop of an engine
1.7 37
Manual Wrtsil 26
Automation System
Failure LEDs on the Relay Module LED Lube oil shutdown switch failure Optional shutdown switch failure Stop solenoid failure Emergency stop failure Short circuit Color LED indication Yellow Lube oil shutdown switch circuit is open Yellow Optional shutdown switch circuit is open Yellow Energized stop solenoid circuit is open Yellow Emergency stop circuit is open Yellow
LED U1 U2 U3 U4 U5 Backup
Color
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1.7 38
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12 VDC
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Green U2 voltage (MCU and test instruments) is ON Green U3 voltage (DCU chain 1) is ON Green U4 voltage (DCU chain 2) is ON Green U5 voltage (LDU) is ON Green Backup voltage (stop related functions of the RM) is ON Green 12 V power supply to MCU is ON
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Green U1 voltage (U6 and not stop related functions of the RM) is ON
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Power supply LEDs on the Relay Module LED indication
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Automation System
Manual Wrtsil 26
1.7.8.
Software
1.7.8.1. VRX Operating system shell
VRX (Vaisala Real-time Executive) is a high level shell for accessing the services of the underlying operating system. It also provides a RAM-based real-time database. The main goal of VRX is to make application programs independent of the operating system. VRX provides a simple high level interface for the programmer. The applications are usually involved in producing and consuming data. Data is collected, processed and distributed further. This is the reason why VRX is very data oriented.
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Fig. 1.7 28 Software structure of the WECS
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The application modules are tasks running under the VRX. Each of them has a specific task to perform and some of them can be configured. There is a configuration file for each of the configurable application tasks. These files a re compiled into binary form and loaded into the file system of the target unit (MCU or one of the DCU's).
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One of the VRX features is task insulation. The tasks do not communicate with each other directly. All the communication is accomplished through VRX. The tasks are tied to each other with the data items of the database.
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1.7 39
Manual Wrtsil 26
Automation System
1.7.9.
Maintenance of electrical contacts

To prolong the lifetime of electrical contact surfaces and to provide proper electrical connection under all conditions and to maintain a high availability of the WECS system. The maintenance is carried out by applying contact lubricats to electrical contact surfaces. for best result the contact surface should be cleaned with aereosol electrical contact cleaner before applying the lubricant. Contact lubricants are specially formulated greases and oils that reduce friction and enhance the electrical performance of current carrying metal interfaces in switches and connectors. They also exhibit a neutral pH thereby avoiding surface corrosion.
Note!
Prior to use read the product information.
Warning!
If Check there is no tension in CANbus
Caution!
Note!
1.7 40
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Action 2 Cleaning of the DCUs and SMUs Step 3 Loosen the four screws in the cover by using an allen key and open the cover (01) (See Fig. 1.7 29 ). Step 4 Clean the box inside with a soft cloth.
Do not use any detergent liquid.
Action 3 Lubricating of electrical contacts Step 5 Loosen all the screws of the first Phoenix connector and remove the connector (02). Step 6 Clean the connections and spread some electrolube grease (03).
If electrolube grease is missing use CRC for electric circuit.
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Action 1 Preliminary actions Step 1 Stop the engine. Step 2 Switch off the WECS engine control and monitoring system.
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Automation System
Manual Wrtsil 26
Step 7 Press down the Phoenix connector by finger tips and tighten all the screws. Step 8 Check all the cable connections. Step 9 In case of DCU reset it by pushing the relevant button (04).
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Fig. 1.7 30 Lubricating of contacts
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1.7 41
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Manual Wrtsil 26
Automation System
1.7.10.
AC A/DC AMX BIT bit bps CA CAC CAN CIL CRC CRT CTS D/AC DC DCU DIP DOS DPM DRAN DUART DTE EEPROM ELD EMC EPROM ESD FAT FFT FLASH FSR GND HT HW
List of abbreviations
Alternative Current Analog to Digital Conversion Real time operating kernel Built-In-Test Binary digit 0 or 1 used in computers bits per second Charge Air Charge Air Cooler Controller Air Network Command Line Interpreter Cyclical Redundancy Check Cathode Ray Tube Clear To Send Digital to Analog Conversion Direct Current Distribuited Control Unit Dual In-line Package Disk Operating System Digital Panel Memory Dynamic Random Acces Memory Dual Universal Asynchronous Reciver/Transmiter Data Terminal Equipment Electrically Erasable Programmable Read Only Memory Electro luminescent dispay Electro Magnetic Interference Erasable Programmable Read Only Memory Electro Statictic Discharge File Allocation Table usaed By DOS to allocate files on a disk Fast Fourier Transformation Electrically erasable EPROM memory Full SCale Range Ground High Temperature Hardware
1.7 42
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Automation System
Manual Wrtsil 26
I2C ID ID-EEPROM I/O LAN LDU LED LOC LRU LT LSB Mb MB MCU MODBUS MSB MSG MT MTBF MTTR N. C. NC Ni-CD NMI NO PC PC/XT
PCB PCC PCMCIA/JEIDA
PE PICOBUS PID ppm/C PTC
Medium speed, multimaster, two wire bus of Philips Identification Number of a SMU Serially controlled Identification EEPROM on each MCU board Input/ Output Local Area Network Local Dispay Unit Light Emitting Diode Lubricating Oil Cooler Lowest Replaceable Unit Low Temperature Least Significant Bit Mega bit (one million bits) Mega Byte (one million bytes) Main Control Unit Industrial, one master bus of Modicon Most Significant Bit Message Maintenance Terminal Mean time Between Failures Mean Time To Repair Not Connected Normally Connected Nickel-Cadmium Non Makaple Interrupt Normally Open Personal Computer Personal Computer using intel 8086/8088 processor Printed Circuit Board Pre Combustion Chamber Personal Computer Memory Card International Association/Japan Indusry Development Associaion Protective Earth 8 bit parallel bus of Vaisala Control function with Proportion-Integration-Derivation parts per million/degrees Celsius (drift) Positive Thermal Coefficient (Resistor)
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1.7 43
Manual Wrtsil 26
Automation System
1.7 44
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WECS WEnCoM XT
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Pt-100 RD RAM RM RMS RPM ROM RTC RTS RTU RXD SD SMU SRAM SW TC TJ TK TS TT TXD UNF VEP VGA VRX
Platinum temperature sensor Received Data (RS-422, RS-485) Random Access Memory Relay Module Relay Mean Square Revolution Per Minute Read Only Memory Real Time Clock Request To Send MODBUS mode used in MCU Received Data (RS232-C) Sent Data (RS422, RS-485) Sensor Multiplexer Unit Static Random Acces Memory Software Thermocouple Thermocouple type J Thermocouple type K Thermocouple type S Thermocouple type T Transmitted Data (RS232-C) Thread standard Vaisala Enhanced Protocol Video Grafphics Arry Real-time operating system shell Vaisala Real-time eXecutive" Wrtsil Engine Control System Wrtsil ENgine COndition monitoring Personal computer including Intel 086/088 compatible processor
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Operation
Manual Wrtsil 26
2.3. Operation
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2.3 1
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Manual Wrtsil 26
Operation
2.3.1.
General
Before an operator takes an engine a first time in operation he should be acquainted with the location and function of the components of the installation. It is desirable, in case of new installations or those which have been out of service for some time, before starting, that the operator tests all fuel, lubricating oil, water and air lines, to see they are tight and functional.
Note!
2.3 2
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For running HFO engines on distillate fuels see section 1.1.1.1.
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All well-managed installations maintain engine log sheets. The logs should have provision for recording the starting and stopping time of each engine, the loads, pressures and temperatures. These logs are usually based on a 24-hours operating period and provide space for each of the shift engineers. Well maintained logs will provide an invaluable record of the performance of the engines and all maintenance made or needed.
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Wrtsil Corporation issues instructions for each engine and such instructions are the result of wide experience. To secure the utmost in reliability and efficiency these instructions should be read, understood, and followed.
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The engine should be cranked a few revolutions to ensure there are no restrictions. After all necessary preparations have been made prior to starting, the engine should run at idle speed recommended in the main data, see chapter 1.0. The engine speed should be increased gradually while observing pressures and temperatures to make sure all parts are working properly.
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Air should be purged from liquid systems through vents at the highest point while filling or circulating the liquid.
Operation
Manual Wrtsil 26
2.3.2.
Start
2.3.2.1. Preheating
In a stand-by preheated mode the engine is ready to accept load instantly. Stand-by preheated mode of the engine means: Fuel must be of the correct viscosity in the internal engine system. HT cooling water must be preheated as near as possible to the operating temperature or at least to a temperature of minimum 60 C by means of an external preheating system. Preheating water flow shall be minimum 4% of nominal water flow. Lubricating oil temperature minimum 40 C.
2.3.2.2.
Preparations before the start
Before an engine is started, pay attention to: Levels in tanks. Systems vented. Check correct valve positions in supply and discharge on the engine. Observe the system diagrams. Required coolers are in service. Leaking pipes. Safety systems tested and operational. Check crankcase for possible water leakages from liner walls. Cooling water has preheated the engine. Fuel is circulating at the required pressure and viscosity. The prelubricating to the engine is correct. Filters on differential pressures. Starting air vessels are on pressure and drained from water and oil. Gauges for normal readings. All covers are closed and locked. Prohibiting tags removed. Start blocking is released. Engine and engine shafting clear for rotating. Engine room is free of obstructions. Bar engine two revolutions with indicator cocks open. Keep engine clear during startup and operation.
Note!
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Before a trial run and after maintenance/repairs or a prolonged stop, the engine and system should be thoroughly inspected and prepared for operation.
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2.3 3
Manual Wrtsil 26
Operation
2.3.2.3.
Local start
1 Depending on the system, start the prelubricating oil system to obtain the start blocking release. If an external full flow lubricating oil pump is installed adjust the pressure at nominal. See section 1.0.4.
Warning!
In case a standby pump is used for prelubrication prevent continuous operating to avoid excessive fouling of the turbocharger.
3 4 5
Follow the instructions in section 2.3.2.2. Switch the engine to local control.
Check if the automatic alarm and stop devices are in service.
ENGINE SPEED
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LUBE OIL PRESSURE
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Main page Exhaust gas temperature 483 5C
80 60 40 20 0 20 40 60 80 80 60 40 20 0 20 40 60 80
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Mode: Running
HT WATER TEMPERATURE
2 1
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START
STOP
SHUTDOWN RESET
Fig. 2.3 1 Local control panel 6 Push the start button (1) at the local control panel, see fig. 2.3 1 . The compressed air starter motor will engage and the crankshaft will rotate. The actuator displaces the racks of the HP fuel pumps. The compressed air starter motor will automatically disengage after engine reaches 100 rpm or after 10 sec.
2.3 4
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REMOTE
Be sure the propeller shaft of the fixed propeller is not engaged.
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ALO
LOCAL
Adjust actuator at idle speed, see sub-suppliers manual.
ENGINE MODE
Operation
Manual Wrtsil 26
7 During the start procedure a fuel limiter, integrated in the speed control unit, limits the fuel rack movement to avoid excessive fuel injection and unnecessary smoke. The limiter is automatically released after the engine reaches idle speed. 8 Direct after engine start check: pressures of the engine systems engine systems are free of leakages no engine alarms appear engine and system for anomalies engine gauges for deviations actuator stability and uniformity of crankshaft rotation. levels in tanks and sumps remain normal combustion in all cylinders to be indicated by a rise in exhaust gas temperature
2.3.2.4.
Remote or automatic start
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2.3.2.5.
If, after a normal engine stop, the engine has to run again within a few hours the following should be observed: - The engine is left in the stand-by preheated mode. See section 2.3.2.1. - Pressures, flows and fuel viscosity remain at values as required for a local start. - Fuel and lubricating oil separators are kept in operation. - No maintenance is carried out. - All covers are closed and locked. - The turning gear is not engaged. - If the engine stop takes 8 hours ore more, the engine should be cranked 2 revolutions with open indicator cocks before starting to be sure there is no liquid on top of the pistons.
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After switching to remote or automatic engine control, every person in the engine room has to be aware of an engine start without notice.
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To start the engine remotely the engine should first have been started locally under full supervision of the operator. After performing the start, a successfully run, and the engine left in a stand by position, it is permitted to switch the engine controls from local to remote.
Start after a normal stop
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A remote or automatic start of an engine requires the same preparations as for a normal (local) start with the exception the engine was not in maintenance for any reason.
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2.3 5
Manual Wrtsil 26
Operation
2.3.2.6.
Start after overhaul
In general, overhaul means the engine is out of service for some purpose. The more extensive the overhaul, the more carefully the operator has to be during the start-up procedure. General 1 After any kind of maintenance the operator should be fully informed regarding the results of the maintenance to be able to operate the engine accordingly. 2 Full attention should be paid to the cleaning of pipe systems between filters and engine.
2.3 6
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1 Start the engine according to the local start procedures as mentioned in section 2.3.2.3.. 2 Immediately after starting up special-check for: Leakage of water, fuel, lubricating oil or air. Especially, observe fuel lines, HP fuel pumps and injectors. Excessive quantities of the leak oil pipes. Pressures. Temperatures. Strange sounds. Fluid levels. 3 After 5 minutes test run stop the engine.
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Note!
If anything is suspected during the test run procedure, stop the engine immediately.
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Test run After maintenance and/or repair work on engine parts run the engine at idling speed.
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5 Prelubricate the engine. Check where possible, if all points which have to be lubricated receive oil.
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4 Activate stop solenoid with governor power shaft at maximum and stop lever in operating position and check all HP fuel pump racks move to zero at once.
3 Depending on the kind of maintenance, safety devices should be tested on setting and function.
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Operation
Manual Wrtsil 26
Warning!
Removing of the crank case covers immediately after engine stop is only allowed after maximal 5 minutest test running. In all other cases allow the engine to cool down 10 minutes.
Open crank case covers at operating side.
1 2 3 4
Check readings and alarms of safety and alarm system. Check pressure and temperature gauges. Check automatic alarm and stop devices. Check pressure drop over fuel filter and lubricating oil filter.
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8 Check condensate drain points in charge air receiver on presence of water. 9 Check cooling water quality. 10 Check exhaust gas temperatures. 11 Listen for strange sounds. 12 Check crankcase pressure. 13 Check maximum cylinder pressures, see section 2.3.3.5.
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5 Check oil level in the oil sump/oil tank. Make some simple quality checks of the oil. 6 7 Check venting of engine cooling water systems. Check quantity of fuel leak.
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Operating check If the 5 minutes test run is ok, close and lock all covers. Start the engine and pay attention to the following points:
Check bottom part of cylinder liners for water leakage.
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6 Inspect during cranking liners and pistons for normal pattern from the crankcase side.
5 Check main and connecting rod bearing temperature differences, in particular bearings that have been in maintenance. Check if the connecting rod big end moves easily in axial direction.
2.3 7
Manual Wrtsil 26
Operation
2.3.2.7.
Emergency start
In case of an emergency the engine can be started by means of the emergency start push button (1) on the start solenoid valve (2). The engine will start bypassing all the safety devices. To operate the emergency start push button first turn the protecting plate (3) away. The position of the start solenoid valve (2) is shown in fig. 2.3 2 . Keep the emergency start button activated until the engine fires. Take notice that the appropriate switches of the speed control unit and the stop lever are in the "RUN" position. Monitor the local speed and pressure instruments.
Warning!
Be aware that all safety devices are overruled if the engine is started by using the emergency start push button.
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2 3 1 Fig. 2.3 2 Start solenoid valve 2.3 8
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Operation
Manual Wrtsil 26
2.3.3.
Operation
Normal operation and supervision includes all activities to assure a smooth and trouble free operation of the complete installation against the lowest costs as well as to guarantee the safety of operators working at that plant.
Golden rule
Keep the engine installation in operation in a way it is designed.
3 The operator has to know what normally can be expected of a plant in operation and ought to have admission to all relevant technical data being part of the installation such as: testbed- and commissioning protocols manual, parts catalogue and sub-suppliers manuals engine log book for each engine etc. 4 The operator must be convinced that the instrument readings are correct. The indicated process values must be according to operating data. 5 The operator should, by consequent keeping the engine and/or installation logs, be in time aware of all changes in engine and installation processes and be able to take necessary corrective actions.
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1 There is no automatic supervision or control arrangement that replaces an experienced engineer observations. It is not only a matter of FEEL, LOOK and LISTEN, but also a correct interpretation of signals from monitoring devices. Do not jumper safety devices in case of malfunction but make the safety equipment reliable. In case the malfunction can not locally be solved contact Wrtsil Corporation, service department.
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To guarantee a trouble free and smooth plant operation one should take the following remarks into account:
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Satisfactorily operation of a diesel engine depends mainly on the quality of the systems supporting the engine.
2.3 9
Manual Wrtsil 26
Operation
Note!
2.3 10
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Note!
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11 Do not exceed the restrictions for low load and idling. See section 2.3.3.1.2. Unnecessary idling should be avoided as much as possible. 12 Check condensate drain points in charge air cooler and charge air ducting are open and free of condensate. 13 Never try to adjust exhaust gas temperatures all to the same level by readjusting rack positions of HP fuel pumps. The maximum deviation between fuel rack positions is 0.5 mm.
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9 Run engine and installation in a safe way. This can be realised when one keeps the following in mind: The installation is assembled and in operation according to manufactures prescriptions. Specified genuine parts have been used. The operator is well informed about the systems and their safeties. Reliable working of all safety systems are approved periodically. 10 Loading : The way of increasing the output of the engine depends largely on the engine preheating time and load level. See also section 2.3.3.2.
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6 Operators involved should have more than marginal knowledge of on-going processes in engine and installation. The basic acknowledge to be gained by intensive basic studies, by long term practical experiences on comparable installations and studies of relevant manuals available. 7 Safety of operators should, during their stay at the installation, be guarantied in an optimum way. Only under safe working conditions of operators a safe running situation of the installation can be realised. Unsafe locations in general will be avoided. Safety of operators includes also the use of adequate clothes and shoes complemented with helmeted, glasses, gloves and ear protectors. Furthermore, safety of operators depends largely on observing of the rules. 8 Sufficient means and "tools" have to be available for optimum working conditions of the operator and for uninterrupted operation of engine and installation.
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Operation
Manual Wrtsil 26
2.3.3.1.
2.3.3.1.1.
Restrictions
Restrictions for operation at excessive suction air temperature
To load an engine in case of excessive ambient conditions consider that derating of the engine may be required, see section 1.0.3.
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Note!
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During idling and low load operation, and depending on the fuel quality and combustion, more soot and sludge will be formed than during higher loads. These combustion products will contaminate the internals of the engine. As a result lubricating oil filters and separator will be higher loaded during such periods. As well as sticking of piston rings and valve stems may occur after a stop. Furthermore, combustion prod ucts, not sufficiently neutralised by the lubricating oil, may cause cor rosion. By reloading of the engine the concentration of all kind of com bustion products reduces. This is specially important if the engine is to be stopped. Restrictions for idling: (declutched main engine, unloaded generator): Maximum 15 minutes and recommended minimum 10 minutes if the engine is to be stopped after idling. Maximum 6 hours if the engine is to be loaded after idling. Unnecessary idling should be avoided as much as possible. Restrictions for low load operation: Operation between 5...20% load: Maximum 100 hours continuous low load operation. After every 100 hours low load operation and before stopping, the engine must be loaded at least till 70% load during 1 hour.
2.3.3.1.3. Restrictions for a planned stop

For a planned stop decrease the engine load with 20% every minute.
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2.3.3.1.2. Restrictions for low load and idling
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For suction air temperature < -5 oC heating of the suction air and / or special requirements may be required.
2.3 11
Manual Wrtsil 26
Operation
2.3.3.2.
Loading performance
The load steps must be controlled to deliver sufficient air for a complete combustion in the cylinders. Turbocharged engines should be loaded successively due to the air deficit, which is apparent, until the turbocharger has reached the required speed. The engine loading should preferably be controlled by a load/speed increase program included in the control system.
Note!
2.3.3.2.1. Gradual load increase
Note!
Fast loading creates larger thermal load strain and reduces life time of the engine components considerably.
Load increase [%]
100
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120 140
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160 180
The limiting curves for loading of the engine at certain engine conditions in [%] as a function of the time [s] are shown in fig. 2.3 3 . Load the engine as gradually as possible.
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200
75
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50
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25
20
40
60
80
100
Time [s]
Fig. 2.3 3 Gradual load increase
2.3 12
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Preheating temperature Operating temperature Emergency at preheated condition
Maximum loading speed should only be used when absolutely necessary.
Operation
Manual Wrtsil 26
2.3.3.2.2. Sudden load increase

A limiting curve for load increase as a function of engine load in % are shown in fig. 2.3 4 . The maximum sudden power increasefulfils requirements of ISO 8528-5.
Load increase [%]
40
30
20
Maximum sudden power increase
10
0 0 20
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60 80
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100
Engine load [%]
Fig. 2.3 4 Maximum sudden power increase
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Manual Wrtsil 26
Operation
2.3.3.3.
Maintenance points during operations
The following points give some additional information about maintenance points mentioned in the maintenance schedule.
Note!
For the complete maintenance schedule see section 2.4.1.2. 1 Observe all temperature and pressure readings. To keep a close check on engine in operation it is advised to keep a log book. For an engine log sheet example see section 2.3.3.4.1. .
2.3 14
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5 Leaks During operation check following for leaks: fuel system lubricating oil system cooling water system charge air system (condensate drain holes must be open) and exhaust gas system start, stop and pneumatic control system. 6 Draining The daily fuel service tank must regularly be drained at the lowest points for water and sludge. If water or sludge of any importance appears, check origin. Air vessels and water separators in air lines should be regularly drained. 7 Keep the HP fuel pump racks clean (free from sticky components), check rack linkage connections on movability and excessive clearances. 8 Circulate the lubricating oil on a stopped engine once a week. This reduces the risk of CORROSION of engine parts. 9 Check cylinder firing pressures. At the same time record engine load, fuel rack position, turbine speed, charge air pressure and inlet air temperature. All offer information about the engine performance. 10 Record lube oil analysis and lube oil service time. 11 Record the cleaning intervals of engine mounted centrifugal lubricating oil filters. 12 Record the cleaning intervals of lubricating oil filter candles.
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4 Fluid levels Checks should include the following: - lubricating oil level - level of fresh cooling water system(s) - level of daily service fuel tank.
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Check engine circulating water venting system is working.
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2 Check daily the good working of temperature and pressure sensors. Defective instruments should be replaced as soon as possible.
Operation
Manual Wrtsil 26
2.3.3.4.
Operating range
Fixed pitch propeller The operating range of the engine should be selected with sufficient margin above the propeller design curve and cover the propeller design curve at zero ship speed. Normally the engine will be selected so that the nominal propulsive power of the vessel is about 85% of the maximum continuous rating of the engine, see fig. 2.3 5 With propellers designed for bollard pull conditions as with fishing and towing vessels the engine may be selected such that the nominal pulling power is around 95% of the engine rating. The propeller power at free running and normal speed is usually low: 65 to 80% of the output at bollard pull. For special applications with additional torque requirements as is the case with dredgers, ships operating in heavy ice or ships sailing in shallow waters the engine manufacturer should be consulted.
Output [kW/cyl]
350
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MCR
200
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250
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RANGE FOR TEMPORARY OPERATION ONLY 85 % MCR
NOMINAL PROP. CURVE
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150
100
RANGE FOR CONTINUOUS OPERATION
50
MIN. SPEED PROPELLER LAYOUT AREA
0 300 400 500 600 700 800 900 1000 Speed [rpm]
Fig. 2.3 5 Operating range
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2.3 15
Manual Wrtsil 26
Operation
2.3.3.4.1. Engine log sheet (example)

To keep a close check on engine in operation it is advised to keep a log book for temperatures, pressures and other observations. This provides a good overview of the normal values. Deviations can be detected early.
YEAR .. WEEK .. Time Engine speed Turbocharger speed Fuel rack position Load Load indication governor HT cooling LT cooling Lubricating oil Fuel Charge air receiver Exhaust gases after turboch. Barometer Crankcase pressure Ambient air Air after turbocharger Air in receiver Water before air coolers Water before oil coolers Lubricating oil before coolers Lubricating oil after coolers Lubricating oil before engine HT water before the engine HT water after the engine HT water after the HT cooler ... ... rpm ... rpm ... mm ... kW ... ... bar ... bar ... bar ... bar ... bar ... m.bar ... m.bar ... m.bar ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ...
oC oC oC oC oC oC oC oC oC oC oC oC oC
day
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... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...
... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...
Fuel before the engine Fuel after the engine Exhaust gases cyl.1, A1 / B1 cyl.2, A2 / B2 cyl.3, A3 / B3 cyl.4, A4 / B4 cyl.5, A5 / B5 cyl.6, A6 / B6 cyl.7, A7 / B7 cyl.8, A8 / B8 cyl.9, A9 / B9 Exhaust gases before turboch. Exhaust gases after turboch.
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... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...
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... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...
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... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ... ... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...
2.3 16
... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...
Operation
Manual Wrtsil 26
2.3.3.5.
Measurement of cylinder pressure
General The maximum cylinder pressure is measured with a peak pressure meter connected to the indicator cock on top of the cylinder head. The obtained pressure can only be used for comparison with pressures of other cylinders of the engine. Depending on type of fuel, engine load and rpm, the pressure measured at the indicator cock differs from the maximum pressure in the cylinder and can be 5-15 bar higher.
Note!
The obtained data should not be used for this purpose as:
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Note!
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- Due to length of the indicator channel the pressure pulse is delayed giving a wrong time monitoring.
It is not permitted to switch off fuel injection of a cylinder to measure compression pressure.
Checking cylinder firing pressure Check cylinder firing pressures. At the same time record engine load, fuel rack position, turbine speed, charge air pressure and inlet air temperature. All offer information about the engine performance. Recording cylinder combustion pressures without simultaneously recording engine load is practically worthless.
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- The cylinder pressure indicator is placed at the end of a small bore on top of the cylinder head. In this bore the pressure is developing steeper giving pressure fluctuations and higher maximum values than in the cylinder space.
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More sophisticated instruments can present the cylinder pressure / crank angle diagram showing the start of combustion and angle of maximum pressure. However, the mean indicated pressure and heat release, as calculated with these data, does in no way represent the engine performance as measured at the indicator cock.
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Cylinder pressure measurement at the indicator cock is useful for individually comparison, however, the value measured is not representative for the real pressure in the combustion space.
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Manual Wrtsil 26
Operation
2.3.3.6.
Runningin
The running-in procedure is mainly intended for piston rings and liners. For a good running-in it is important to vary the load. Ring grooves in the piston have different tilting angles at each load and consequently piston rings have different contact lines to the cylinder liner walls. Running-in may be performed either on distillate or heavy fuel, using the lubricating oil specified for the fuel. (Keep BN value in mind).
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= Output = Engine rpm
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4 5 6 7 8
7 8 9 10 11 12 13 14 15
Start the running-in procedure. a = gradual load increase b = constant load period c = recovery period 1..8 = load / rpm steps to be followed.
load / rpm [%]
100
a b
90 80 70 60 50 40 30 20 10 0 0 1 2 3 4
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0,5 hr. minimum 0,75 hr. to 1 hr 0,2 hr. to 0,25 hr
Fig. 2.3 6 Runningin diagram 3 Record data on engine log sheet after 1/2 an hour of each load step. Use the test report as a reference. Never try to adjust the cylinder exhaust gas temperatures by readjusting fuel rack position. 4 After completion the engine is ready for operation.
2.3 18
1 Carry out the start after overhaul procedure (except the operating check), see section 2.3.2.6..
[hours]
Operation
Manual Wrtsil 26
2.3.3.7.
Operating problems
For preventive action, see chapter 2.4. Some possible operating problems require prompt action. Operators should acquire knowledge of this chapter for immediate action.
2.3.3.7.1. Trouble and possible reason
a) Too low cranking speed. b) Fuel pump rack blocked.
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Crankshaft rotates however engine does not fire
c) In case of starting on HFO, too low engine and/or fuel temperature. d) Too low compression pressure. f) Gas in fuel supply lines. g) Actuator does not move. 3. e) Aspirated air temperature too low.
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Engine fires irregularly
a) See points 2d, 2e, 2f, 4c. b) Fuel control mechanism is set incorrectly or jams. c) HP pump operates improper. d) Bad working fuel injector. e) Fuel booster pressure too low.
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1. Compressed air starter motor not activated a) Engine start blocked.
Check start blockings. Check pressure starting air.
Check pressure and vent fuel system. Check starting routine of speed control unit.
Readjust fuel rack. Nozzle holes clogged. Check working of pressure regulating valve and system.
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Action 2.3 19
Manual Wrtsil 26
Operation
Action 4. Engine speed not stable Readjust dynamics in speed control unit. a) Actuator incorrectly adjusted. b) See point 3b. c) Too much clearances in control mechanism. d) Water in fuel. e) Automatic load control mechanism malfunctioning. f) Gassing in fuel booster line. g) Actuator drive worn. 5. Knock or detonation a) Big end bearing clearance excessive. b) Valve springs or tappet spring broken. c) Excessive valve clearance. d) Valve(s) jams. e) HP fuel pump malfunctioning. f) Fuel rack position incorrect. h) Piston seizure. j) Ignition delayed. 6. a) Engine overloaded. Fuel temperature too high. Check separator.
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Exhaust gases dark coloured
b) Delayed injection.
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c) See points 3b, 3c, 4. d) Insufficient charge air pressure due to: clogged air filter of turbocharger dirty compressor section clogged nozzle ring turbine speed too low too much clearance between rotor and shroud ring clogged air cooler. e) Deteriorated injectors. f) Too fast engine loading e.g. during start up.
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Find cause of excessive wear. Readjust valve clearance.
Correct fuel pump rack position. Check fuel quality. Check HP fuel pump rack positions, exhaust gas temperatures and charged air pressure/temperature. Check timing.
Clean air side air cooler. Adjust loadlimiter or follow advised load steps.
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Operation
Manual Wrtsil 26
Action 7. Exhaust gases blue or grey coloured
a) Excessive lubricating oil consumption due to bad sealing of piston rings. b) Grey gases due to water leakage in the combustion chamber. Note: Blue smoke appears when running at low load or at low ambient temperature shortly after starting. 8.
b) See points 3c and 3d. c) Charge air temperature too high. d) Exhaust valve leaking. e) Turbocharger contaminated.
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f) Malfunctioning of exhaust gas temperature measuring equipment. g) Valve clearance too large. Check valve clearance.
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a) Engine overloaded.
See engine log sheets and test bed protocol. Inspection charge air cooling system. Inspection/overhaul exhaust valve.
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Exhaust gas temperatures of one or more cylinders too high
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2.3 21
Manual Wrtsil 26
Operation
Action 9. Exhaust gas temperature of one cylinder below normal
a) Malfunctioning of exhaust gas temperature measuring equipment. b) Leaking of fuel injector or HP fuel pipe. c) Malfunctioning of HP fuel pump. d) See point 3b and 3d. Inspection/overhaul HP fuel pump.
b) See points 3b and 6b when idling. 11. Lubricating oil pressure too low a) Malfunctioning of WECS reading. b) Lubricating oil level in tank too low. c) Filter contaminated. d) Lube oil temperature too high.
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e) Lubricating oil seriously diluted with fuel or water.
g) Lubricating oil suction pipe leakage. h) Suction strainer dirty or blocked. j) Malfunctioning of lubricating oil pump. k) Lubricating oil pipes inside engine damaged. 12. Lubricating oil pressure too high a) See point 11f.
2.3 22
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f) Malfunctioning of lubricating oil pressure regulating and safety valve.
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Dangerous ! Causes high thermal overload in individual cylinders.
Check pressure gauge / transmitter. Check working automatic backflush filter See 13. Inspection/overhaul pressure regulating valve.
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a) Too low fuel booster feed pressure.
Insufficient filling of HP fuel pumps,
10. Exhaust gas temperature deviation too high
Operation
Manual Wrtsil 26
Action 13. Lubricating oil temperature: too high a) Wrong temperature indication. b) Disturbance of cooling water system. c) Too high LT water temperature. d) Oil cooler contaminated. e) Thermostatic valve: check working range of thermostatic valve wrongly positioned check of sliding part of thermostatic valve is not jammed. f) Insufficient heat transferred to coolant to maintain temperature. too low g) Wrong temperature indication. h) Thermostatic valve: wrong element temp. mounted check of sliding part of thermostatic valve is not jammed. 14. Cooling water: a) Malfunctioning of pump. temperature too high Check temperature reading.
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b) Water cooler contaminated.
d) Incorrect valve position in the system. difference between inlet and outlet temperature too high e) See point 14a. f) Water cooler clogged or contaminated. g) Insufficient flow of cooling water through engine, air in system, valves leaking.
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c) Thermostatic valve: check of working range of thermostatic valve wrongly positioned check of sliding part of thermostatic valve is not jammed.
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Check temperature reading. 2.3 23
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Manual Wrtsil 26
Operation
Action 15. Water in lubricating oil a) Leaking oil cooler. b) Leakage along cylinder liner Orings. c) Wrongly adjusted lube oil separator. d) Defective cylinder liner or cylinder head. 16. Charge air cooler a) Insufficient performance of the charge air cooler 1. Vent the water side of charge air cooler. 2. Clean the charge air cooler. A rising air temperature accompanied by a fall in air pressure indicates that the fin plates are becoming dirty. A rising air temperature with water pressure loss over the cooler indicates obstruction of the tube by scaling. In either case cleaning is required. Inspect cooler Increase charge air temperature Repair cooler. Replace Oring. See separator instruction book. Replace liner / cylinder head.
a) Charge air coolers leakage. b) Condensate.
18. Engine lowers speed at constant or increased load
19. Engine stops
a) Shortage of fuel.
b) Safety device is activated. c) Automatic stop device is activated. d) Malfunctioning of actuator. e) Malfunctioning of actuator drive. See actuator manual
2.3 24
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b) See points 2d, 4d and 4e.
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a) Engine overloaded. A further increase of load is prevented by a load limiter.
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17. Water in charge air receiver
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Operation
Manual Wrtsil 26
Action 20. Engine continuous running although stop lever is set in stop position or remote stop signal is given a) Fuel control mechanism wrongly set (3b, 3c). Activate stop device manually. If engine does not stop immediately close fuel supply to engine. Before restarting problem must be located and corrected. Risk of overspeed. Use stop lever on engine.
b) Malfunction remote engine stop. c) Engine is driven by generator, propeller or other source.
2.3.3.8.
2.3.3.8.1. Operation with defective air cooler(s)
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Defective cooling tubes of an air cooler permit cooling water entering the cylinders. Water in the charge air receiver can be indicated by the condensate drain points. If water or water mist escapes the condensate drain point, check whether it is cooling water or condensate. If it is condensate, increase the charge air temperature a few degrees (see section 1.0.4.). If it is cooling water, stop the engine as soon as possible and plug off the leaking tube. If cooler leakage cannot be remedied by tube plugging exchange cooler for a spare. Leaking cooling water is indicated by the water level in expansion tank.
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Emergency operation
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2.3 25
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Manual Wrtsil 26
Operation
2.3.3.8.2. Operation with defective turbocharger

A defective turbocharger should be treated in accordance with instructions given in the turbocharger instruction book. Permissible engine output with blocked turbocharger is approx. 20% load. Engine output must, however, be limited not to exceed the normal full load exhaust temperatures. Maximum permissible exhaust gas temperature after the cylinder at continuous operation with blocked turbocharger is 500_C.
2.3.3.8.3. Operation with one cylinder misfiring
2.3 26
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Note!
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Engine operation, with one cylinder misfiring, is only allowed in case restrictions, mentioned in a report concerning torsional vibration behaviour of this particular installation, are observed!
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Eventual restrictions, from point of view of torsional vibration behaviour, mentioned in a torsional vibration analysis report, have to be obeyed. Otherwise, especially in emergency operation -one cylinder unit out of operation- critical components as torsional vibration damper, crankshaft, torsional elastic coupling, gearwheel, propeller shaft etcetera, are subjected to not allowable torsional vibration loads.
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A torsional vibration analysis is made for each installation and all possible modes of operation. This is done for as well normal conditions as for so called misfire conditions. With misfire conditions we mean: no combustion in one cylinder, only compression and expansion. This can occur due to for instance a defect HP fuel pump. In case there is also no compression and expansion, Wrtsil Corporation has to be consulted.
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Operation
Manual Wrtsil 26
2.3.4.
Engine stop
The engine can always be stopped: remotely, locally or manually. The local or remote stop involves the following devices: Stop cylinders on fuel pumps. Stop signal to actuator controller. Stop solenoid in actuator (if applicable).
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ENGINE SPEED
LUBE OIL PRESSURE
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Main page Exhaust gas temperature 483 5C
80 60 40 20 0 20 40 60 80 80 60 40 20 0 20 40 60 80
Local stop Push stop button (2) on the local control panel. The engine stops hard wired via the relay module.
HT WATER TEMPERATURE
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Mode: Running
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ALO
REMOTE LOCAL
Note!
Idle engine 5 10 minutes before a normal stop.
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START
STOP
SHUTDOWN RESET
ENGINE MODE
Fig. 2.3 7 Local stop Remote stop Push stop button in the control room, the engine stops electronically. If applicable, the engine can be stopped by the emergency stop button.
2.3 27
Manual Wrtsil 26
Operation
Manual stop Move stop lever (6) from operating position 'A' into stop position 'B'. Check if pin (7) locks the stop lever. A B
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Fig. 2.3 8 Manual stop
Final stop of the engine For safety reasons open the indicator cocks after final stop of the engine.
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2.3 28
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7
Maintenance
Manual Wrtsil 26
2.4. Maintenance
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2.4 1
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Manual Wrtsil 26
Maintenance
2.4.1.
Maintenance Schedule
This section describes when and which inspection and maintenance actions have to be carried out. In case you need more information, please contact the Service department of Wrtsil Corporation. The maintenance necessary for the engine depends primarily on the operating conditions. The periods stated in this schedule are guidance values only and must not be exceeded during the guarantee period. See also the sub-suppliers manuals for additional information.
2.4.1.1.
5 Be aware of the risk of crankcase or camshaft case explosion! Before performing any maintenance or inspection jobs on the engine, always allow the engine to cool down sufficiently. A 10 minute cooling period will do after a normal stop. 6 Observe the fire precautions when maintenance jobs or cleaning on the engine will be done. 7 Always replace locking washers, copper rings, split pins, locking wires, self locking nuts and O-rings during assembling. In case copper rings have to be used a second time, please take care of proper annealing. 8 In general never leave O-rings mounted on spares. Store O-rings in a dry, cool and dark place. 9 Never carry out electric welding to the engine nor use the engine as conductor for welding. In addition the following precaution must be taken before welding in the vicinity of a WECS control system; Deactivate the system by disconnecting all external connectors and all the connectors of the unit. If necessary protect harness, cables, sensors and other equipment from sparkles with a proper metal sheet.
2.4 2
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General 1 When the engine is in overhaul, make sure the remote or automatic start device and external pumps are out of operation and provided with prohibiting tags. Switch of the electric power to the engine. 2 Provide engine parts of marks for remounting in the same position. Marks on engine parts should be copied on new parts to be installed at the same location. Every exchange should be recorded in the engine logbook mentioning the reason. 3 Use the MANUAL during maintenance work together with the PARTS CATALOGUE. 4 During all maintenance work, observe the utmost cleanliness and order.
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Safety aspects and rules for inspection and maintenance
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Maintenance
Manual Wrtsil 26
Removal 1 Before using the hydraulic tools read section 2.4.3. carefully. 2 Before dismantling, check all pipe systems concerned are drained and pressure released. After dismantling, cover immediately all holes for lubricating oil, fuel oil and air with tape, plugs, clean cloth or similar. Engage the turning gear. Open the indicator cocks. 3 If heavy parts are removed from the engine, e.g. a piston and connecting rod, the crankshaft may start turning due unbalance. For safety reasons always keep the turning gear engaged throughout the jobs. 4 In many cases it is advisable to record clearances before disassembling.
Before using the hydraulic tools read section 2.4.3. carefully.
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5 In general, all piping should be carefully cleaned before installing. Fuel, lubricating oil and air lines should be acid cleaned and neutralized. Also after heating of pipe sections iron oxidation has to be removed by pickling (acid cleaning). 6 Fit all piping stress free.
Last check 1 It is important no tools, parts or other foreign matters have been left in or on the engine and all parts have been thoroughly cleaned before closing the engine. 2 Due to the compression ability of some gasket material the prestress of some flange connections should be checked after 24 hours of operation. 3 4 Record engine parts renewed. Record engine running hours.
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4 Before fitting spare parts, available as complete sub-assemblies, all O-rings integrated must be inspected on ageing and damage, and replaced if necessary.
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3 For advised glues, lubricants, sealants, see the parts catalogue. Never use other lubricants for bolt connections of engine components than those advised. Tightening torques will strongly differ if lubricants of different brand or type are used.
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Mounting 1 Make sure all parts are carefully clean (free of carbon deposit) before mounting. Do not use cotton waste for inside cleaning of engine but use lint free cleaning rags.
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2.4 3
Manual Wrtsil 26
Maintenance
2.4.1.2.
Maintenance schedule
The total running hours between overhauls as well as the effective life time of components depend generally on the following aspects: - The operation and maintenance of the engine should be in accordance with instructions as specified in the engine documentation. - The intervals stated in the maintenance schedule are guidance values only, but must not be exceeded during the guarantee period.
- To ensure the efficiency, reliability and lifetime of the engine and its components, only genuine spare parts should be used. - The load of the engine should be between 60% and 100% of the output, indicated on the engine type plate, making 3,000 to 6,000 running hours annually. - The build on sub-suppliers components should be maintained according the sub-suppliers manufacturers instructions. - Quality and treatment of lubricating oil, fuel, cooling water and air should be on accordance with the rules. Deviation from the above factors may result in adapting the running hours between overhauls and/or effective life time of the components.
2.4.1.2.1. Procedure for inspection and maintenance
2.4 4
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Inspection - If, for example, two valve rotators have to be replaced inspect also two rotators of an other cylinder unit. If the result of this second inspection is also negative replace all valve rotators.
- The results of the first 4,000 hours inspection are mend to establish the further service intervals.
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- Everyone concerned with the maintenance of the engine should be trained and qualified for the job and should have the engine documentation available.
Maintenance
Manual Wrtsil 26
Maintenance intervals
Every (running hours)
S P E C I A L 5 0 0 1 0 0 0 2 0 0 0 4 0 0 0 8 0 0 0 1 2 0 0 0 2 4 0 0 0 3 6 0 0 0
W D A I L E E K L Y
Description
Check engine on bolt connections. Check condensate drain points of charge air receiver on possible water. Record performance data in engine log sheet and check for deviations.
D D D
D D D D
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D D D
Check engine on leakages, fixation of piping, cables and wiring.
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Check fluid levels.
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General
D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D
Record combustion pressures.
Engine arrangement
Check foundation bolts and chocks first year every 2 months.

at interval of
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Check reference points of epoxy resin chocks (if applicable).
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Inspect elastic engine mounting elements (if applicable).

Elastic elements of flexible coupling: inspect visually after the first 4,000 running h.
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D D D D D D D D D D D D D D D D D D D D D D D D D D D D 2.4 5
inspect at interval of: renew every 48,000 running hours

Measure axial displacement and crankshaft deflections of crankshaft.
Check alignment between engine and engine driven machinery.
Manual Wrtsil 26
Maintenance

S W D A I L E E K L Y P E C I A L 5 0 0 1 0 0 0 2 0 0 0 4 0 0 0 8 0 0 0 1 2 0 0 0 2 4 0 0 0 3 6 0 0 0
Description
Fuel System (Chapter 1.1)
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Fuel filter: check pressure difference, clean if necessary. renew filter elements.
D D
Drain impurities and condensate of fuel day tank. D Renew Orings of fuel supply and return lines. Inspect fuel pump bracket, tappet and spring: one all
D D D D D D D D D D D D
Lubricating oil system (Chapter 1.2)
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Inspect / overhaul thermostatic valves: check function. renew.

Inspect / overhaul lubricating oil pump(s). Inspect / overhaul lubricating oil cooler. Lubricating oil filter check pressure difference, clean candles if necessary. inspect candles, renew if necessary. renew candles D D D D D D D
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Sample / analyse lubricating oil; record analysis results, lubricating oil service time consumption and charge changes on basis of condemning limits, see section 1.2.1.1.
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D D D D D D D D D D D D D D
Clean centrifugal filter. Renew all seals of centrifugal filter.
D D D D D D D D D D D D D
2.4 6
Check the leak fuel quantity of the fuel system.
D D D D D D D D
Maintenance
Manual Wrtsil 26

Description
Starting air system (Chapter1.3)
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D D
Drain starting air vessels and air treatment unit(s). Inspect compressed air starter motor. Inspect compressed air starter motor and renew seals
Inspect / overhaul compressed air starter motor after every 48,000 running hours.
D D D D D D D D D D D
Cooling water system (Chapter 1.4)
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Control condition of HT and LT cooling water.
D D D D D D D D D D D D D D D D
Inspect / overhaul cooling water pumps and renew seals and bearings.
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Thermostatic valve: check function. renew.
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Check working of cooling water venting system.
2.4 7
Manual Wrtsil 26
Maintenance

Description
Charge air and exhaust gas system (Chapter 1.5) D D D D
Clean compressor by water injection. Inspect and clean turbocharger after the first 4,000 running hours Inspect and overhaul turbocharger(s) Renew plain bearings.
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D D D D
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Clean turbine by water injection, every 48 ... 200 running hours.
Renew turbine wheel of turbocharger after 96,000 running hours.
Renew air filter material (if applicable).

Charge air cooler
Inspect air side.
Inspect / overhaul charge air cooler.

Exhaust gas ducting
Inspect exhaust manifolds, compensators, etc. Renew compensators after 48,000 running hours.
2.4 8
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Inspect air side and inspect the water side after the first 4,000 running hours.
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Inspect and clean air filter to the turbocharger.
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Renew compressor wheel of turbocharger after 48,000 running hours.
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Turbocharger (See also rating plate on turbocharger and subsupplier manual.)
Maintenance
Manual Wrtsil 26

Description
Control system (Chapter 1.6) Fuel control mechanism linkage: check / lubricate. inspect / overhaul. D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D D
Inspect filter/water seperator control air Refresh actuator lubricating oil charge. Inspect / overhaul actuator Inspect / overhaul actuator drive
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Check if alarm & safety system is on with running engine, daily and after every start.
Check functioning of the alarm & safety system / devices. Check functioning of measuring devices. Calibrate measuring devices.
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Check functioning of the oil mist detector. ( If applicable )
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Operation (Chapter 2.3) D D D D D D D D D D D D D D D D D D D
Test starting process for engine in standby position.

Carry out test run. Carry out runningin program. Carry out load performance test.
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2.4 9
Manual Wrtsil 26
Maintenance

Description
Engine block with bearings (Chapter 2.5)
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Inspect crankcase visually. Inspect cooling water spaces. Vibration damper(s): sample fluid after the first 12,000 hereafter next sample interval or renewal of damper as advised by test result. Inspect one main bearing and journal. Renew main bearing and inspect main journals. Inspect one camshaft bearing and journal.
D D D D D D D D
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Renew camshaft bearings and inspect journals after every 48,000 running hours.
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2.4 10
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Maintenance
Manual Wrtsil 26

Description
Crankshaft, connecting rod, piston and liner (Chapter 2.6)
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Gudgeon pins and bearings : inspect. renew every 48,000 running hours. Inspect and overhaul connecting rods.
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D D D D D D D D D D D D D D D D D D D D D D D D D D D D 2.4 11
Inspect one: piston, (without dismantling of piston rings), connecting rod, crankpin with bearing, cylinder liner, gudgeon pin and bearing after the first 4,000 running hours.
Renew crankpin bearings and inspect journals. Inspect and overhaul pistons and renew piston rings.
Inspect and overhaul cylinder liners and renew anti bore polishing rings.
Refresh lubricating oil of turning gear.

Renew crankshaft sealing.
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Check operation of turning gear and start interlock device.
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Renew cylinder liner with anti bore polishing ring.
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Renew piston every 48,000 running hours.
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Manual Wrtsil 26
Maintenance

Description
Cylinder head with valves (Chapter 2.7)
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Make endoscopic inspection of valves, valve seats and running surface of cylinder liners. Renew safety valves. Inspect/overhaul cylinder head one after the first 4,000 running hours.
all at interval of:
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D D D D D D D D D D D D D D D D D D D D D
Check function of valve rotators. Inlet valves: inspect / overhaul. renew. Exhaust valves: inspect / overhaul renew
2.4 12
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at the interval of:
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Check valve clearances: of new and overhauled engines after the first 100 running hours.
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Maintenance
Manual Wrtsil 26

Description
Camshaft and valve drive mechanism (Chapter 2.8)
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D D D D D D D D D D 2.4 13
Inspect camshaft driving gear ; after the first 4,000 running hours.
at interval of:
all at interval of:
Check pushrod pivots.
Driving gear pumps (Chapter 2.4)
at interval of:
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Inspect driving gear builton pumps: after the first 4,000 running hours.
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Inspect and overhaul valve lifting gear and bracket.
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Inspect inlet/exhaust tappet: one
Inspect camshaft sections.
D D D D D
Manual Wrtsil 26
Maintenance

Description
Injection system (Chapter 2.9)
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Inspect fuel injectors, renew nozzles and test. Renew inner parts of injector holders. Inspect conical sealings and cavitation on inside of the HP fuel pipes. Renew HP fuel pipes.
D D D D D D D D D D D D D D D D D
D D D
Check the fuel injection timing. Remove all HP fuel pumps. Inspect the plunger and spring. Renew the Orings arround the barrel.
2.4 14
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Inspect and overhaul all HP fuel pumps. Depending on results renew pump elements and test pump or renew complete pump
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Inspect the plunger and spring at the bottom side of one HP fuel pump.
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Maintenance
Manual Wrtsil 26
2.4.2.
Maintenance Tools
Maintenance of a diesel engine requires a number of special tools developed in the course of engine design. Some of these tools are supplied with the engine and others are available through our service stations or for direct purchase by the customer. Tool requirements for a particular installation may vary greatly depending on the use and service area. Special tools are therefore selected to meet basic requirements.
Depending on the scope of supply the following tool sets are available: 1. Tool set for restricted area
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Tools for instance needed for cylinder head are grouped in section 2.4.2.7. The chapter mentioned between brackets refers to the chapter where these tools are used.
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Miscellaneous tools, as mentioned in section 2.4.2.1., are used in various chapters.
The tools are grouped in order to facilitate selection for specific service operations.
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2. Tool set for unrestricted area 3. Extended tool set for restricted area 4. Extra extended tool set restricted area 5. Special tools
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This section shows a selection of tools for the engine. These tools are not all described in the related sections.
"Economic Set" "Standard Set" "Extended Set" "Workshop Set" "Special Tool Set"
2.4 15
Manual Wrtsil 26
Maintenance
1. Economic Set
Article number 9612ZT991A
Tool set 9612ZT991A consists of the following articles: Article number Description 9612ZT901 9612ZT381 9622ZT992 9612ZT927 9612ZT904 9612ZT255 9612DT259 9612ZT940 9612ZT978 9612ZT913 9612ZT919 9612DT260 9622DT216 9622DT215 9612ZT931 9612ZT934 9650ZT108 9612ZT187 9612ZT251 9612SW510 9622DT214 9612ZT331 9612ZT332 9612ZT962 Hydraulic jack Hydraulic hose Hydraulic hand pump Lifting tool cylinder head Tie rod + distance piece cylinder head Socket HP fuel connecting pipe Socket for injector sleeve nut Depth gauge Holder for fuel injector Hydraulic jack Compress tool valve springs Multiplier max 1700 Nm Torque wrench 150-800 Nm Torque wrench 70-350 Nm Extractor fuel injector Testing device fuel injector Adjusting spanner injector Spanner for plug injector Feeler gauge for valve adjusting T-bar wrench 8mm Torque wrench 20-100 Nm Crow foot spanner Extension with spline for multiduct Grinding tool seat injector cylinder head
Number 2 2 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 2 1 1 1 1 1
2.4 16
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Maintenance
Manual Wrtsil 26
2. Standard Set
Consists of: "Economic set" 9612ZT991A extended with tool set 9612ZT893. Tool set 9612ZT893 consits of the following articles: Article number Description 9612ZT185 9612ZT195 9612ZT250 9612ZT334 9612ZT445 9612ZT902 9612ZT903 9612ZT906 9612ZT910 9612ZT911 9612ZT912 9612ZT917 9612ZT935 9612ZT938 9612ZT941 9612ZT944 9612ZT950 9612ZT951 9612ZT877 9612ZT256 9612ZT856 9612ZT924 9612ZT925 Piston ring pliers Tap M8 Circlip pliers Air tool 3/8" Mounting unit Tie rod + distance piece side stud Tie rod + distance piece main bearing cap Trolley for main bearing Bearing shell driver Mounting tool cylinder liner Extractor cylinder liner Piston ring tool Stud remover main bearing / cylinder head Piston support Depth gauge Hydraulic jack connecting rod Polishing ring Polishing ring Extractor cooling water pipe to cylinder head Sleeve for cylinder liner fixation Dummy counter weight Locking ring Locking ring
Number 1 1 1 1 1 2 2 1 1 1 1 1 1 1 1 2 1 1 1 2 1 4 2
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2.4 17
Manual Wrtsil 26
Maintenance
3. Extended Set
Consits of: "Standard Set" 9612ZT992A extended with toolset 9612ZT891 Toolset 9612ZT891 consists of the following articles: Article number Description 9612ZT247 9612ZT380 9612ZT376 9612ZT901 9612ZT915 9612ZT918 9612ZT929 9612ZT936 9612ZT942 9612ZT947 9612ZT953 9612ZT956 9612ZT970 9612ZT975 9612DT373 Disc Pneumatic/hydraulic pump 1400 bar Crowbar Hydraulic jack Tool polishing ring Distributing block Dis/assembling tool connecting rod cap L Stud remover connecting rod Frame and jacks cylinder head Tool support ring valve spring Assembly tool joint washer Tool for valve rotator Protecting bearing journal L Spare set "O & backup" rings Hydraulic hose
Number 2 1 1 2 1 2 1 1 1 1 1 1 2 1 4
2.4 18
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Maintenance
Manual Wrtsil 26
4. Workshop Set Article numbers 9612ZT995A + 9612ZT996B Tool set 9612ZT995A consists of tool sets 9612ZT993A +9612ZT894. Tool set 9612ZT894 consists of the following articles: Article number Description Number 9612ZT971 9612ZT945 9612ZT233 9612ZT234 9612ZT946 9612ZT961 9612ZT225 9612ZT497 9612ZT547 9612ZT377 9612ZT958 9612ZT909 9612ZT954 9612ZT981 9612ZT850 9612ZT194 9612ZT855 9612ZT560 9612ZT960 9612ZT859 9612ZT948 9612ZT916 9612ZT932 9612ZT979 9612ZT980 9612ZT982 9612ZT558 9612ZT864 9612ZT863 Dis/assembling fuel pump Tool for valve seat Mounting tool valve guide Mounting tool pin bridge piece Mounting tool injector sleeve Lifting tool bracket fuel pump Pin Spanner for vibration damper Depth gauge Pressing punch Tilting frame for cylinder head Disassembly valve guide Tilting frame for connecting rod Hoisting tool starter Tool camshaft bearing Pin camshaft bearing Secure tool camshaft Ratchet spanner for camshaft bolts 1/4-5/16 Dis-assembly fuel pump Extractor for exhaust valve Position tool axial bearing Hoisting tool piston Extractor injector sleeve Force multiplier max 6200Nm Disassembly intermediate gear pin Holder camshaft gear journal Torque wrench camshaft Hydraulic nipple camshaft gearwheel Valve seat refacing machine 1 1 1 1 1 1 1 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
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2.4 19
Manual Wrtsil 26
Maintenance
Tool set 9612ZT996B consists of the following articles: Article number Description 9612ZT985 9612ZT853 9612ZT854 9612ZT872 9612ZT939 9612ZT929 9612ZT970 9612ZT989 9612ZT247 9612ZT852 9612ZT963 9612ZT926 9612ZT248 9612ZT856
Number 1 1 1 1 1 1 1 1 1 1 1 1 1 1
2.4 20
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Tool for camshaft Dis/assembling tool bearing journal Dis/assembling tool air cooler Dis/assembling tool oil cooler Assemble hoist arm Dis/assembling tool connecting rod cap 26 L Crankshaft protecting sheet Dis/assembling tool intermediate gearwheel 26 L Cyllinder liner cover (wood) Dis/assembling tool camshaft gearwheel 26 L Dis/assembling tool intermediate gear and camshaft Dis/assembling tool pump cover/damper L Hoisting tool pump casing Dummy counter weight
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Maintenance
Manual Wrtsil 26
5. Special tools Article number 9612ZT999A Select one ore more of the following special tools: Article number 9612ZT861 9612ZT862 9650ZT801 9650ZT802 9650ZT803 9622DT941 9622DT942 9622DT943 9622DT944 9622DT945 9622DT946 9612ZT353 9612ZT365 9612ZT973 9612ZT865 9622DT936 9622DT275 9612ZT867 9612ZT868 9612ZT870 9622DT969 9612ZT879 9612ZT871 Description Number 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Fo
Pressure tool cylinder head Valve seat refacing machine Valve grinding machine Type HVG Valve grinding machine Type BSP 2 Valve grinding machine Type BSP 3 Peak pressure gauge 0-220 bar Peak pressure gauge digital Noncontact thermometer Crankshaft deflection gauge Digital crankshaft deflection gauge Hand tachometer digital Micrometer Inside micrometer Transport case piston-unit Pneumatic calibration tool fuel pump Tool set box Magnetic stand + Dial indicator Mechanic stethoscope Endoscope Honing machine cylinder liner Service box for oil mist detector Pneumatic atomizer test unit Control tools for WECS
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2.4 21
Manual Wrtsil 26
Maintenance
2.4.2.1.
Miscellaneous tools
Description Hydraulic pump (air operated).
Code number 9612ZT380
Weight kg
Dimensions
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2.4 22
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Hydraulic pump (manually operated).
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Description
Code number
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Weight kg
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515
400
Dimensions
9622ZT992
505
Maintenance
Manual Wrtsil 26
Description Hydraulic jack (3). With: 1. Knurled nut 2. Tool pin. Used for: main bearing studs side studs cylinder head studs.
Weight kg
Dimensions
9612ZT119 9612ZT125
Description Hydraulic jack. Used in combination with: camshaft bearing bush extractor valve removing / mounting tool. extractor for cylinder liner.
9612ZT913
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9612ZT850 9612ZT919 9612ZT912
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Code number
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Weight kg
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Dimensions
O
2.4 23
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Manual Wrtsil 26
Maintenance
Description HP hose.
Code number 9612DT381
Weight kg
Dimensions
Description Distribution block HP hoses.
9612ZT918
2.4 24
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Code number
Weight kg
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Dimensions
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Maintenance
Manual Wrtsil 26
Description Hydraulic hose.
Weight kg
Dimensions
Description Depth gauge.
rn a
Fo
Used for: cylinder head stud main bearing stud side stud.
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Code number
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Weight kg Dimensions 9612ZT941
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O
2.4 25
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Manual Wrtsil 26
Maintenance
Description Tool for removing / mounting studs. Used for: main bearing studs cylinder head studs.
Weight kg
Dimensions
Description Torque spanner 20 100 Nm.
9622DT214
2.4 26
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Code number
Weight kg
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Dimensions
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Maintenance
Manual Wrtsil 26
Weight kg
Dimensions
rn a
Code number
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Weight kg Dimensions
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9622DT216
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2.4 27
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Manual Wrtsil 26
Maintenance
2.4.2.2.
(Chapter 2.9.) Description Lifting tool fuel pump bracket.
Fuel system
Weight kg
Dimensions
Used in combination with: HP hose hydraulic pump.
Fo
2.4 28
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Tool for HP fuel pump tappet.
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Description
Code number
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Weight kg
lU
Dimensions 9612ZT960 9612DT381 9622ZT992
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Maintenance
Manual Wrtsil 26
Description Locking tool for HP fuel pump tappet.
Weight kg
Dimensions
Description Tool for sealing set in HP fuel pump bracket.
9612ZT953
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Code number
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Weight kg
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Dimensions
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2.4 29
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Manual Wrtsil 26
Maintenance
Description Depth gauge for fuel pump push rods.
Weight kg
Dimensions
2.4 30
Fo
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Maintenance
Manual Wrtsil 26
2.4.2.3.
(Chapter 1.2.) Description Lifting tool for engine mounted pumps.
Lubricating oil system
Weight kg
Dimensions
Fo
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Tool for lubricating oil cooler.
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Description
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Code number
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2.4 31
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Manual Wrtsil 26
Maintenance
2.4.2.4.
(Chapter 1.5.) Description Tool for removal charge air cooler. Consisting of: 1. plate 2. frame 3. trolley.
Exhaust gas and charge air system
Weight kg
Dimensions
2.4 32
Fo
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1 2
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Maintenance
Manual Wrtsil 26
2.4.2.5.
(Chapter 2.5.) Description Tool set for side stud. Consisting of: 2. tie rod 4. distance piece Used in combination with: 1. hydraulic jack including: 3. knurled nut 5. tool pin.
Engine block with main bearings
Weight kg
Dimensions
9612ZT901
Fo
Consisting of: 2. tie rod 4. distance piece
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Tool set for main bearing stud.
Used in combination with: 1. hydraulic jack including: 3. knurled nut 5. tool pin.
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Description
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Code number
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Weight kg Dimensions 9612ZT903 9612ZT127 9612ZT128 9612ZT901
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2.4 33
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9612ZT129 9612ZT130
Manual Wrtsil 26
Maintenance
Description Lifting tool for main bearing cap and jacks. Consisting of: 1. girder 2. top plate 3. support 4. lifting tool.
Weight kg
Dimensions
Description Bearing shell driver.
2.4 34
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Code number
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Weight kg
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Dimensions 9612ZT910
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9612ZT261 9612ZT262 9612ZT263 9612ZT267
Maintenance
Manual Wrtsil 26
Description Air driven rachet. Used for: main bearing lifting tool.
Weight kg
Dimensions
9612ZT267
Description Extractor for camshaft bearing bush. Consisting of: 1. disc 2. support disc 3. disc axial bearing bush 4. support disc for axial bearing bush.
9612ZT850
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Used in combination with: 5. hydraulic jack.
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9612ZT545 9612ZT546 9612ZT153 9612ZT154
9612ZT913
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Code number
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Weight kg
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Dimensions
O
2.4 35
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Manual Wrtsil 26
Maintenance
Description Tool for mounting camshaft axial bearing bushes.
Weight kg
Dimensions
Description Sleeve for cylinder liner fixation.
9612ZT256
2.4 36
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Code number
Weight kg
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Dimensions
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Maintenance
Manual Wrtsil 26
Description Positioning pin for camshaft bearing bush.
Weight kg
Dimensions
Description Polishing ring. Used for: contact surface on cylinder block for liner cylinder head gas sealing surface.
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Code number
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2.4 37
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Manual Wrtsil 26
Maintenance
2.4.2.6.
(Chapter 2.6.)
Crankshaft, connecting rod, piston and liner
Description Depth gauge for connecting rod studs.
Weight kg
Dimensions
Description Extractor anti bore polishing ring.
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Code number
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Weight kg
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Dimensions 2.4 38
Fo
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9612ZT915
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Maintenance
Manual Wrtsil 26
Description Tool set for big end bearing stud. Consisting of: 1. hydraulic jack 2. tie rod 3. knurled nut 4 tool pin
Weight kg
Dimensions
Description Tool connecting rod cap.
rn a
Code number
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9612ZT929
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2.4 39
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9612ZT476 9612ZT477 9612ZT125
Manual Wrtsil 26
Maintenance
Description Lifting tool for connecting rod/piston/liner assembly (driving unit). Consisting of: 1. protecting sleeves 2. positioning bracket 3. protecting sleeves.
Weight kg
Dimensions
9612ZT114 9612ZT113 9612ZT112
Description Extractor for cylinder liner. Consisting of: 1. tie rod 2. ring 3. nut 4. bracket.
9612ZT912
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Used in combination with: lifting tool. jack.
Fo
9612ZT160 0350 007 9612ZT156 9612ZT159 2
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Code number
Weight kg
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Dimensions 4 1 9612ZT911 9612ZT913 3 2.4 40
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Maintenance
Manual Wrtsil 26
Description Tap M8 for threaded holes in piston crown.
Weight kg
Dimensions
Description pliers for locking ring gudgeon pin.
9612ZT250
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Code number
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Weight kg
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Dimensions
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2.4 41
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Manual Wrtsil 26
Maintenance
Description Piston ring pliers.
Weight kg
Dimensions
Description Clamp for piston rings.
Code number
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Weight kg
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Dimensions 2.4 42
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9612ZT917
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Maintenance
Manual Wrtsil 26
Description Tool for removing / mounting connecting rod studs.
Weight kg
Dimensions
Description Tilting frame for connecting rod / piston / liner assembly (driving unit).
rn a
Code number
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9612ZT954
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2.4 43
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Manual Wrtsil 26
Maintenance
Description Piston support.
Weight kg
Dimensions
Description Lever for checking axial clearance crankshaft.
Code number
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Weight kg
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Dimensions 2.4 44
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9612ZT376
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Maintenance
Manual Wrtsil 26
Description Support for connecting rod/piston assembly (driving unit).
Weight kg
Dimensions
Description Polishing ring for gas sealing surface cylinder liner top.
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Code number
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2.4 45
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Manual Wrtsil 26
Maintenance
Description Crankshaft protecting sheet.
Weight kg
Dimensions
Description Dummy counter weight.
9612ZT856
2.4 46
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Code number
Weight kg
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Dimensions
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Maintenance
Manual Wrtsil 26
Description Spanner for sampling plug vibration damper.
Weight kg
Dimensions
Description Multiplier, max. 6200 Nm rate 21:1.
9612ZT979
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Used for: crankshaft vibration damper.
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Code number
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Weight kg
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Dimensions
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2.4 47
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Manual Wrtsil 26
Maintenance
2.4.2.7.
(Chapter 2.7.)
Cylinder head with valves
Description Feeler gauge for valve clearance.
Weight kg
Dimensions
Description
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Code number
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Weight kg
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Dimensions Used in combination with: torque spanner.
Fo
Extension with spline for cylinder head multiduct connection.
2.4 48
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9612ZT332
9622DT215
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Maintenance
Manual Wrtsil 26
Description Tool set for cylinder head Consisting of: 1. frame 2. shackle 3. hydraulic jack 4. tie rod and distance piece
Weight kg
Dimensions
9612ZT197 9612ZT198 9612ZT901 9612ZT904
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Description Tie rod and distance piece Consisting of: 1. tie rod 2. distance piece 9612ZT904
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Code number
2 3
lU
Weight kg
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Dimensions
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9612ZT901
Used in combination with: hydraulic jack including: knurled nut tool pin.
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9612ZT131 9612ZT196
9612ZT901
2
2.4 49
Manual Wrtsil 26
Maintenance
Description Lifting tool for cylinder head.
Weight kg
Dimensions
Description Tilting frame for cylinder head.
2.4 50
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Code number
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Weight kg
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Maintenance
Manual Wrtsil 26
Description Tool set for removing / mounting valves. Consisting of: 1. pressing plate MDO 2. pressing plate HFO. Used in combination with: jack.
Weight kg
Dimensions
9612ZT145 9612ZT184
Description Tool for exhaust valve rotator. Used only for: HFO engines.
rn a
Code number
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9612ZT956
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2.4 51
nl
9612ZT913
Manual Wrtsil 26
Maintenance
Description Tool support ring valve spring.
Weight kg
Dimensions
Description Extractor valve guide.
2.4 52
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Code number
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Weight kg
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Maintenance
Manual Wrtsil 26
Description Mounting tool valve guides.
Weight kg
Dimensions
Description Extractor exhaust valve seat.
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Code number
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9612ZT859
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2.4 53
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Manual Wrtsil 26
Maintenance
Description Mounting tool valve seat.
Weight kg
Dimensions
Description Tool for refacing valve seats.
Code number
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Weight kg
lU
Dimensions 2.4 54
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9612ZT863
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Maintenance
Manual Wrtsil 26
Description Extractor injector sleeve.
Weight kg
Dimensions
Description Mounting tool injector sleeve.
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Code number
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9612ZT946
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2.4 55
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Manual Wrtsil 26
Maintenance
Description Grinding tool for seat fuel injector in cylinder head.
Weight kg
Dimensions
Description Spanner indicator cock.
9612SW510
2.4 56
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Code number
Weight kg
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Dimensions
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Maintenance
Manual Wrtsil 26
Description Cylinder liner cover (wood).
Weight kg
Dimensions
Description Extractor cooling water interconnecting pipe.
9612ZT877
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Code number
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Weight kg
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Dimensions
O
2.4 57
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Manual Wrtsil 26
Maintenance
2.4.2.8.
(Chapter 2.8.) Description Ratchet spanner for camshaft section bolts.
Camshaft and valve drive mechanism
Weight kg
Dimensions
Consisting of: 1. torque wrench 2. bit holder 3. screwdriver bit.
2.4 58
Fo
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Torque wrench for camshaft section bolts. 20 200 Nm.
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Description
Code number
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Weight kg
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Maintenance
Manual Wrtsil 26
Description Locking tool for tappets inlet and exhaust.
Weight kg
Dimensions
Description Tool for separating camshaft section from journal.
9612ZT377
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Code number
lU
Weight kg 1 or 2 3
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Dimensions
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Consisting of: 1. Bolt M12 / 40 mm 2. Bolt M12 / 80 mm 3. Retainer nut
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2.4 59
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Manual Wrtsil 26
Maintenance
Description Support for camshaft journal.
Weight kg
Dimensions
Description Support for camshaft section.
9612ZT985
2.4 60
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Code number
Weight kg
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Dimensions
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Maintenance
Manual Wrtsil 26
Description Frame. Used in combination with: tool for intermediate gear wheel assembly tool for camshaft gear wheel assembly.
Weight kg
Dimensions
9612ZT989 9612ZT852
Description Tool for intermediate gear wheel assembly.
9612ZT989
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Code number
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Weight kg
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Dimensions
O
2.4 61
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Manual Wrtsil 26
Maintenance
Description Tool for camshaft gear wheel assembly.
Weight kg
Dimensions
Description Secure tool camshaft.
9612ZT855
2.4 62
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Code number
Weight kg
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Dimensions
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Maintenance
Manual Wrtsil 26
Description Hydraulic nipple camshaft gearwheel.
Weight kg
Dimensions
Description Tool for separating camshaft end journal from camshaft gear wheel.
9612ZT982
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Code number
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Weight kg
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Dimensions
O
2.4 63
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Manual Wrtsil 26
Maintenance
2.4.2.9.
(Chapter 2.9.) Description Socket spanner for HP fuel pipe in cylinder head. Used in combination with: torque spanner
Injection system
Weight kg
Dimensions
9622DT215
Description Crow foot spanner HP fuel pipe. Used in combination with: torque spanner
Fo
2.4 64
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Code number
rn a
Weight kg
lU
Dimensions 9612ZT331 9622DT215
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Maintenance
Manual Wrtsil 26
Description Tool for extracting fuel injector. 1. handle. 2. .nut. 3. bush.
Weight kg
Dimensions
200
1
9612ZT178 000000185 014 9650ZT107
140
nl
Dimensions
290
y O
Description Holder for fuel injector. Used in combination with: torque spanner multiplier socket spanner. 2 3
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Fo
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9612ZT978
9622DT216 9612DT260 9612ZT259
rn a
Code number
lU
Weight kg
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2.4 65
Manual Wrtsil 26
Maintenance
Description Multiplier, max. 1700 Nm rate 4.5:1. Used in combination with: socket spanner torque spanner holder for fuel injector.
Weight kg
Dimensions
Description Testing device fuel injector.
Code number
rn a
Weight kg
lU
Dimensions 2.4 66
Fo
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9612ZT934
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9612DT259 9622DT216 9612ZT978
Maintenance
Manual Wrtsil 26
Description Tool for disassembling / assembling HP fuel pump.
Weight kg
Dimensions
Description Socket spanner for injector sleeve nut.
rn a
Code number
lU
Fo
Used in combination with: torque spanner multiplier holder for fuel injector.
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9612DT259
9622DT216 9612DT260 9612ZT978
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2.4 67
nl
Manual Wrtsil 26
Maintenance
Description Spanner for plug fuel injector.
Weight kg
Dimensions
Description Adjusting tool fuel injector.
Code number
rn a
Weight kg
lU
Dimensions 2.4 68
Fo
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9650ZT108
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Maintenance
Manual Wrtsil 26
Description Synthetic driver for HP fuel pump barrel.
Weight kg
Dimensions
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2.4 69
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Manual Wrtsil 26
Maintenance
2.4 70
Fo
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Maintenance
Manual Wrtsil 26
2.4.3.
Background information of hydraulic tools and torque spanners

A number of important engine components are fitted by means of hydraulic tools. With the use of hydraulic tools is it possible to stress a bold or stud of a connection till very high tension. This tightening process can be done within very small tension limits and a great force and accuracy. It is necessary to understand the working principle of the hydraulic tools. For this reason an explanation of the principle is given.
The easy going nut The stud becomes a little bit longer over its entire length during elongation. This includes that also the pitch of the thread is a little extended. However, the pitch of the nut mounted is not extended. To make it possible to turn the nut on the elongated stud "quite some clearance" must exist between the thread of the nut and the thread of the stud. This clearance can be felt when turning on the nut. For this reason it must be possible, without any restriction, to turn on a nut by hand. In case of "heavy points" remove the nut and find and solve the problem before starting the tightening procedure. Studs All hydraulically stretched studs are made of high tensile strength steel. To obtain the correct force in the studs, the studs have to be stretched to approximately 90% of the yield point of the material. This means, a force 10% more than the tightening force does overstretch the stud. This may never happen because overstretched studs becomes sensitive to fatigue and may break after some time.
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Rolled thread The thread of the studs of important connections is manufactured by a "cold rolled" process to make the stud thread strong and good resistant against fatigue. Due to this process the circumference of the thread becomes smooth and hard. This process make studs also sensitive to breakage in case of damage. Therefore, studs must always carefully be handled. Replace a stud when damaged.
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For the following subjects general background information is described:
For safety reasons it is important the tools are used in the correct way. The tightening procedures have to be carried out strictly in accordance with the instructions in this manual.
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2.4 71
Manual Wrtsil 26
Maintenance
Therefore, overstretched studs should be replaced. This is particular important for connecting rod studs and counter weight studs. Use genuine parts There is a real danger in employing studs not delivered by Wrtsil Corporation in particular studs hydraulically stretched. If these studs are not made from the same high tensile strength material and not provided with "cold rolled thread", problems may occur. Studs, made of material not sufficient strong, will continue to elongate even if the correct oil pressure is applied. The nuts can be turned further until breaking. Use of locking fluids Clean parts carefully with a degreasing agent and dry parts before applying locking fluid.
2.4.3.1.
2.4 72
Fo
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The pump unit (fig. 2.4 1 ) consist of a number of main components: A connection (7) for the supply of service air (maximum pressure 7 bar. A filter / water separator (12). A lubricator (13). A reducing valve (6) to adjust the service air between 0 and 6 bar. A manometer (5) direct mounted after the service air reducing valve. An air valve (4) to control the pump speed. An air-operated piston (3) (large surface) connected to a piston in the lower section (small surface) for pressurizing the hydraulic oil. A container (1) for hydraulic oil (circa 5 litres). A double pointer manometer (8) indicating the hydraulic jack pressure. A quick-release couplings with non return valve (10). A valve (9) in the H.P . oil return line.
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Pneumatic driven hydraulic pump unit
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The hydraulic tool set consist of : Hydraulic pump pneumatically driven or a manually operated pump. A number of hydraulic jacks, distance pieces, tie rods, knurled nuts, high pressure hoses with quick release coupling and tool pins to tighten or to loosen the nuts of the relevant components.
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Note!
See for specification relevant drawing / parts list (Parts Catalogue).
nl
Maintenance
Manual Wrtsil 26
The manometer (5) is connected to the air pressure line after the reducing valve (6). The manometer scale indicates a comparable oil pressure from 0 to 1000 bar. 6 Bar service air pressure is equivalent to 1000 bar "oil pressure" on the manometer scale. The manometer (5) makes it possible to set the required H.P . oil pressure before pumping. To prevent, due to inaccuracy of this manometer, that the final obtained oil pressure will ends higher than the required pressure, manometer (5) indicates 10% higher. A manometer (8) indicates the pressure in the H.P . hydraulic system. This calibrated manometer contains two independently working measuring mechanisms, each provided with a scale and pointer. Recalibrating of this manometer is necessary when the indication of both pointers differs more then 10 bar. Check the double pointer pressure gauge (8) regularly. For this purpose a calibrated pressure gauge can be delivered. This pressure gauge can be connected at the end of the H.P . hose. 1 2
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3
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4
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5 8 10
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Fig. 2.4 1
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Diagram pneumatically driven hydraulic pump unit
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11 9
6 12 13 7
2.4 73
Manual Wrtsil 26
Maintenance
Operating Always keep the pump unit horizontally. Maintain sufficiently hydraulic oil in the container to avoid air in the system and check if valve (14) is open. During filling of the H.P . pump container, it is recommended to connect the set according to Fig. 2.4 2 . Before filling, open the release valve (9) and empty the jack (15) by pressing piston and cylinder simultaneously. Next, the container can be filled through the filling plug (2). (For specification of the hydraulic oil, see chapter 1.2.). 1 2 3 Close valves (4) and (9), see fig 2.4 1 and fig. 2.4 2 . Connect the service air at (7). Connect at (10) the H.P . hose (11) to the hydraulic jacks (15).
5 Slowly turn the spindle of the reducing valve (6) counter clockwise, by which the hydraulic oil pressure will increase. 6 Continue pumping until the reading on the manometer of the hydraulic system (8) shows the required oil pressure. The manometer in the air system will now show a pressure of circa 10 % higher. 7 After the correct oil pressure has been reached, push down the locking ring over the reducing valve spindle to fix the setting of the reducing valve. Every time the pump is operated, the pressure will rise automatically and accurately till the fixed pump setting (accuracy " 5 bar). When the hydraulic stretching procedure is completed close valve (4) and always open slowly valve (9). Quick opening of valve (4) may damage the hydraulic pressure manometer.
2.4 74
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4 After adjusting the "air pressure" at the value of the required oil pressure, start the pump by opening air valve (4). The hydraulic system will be pressurized, visible on manometer (8). At a value of approx. 10% below the adjusted value, the pump will stop.
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Maintenance
Manual Wrtsil 26
Remark When the required pressure is reached and the pump continues slowly working, the hydraulic system is leaking, e.g. a leaking coupling or a leaking hydraulic jack. When the hydraulic system contains air, disconnect the coupling at (10). Press the small valve in the coupling by means of a pin and run the pump slowly. Let oil escape as long as it contains air.
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15 11
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14 1 10
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2 5 6 4
Warning!
Always check the correct connecting of hose couplings to pump unit and jacks special when more jacks are connected at the time. An incorrectly made connection may cause the jack is not connected and the jack in question not pressurized although the manometer indicates the correct pressure.
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Fig. 2.4 2
Pneumatic driven hydraulic pump unit
2.4 75
Manual Wrtsil 26
Maintenance
2.4.3.2.
Hydraulic jack
A hydraulic jack, see fig. 2.4 3 for an example, consists basically of a housing (3) and a piston (1) which is accommodated in a recess in the top of the housing. The piston is sealed at the top and the bottom with Orings, (7) and (8). The space between the O-rings can be filled with oil under pressure via connection (13). The enclosed area of the piston multiplied by the applied oil pressure results in the stretching force in the pulling piece and stud. The stud shall, as a consequence of the applied force, be lengthened. Every time when the same force (oil pressure) is applied, the same lengthening of the stud will be realised. To exert the required force in the stud, only a limited lengthening of the stud is required, a few mm only. The stroke of the jack shown is 9 mm, which can differ with the type of jack, and is sufficient for the stud elongation. After the nut is fastened or loosened and the oil pressure is released, the stretching process can be repeated. After the oil pressure is released it takes some time, for the springs (12) on top of the piston, to force the piston back into bottom position as friction exists in the returning of the hydraulic oil to the sump of the hydraulic pump in the small oil drillings in the jack, in the valves in the quick release couplings and the relative large quantity of oil to return to the pump. If no time is given to displace the oil and to lower the piston till bottom position, for instance by too quickly disconnecting the hoses from the jack, the piston will stop a few mm from bottom. If this method of stretching is repeated the piston finally has no working stroke left and in the next stroke a situation arises in which the retaining cover (4) is breaking the bolts (11). The retaining cover is not kept in place and will be stopped by two bolts (10). To avoid this situation the returning of the piston into bottom position can be realized by waiting, or by using a spanner on top of the jack when mounted on a stud.
2.4 76
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Maintenance
Manual Wrtsil 26
The piston is in bottom position when the top face of the jack is level with the top face of the retaining ring.
4 10 3 8 7 1 Fig. 2.4 3 Cross section hydraulic jack 11 12 13
2.4.3.3.
Hydraulic extractor
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9622ZT992
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For some power demanding operations a hydraulic extractor jack is applied. The jack is utilized in connection with the manual operated pump, see fig. 2.4 4 .
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9612ZT913 Stroke 78 mm kN
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Fig. 2.4 4 Hydraulic extractor
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Maximum pressure
Fig. 2.4 5 Graphic relation pressure / force
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2.4 77
Manual Wrtsil 26
Maintenance
2.4.3.4.
H.P. hose
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1 Fig. 2.4 6 H.P. hose 1 4 5 6 7 8 9 never try to remove the clamp fitting from the hose never bend the hose into a radius smaller than 160 mm never twist the hose never damage the hose by, for example, placing heavy objects on it never apply a tensile load to the hose, for example, by tugging never use any oil other than is specified
Note!
2.4 78
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10 never use the hose for other purposes. Damaged hoses or quickrelease couplings should be discarded. DO NOT CARRY OUT REPAIRS!
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Never work with damaged hoses! The hoses will remain in good condition if you:
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After use, seal the quick-release couplings again with the dust caps (1).
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2 Ensure the quick-release couplings are thoroughly clean before use. Dirt can cause damage to the quick-release couplings so leaks may develop.
The maximum permissable hose pressure is 1500 bar. The H.P . hose is made up of a plastic inner hose wrapped with 4 layers of steel wire, around which is a flexible, blue-coloured skin". This skin" serves to make any damage to the H.P . hose more easily visible and to retain the oil stream if an internal leak develops. In this case a blister" is formed on the hose. Work safely! 1 Check the hose and quick-release couplings for damage before use.
Maintenance
Manual Wrtsil 26
2.4.3.5.
H.P. quickrelease coupling
A complete quick-release coupling consists of: 1. male connector 2. female connector 3. spring controlled valves 2 1
3 Fig. 2.4 7
H.P. quickrelease coupling
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In order to guarantee the valves function efficiently, the couplings should be thoroughly clean before use. For this reason the quick-release couplings should always be sealed with dust caps (4) and (5). 5 4
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Fig. 2.4 8
The couplings have a conical thread (NPT) which is selfsealing when the coupling is mounted to the hose fitting or a jack. Do not use sealing tape. Pieces of tape in the hydraulic system will impair efficient operation.
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The H.P . quick-release couplings are used to facilitate easy connecting and disconnecting of various parts of the hydraulic tool and are self-closing. This means that it is impossible for air to enter the hose or the jacks, and oil losses are minimal.
Dust caps H.P. quickrelease coupling
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3 2.4 79
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Manual Wrtsil 26
Maintenance
2.4.3.6.
Handoperated hydraulic pump
The hydraulic pump consists of the following main components. 1. 2. 3. 4. 5. 6. 7. 8. oil container pump element oil pressure manometer H.P . oil connection (2x) release valve filling plug venting point pump handle
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4 5 2 Fig. 2.4 9 Hand operated hydraulic pump
Note!
2.4 80
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Operating 1 Before using check if there is sufficient hydraulic oil in the container (1) to avoid air in the system. (Always use oxidation resistant oil see chapter 1.2.1.1.) 2 Connect the pump to the jacks, by the H.P . hoses. Never apply pressure to a jack which is not in use for stretching studs, otherwise the plunger will exceed its maximum stroke. 3 Close the release valve (5) of the pump and apply the prescribed pressure. If the pressure drops, there might be a leakage in a connection or somewhere else. The leakage should be found and repaired. 4 Always reduce the pressure slowly to zero in order to avoid forming of foam on the oil and/or to protect the indicator.
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8 6
Maintenance
Manual Wrtsil 26
2.4.3.7.
Safety instructions for hydraulic tools
The following general instructions and guides will be helpful to determine if your system components are properly connected. 1 Be sure all hydraulic hoses and fittings are connected to the correct inlet and outlet ports of the pump, cylinders, valves and other system components. An incorrectly made connection may cause a not connected jack in question and not pressurized although the manometer indicates the correct pressure.
3 Excessive tightening will cause strain on threads and castings which could cause fitting failure at pressures below rated capacity. 4 Fully tighten hydraulic connectors (avoid excessive force). Loose connectors will act as a partial or complete line restriction causing little or no oil flow and resulting in equipment damage or failure. 5 If the maximum stroke is exceeded the sealing sets of the piston will be damaged. Pressurized oil will escape and the pressure drops to zero. If this has happens the jack has to be disassembled, the sealings inspected and if damaged, replaced by new.
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7 Do not use the hydraulic hose to carry a hydraulic component (i.e. pumps, cylinders and valves). 8 Avoid sharp bends and kinks when routing hydraulic hoses. If pressure is applied to a bend or kinked hose, the oil flow will be restricted causing severe back-pressure. Also the sharp bend and kinks will internally damage the hose leading to premature failure. 9 Avoid situations where loads are not directly centered on the cylinder plunger. Off-center loads produce considerable strain on cylinder plungers and may slip or fail causing potentially dangerous results. Avoid point loading. Distribute the load evenly across the entire saddle surface.
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6 Do not drop heavy objects on hydraulic hoses. A sharp impact may cause bends or breaks to internal hose wire strands. Applying pressure to the damaged hose will cause internal flexing which will eventually break the hose strands causing the hose to rupture.
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2 Be sure all threaded connections are fully tightened and free of leakage. Seal threaded connections with a high-grade thread sealer. Do not over-tighten any connection.
2.4 81
Manual Wrtsil 26
Maintenance
10 Always provide clearance for hoses and connectors to avoid moving objects, abrasion or sharp objects. 11 Use hydraulic pressure gauges with safe operating ranges in the hydraulic system. Do not exceed the safe limit of the lowest rated component used within your system. 12 Keep hydraulic equipment away from flames and heat. Excessive heat (above 70C) will soften packings and seals, resulting in fluid leaks. 13 Never attempt to lift a load which exceeds the capacity of a cylinder or jack. Overloading causes equipment failure and possible personal injury.
Note!
Loosening pressure = tightening pressure. To loosen a connection the same oil pressure, or somewhat lower than the final pressure with which the connection has been tightened, is required. Prevent overstretching To prevent overstretching, the hydraulic pressure applied to the studs should never exceed the tightening pressure plus 5%. Furthermore, operate the pneumatic driven hydraulic pump according the instructions. There is no reason to apply a higher pressure than the tightening pressure. When studs have been tightened to the setting value, the prestress in the studs may decrease slightly during running of the engine as a result of the forces incurred in the engine components. Therefore, the oil pressure in the hydraulic jacks, required for disassembly will be the same or somewhat lower than the tightening pressure.
2.4 82
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2.4.3.8.
Loosening of hydraulically tightened connection
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15 Keep oil lines clean. When connector halves are disconnected, always put on dust caps. Use every precaution to guard unit against entrance of dirt because dirt and foreign matters may cause pump, cylinder and valve failures.
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14 Do not overextend the hydraulic jack. The cylinder will take the load on the plunger stop ring. However, using the full stroke does not supply power and only adds unnecessary strain to the cylinder.
Maintenance
Manual Wrtsil 26
If one or more nuts can't be loosened at setting value check with a feeler gauge of 0.05 mm if the nut is free from the contact surface. If the nut is free and it is still not possible to turn the nut, the nut is sticking due to dirt, corrosion or damage. In such case try to turn the nut using a copper pin and a hammer. If still not successful don't increase the oil pressure because it serves no purpose. Applying a too high oil pressure introduces the risk of damaging the thread in the engine component in which the stud is mounted. If the nut is not free 1 Check if the oil supply and pressure to all the jacks is correct. 2 3 4 Check the quick-release couplings and the non return valves. Increase the oil pressure by maximum 5%. Check if the nut is free from the tools.
If, at 10% overpressure, the nut is still tight, remove the tools, cut off the nut and remove the stud. Fit a new stud and nut. Make sure no iron parts enter the engine.
Note!
If e.g. one cylinder head nut has to be cut leave the other three nuts tightened to prevent damage to cylinder head and liner.
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If, due to any cause, doubt exists regarding the stress in hydraulically tensioned studs the loosening value must be found. 5 Increase the oil pressure in the hydraulic jacks in steps e.g. of 50 bar. 6 Check after each step whether the nuts can be turned. 7 If this value is more than 10% below the stated value investigate the reason.
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If the nut can still not be loosened the connection has previously been tightened with a too high oil pressure, possible resulting in an overstretched stud. In this case increase the oil pressure till final setting value + 10%. More than 10% is not allowed as other construction parts can be damaged.
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2.4 83
Manual Wrtsil 26
Maintenance
2.4.3.9.
Tightening of hydraulically tightened connection
In order to organise the hydraulic procedure (jack pressure and tightening procedure) four steps are defined: First step, positioning of engine components and prestress Turn manually the nuts on the studs and check the nuts moves easily without feeling any restriction. Tighten the nuts with the tool pin mount the hydraulic tools and pressurize the hydraulic jacks to the setting value for the pre-stress. This pressure is applied to position the engine components to be assembled. Turn the nuts on with the tool pin. Release slowly the oil pressure in the hydraulic jacks to prevent damage to the calibrated oil pressure gauge. Now we have obtained a basis for the tightening procedure. Second step, setting of materials Pressurize the jacks till setting value of the final stress. Turn the nuts with the tool pin and count the number of holes in the circumference of the nuts the nuts can be shifted. When all nuts can be shifted the same number of holes we then have the indication that the elongation of all studs is the same and that is how it should be. In case one or more nuts can't be turned the same distance, measured on the circumference on the nuts compared to the others, remove and inspect the tools on good functioning and check the engine components for correct position. After releasing the jack pressure the force will set the engine components and nuts and the remaining stress in the studs becomes somewhat lower. Third step, obtaining the correct final stress To correct for "setting of materials" the jacks have to be pressurized again to the pressure of the value setting of the final stress. Now the engine components are set it is possible to turn all nuts a little further. After the jack pressure is released the correct final stress in the studs will exist.
2.4 84
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Maintenance
Manual Wrtsil 26
Fourth step, checking the correct final stress To make absolutely sure the connection is correct we have to make a "checking step". Pressurize the jacks again till setting value and try, with the tool pin, to turn the nuts any further. This may not be possible. Check with a feeler blade of 0.03 mm that no clearance exists between nut and contact surface. If that is the case the studs have the required prestress and the components correctly connected.
Warning!
2.4.3.10. Use of torque spanner
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Modern technology requires more and more the fastening of screwed connections every time at the same prestress within certain tolerances. Human forces exerted on spanners are not sufficient accurate to obtain the required result c.q. the fastening torque. To make this possible the application of a torque spanner becomes a must. To apply a torque spanner the following must be known to avoid mistakes resulting in unsafe connections. A torque spanner is a precision instrument that should be handled with utmost care. Every time the torque spanner is used the spring tension of the spanner should be released before restoring the spanner in its box. The spanner should be kept clean, not dropped and not drenched with water or dirty oil. The spanner is calibrated between 20% and 100% of its scale and has a tolerance within 4% of its reading. Take care the spanner is periodically recalibrated. Calibrate the torque spanner every time in the horizontal or vertical plane to compensate for the spanner weight.
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In case it is possible to tighten the nuts more than the prescribed number of holes or there is still clearance between nut and contact surface, the connection is NOT safe. In such a case all components have to be disconnected and examined: on deviation in material wrong assembling wrong assembling procedure.
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2.4 85
Manual Wrtsil 26
Maintenance
Never use the spanner over the 100% scale. Distortion may exist and readings may become inaccurate. Always apply force on the torque spanner in a clockwise rotation, the direction shown on the spanner and only apply the exerted force in the centre of the knurled handle. The spanner clicks and gives a few degrees of free movement when the desired torque is reached. When you completely release the force, the spanner automatically resets for the next torque application. Never use a torque spanner to release connections. A high degree of torque accuracy can be obtained in the application of the correct lubricant on the thread of the connection. Where the contrary is not mentioned only use engine lubricating oil. Support the tool well during tightening. The tightening torques are torque spanner readings and should be realised by an even tightening of bolt and nut. (if applicable, crosswise). Always apply force on a torque spanner in a slow ongoing move not passing the required setting. Using the spanner in a fast move will easily do pass the required setting.
Note!
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Torque spanner in combination with multiplier If a torque spanner (1) is used together with a multiplier (2), mind to calculate the torque spanner reading according the conversion factor of the multiplier.
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The rachet requires periodic cleaning and lubrication to ensure proper operation. Lubricate with a light oil. DO NOT USE GREASE.
Fig. 2.4 10 Torque spanner multiplier
2.4 86
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Maintenance
Manual Wrtsil 26
Note!
Torque spanner in combination with extension When using a torque spanner (1) with an extension (2), the torque spanner reading depends on the manner of connecting the extension piece. Example: Required torque = 200 Nm. Length of the torque spanner 500 mm. Length of the extension piece 76.2 mm. 1
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500
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76.2 Torque spanner reading: extension used in line= 200 x
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500 = 173.5 Nm. 500 + 76.2
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Note!
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Fig. 2.4 11 Torque spanner extension
10 Nm = 1 Kgm
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extension used in rightangle= 200 Nm.
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2.4 87
Manual Wrtsil 26
Maintenance
2.4 88
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Maintenance
Manual Wrtsil 26
2.4.4.
Tightening torque and jack pressure

2.4.4.1.
(Chapter 1.2.)
Lubricating oil system components
Pos. 1. 2.
Connection Lubricating oil pump Gearwheel on shaft
Torque Nm
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2 1
80 655
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1 CLOCKWISE ENGINE
COUNTERCLOKWISE ENGINE
Fig. 2.4 12 Lubricating oil pump
2.4 89
Manual Wrtsil 26
Maintenance
2.4.4.2.
(Chapter 1.4.)
Cooling water system components
Pos. 1. 2. 3. 4.
Connection Cooling water pump Gear wheel on shaft Suction house Impeller on shaft
Torque Nm 195 17 43
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2 1
15
3 4
2.4 90
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Fig. 2.4 13 Cooling water pump
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Maintenance
Manual Wrtsil 26
2.4.4.3.
(Chapter 1.6.)
Control system components
Pos. 1. 2. 3.
Connection Actuator drive housing Gear wheel on shaft Adapter
Torque Nm 175 10 80
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Fig. 2.4 14 Actuator
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1 2 2.4 91
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Manual Wrtsil 26
Maintenance
2.4.4.4.
(Chapter 2.5.) Pos.
Engine block with bearings

Connection Torque / Jack pressure 200 Nm tool nr. 9612ZT903 200 bar 900 bar 900 bar Elongation stud mm
1. 2.
Main bearing stud , mounting Main bearing cap, tightening first step second step third step Elongation
3+4 Side stud, mounting 3. Side stud (long), tightening first step second step third step Elongation 4.
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0 Nm 180_ back
tool nr. 9612ZT902 100 bar 400 bar 400 bar tool nr. 9612ZT902 100 bar 400 bar 400 bar Measure size X Measure size Y YX = 0.801.00 Measure size X Measure size Y YX = 1.151.40
Side stud (short), tightening
Note!
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The process of stud stretching is mentioned in chapter 2.5.2.3.
3 YX 1 Fig. 2.4 15 Main bearing 2 X Y
2.4 92
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first step second step third step Elongation
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Measure size Y YX = 1.41.7
Measure size X
Maintenance
Manual Wrtsil 26
2.4.4.5.
(Chapter 2.6.)
Crankshaft, connecting rod, piston
Pos. 1. 2. 3. Vibration damper
Connection
Torque Nm 3100 195 195
Gear wheel with PTOshaft Extension piece
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Fig. 2.4 16 Vibration damper with PTOshaft
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2.4 93
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Manual Wrtsil 26
Maintenance
Pos. 1. 2. 3. Vibration damper
Connection
Torque Nm 2400 195 195
Gear wheel without PTOshaft Extension piece
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2.4 94
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Fig. 2.4 17 Vibration damper without PTOshaft
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Maintenance
Manual Wrtsil 26
Pos. 1. 2.
Connection Split gear wheel on crankshaft Split gear wheel on crankshaft
Torque Nm 270 540
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Fig. 2.4 18 Crankshaft gear
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2.4 95
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Manual Wrtsil 26
Maintenance
Pos. 1. 2. Flywheel Toothed ring
Connection
Torque Nm 2400 80
Fig. 2.4 19 Flywheel
2.4 96
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Maintenance
Manual Wrtsil 26
Pos.
Connection
Torque / Jack pressure 100 Nm tool nr. 9612ZT944 500 bar 970 bar 970 bar
Elongation stud mm
1. 2.
Big end stud, mounting Big end bearing cap, tightening first step second step third step Elongation
Measure size X Measure size Y YX= 0.6 0.8
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2 Y X 1
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Fig. 2.4 20 Big end bearing
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YX 2.4 97
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Manual Wrtsil 26
Maintenance
2.4.4.6.
(Chapter 2.7.)
Cylinder head with valves
Pos. 1. 2. 3.
Connection Multiduct to cylinder head Multiduct to exhaust gas manifold Multiduct to engine block:
Torque Nm 195 195 80
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2 1 Fig. 2.4 21 Multiduct connection Pos. 1.
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3
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Connection
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Torque Nm 46 Tappet casing 1
2.4 98
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Fig. 2.4 22 Tappet casing
Maintenance
Manual Wrtsil 26
Pos.
Connection
Torque / Jack pressure 300 Nm tool nr. 9612ZT904 300 bar 620 bar 620 bar
Stud elongation mm
1. 1.
Cylinder head stud, mounting Cylinder head, tightening first step second step third step Elongation
Measure size X Measure size Y YX = 0.78 0.95
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Fig. 2.4 23 Cylinder head
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X Y
YX
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Manual Wrtsil 26
Maintenance
Pos. 1. 2. 3.
Connection Rocker arm bracket Locking nut Locking nut
Torque Nm 390 120 220
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2.4 100
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Fig. 2.4 24 Rocker arm mechanism
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Maintenance
Manual Wrtsil 26
2.4.4.7.
(Chapter 2.8.)
Camshaft and valve drive
Pos. 1. 2.
Connection Intermediate gear wheel shaft cover Gear wheel
Torque Nm 46 560
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Fig. 2.4 25 Intermediate gear shaft
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2.4 101
Manual Wrtsil 26
Maintenance
Pos. 1.
Connection Camshaft section to journal: first step second step (final setting) Thrust ring to journal Journal to camshaft gear wheel 1
Torque Nm 40 135 80 195 3
2. 3.
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2 2.4 102
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Fig. 2.4 26 Camshaft / camshaft gearwheel
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Maintenance
Manual Wrtsil 26
Pos. 1. 2. Drive shaft nut Locking bolt
Connection
Torque Nm 100 10
Note!
Make adjustments only with required tools.
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2 Fig. 2.4 27 Actuator drive
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1 2.4 103
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Manual Wrtsil 26
Maintenance
2.4.4.8.
(Chapter 2.9.)
Injection system components
Pos. 1. 2. Fuel injector nut Stud
Connection
Torque Nm 45 10
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2.4 104
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1 2
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Fig. 2.4 28 Fuel injector
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Maintenance
Manual Wrtsil 26
Pos. 1. 2. 3. Connecting pipe HP fuel line union Lock nut
Connection
Torque Nm 120 140 60
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2
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View A A 1 A A
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Fig. 2.4 29 Fuel injector, HP fuel line
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2.4 105
Manual Wrtsil 26
Maintenance
Pos.
Connection
Torque Nm 750..800 50..70 10..14 10..22
1. 2. 3. 4.
Nozzle (Use loctite Molykote Grapid plus or NeverSeez Regular grade NS 42 B on thread) Pressure adjustement screw Guiding screw Plug
2.4 106
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Maintenance
Manual Wrtsil 26
Pos. 1. 2. 3. 4. HP fuel pump Fuel pump support Barrel Cover for barrel
Connection
Torque Nm 140 46 90 53
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Fig. 2.4 31 HP fuel pump drive and tappet housing
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2.4 107
Manual Wrtsil 26
Maintenance
2.4.4.9.
General table of tightening torques for not specified bolt connections
When the tightening torque is not specified, use the values from the table below. Unless stated otherwise all threads and contact surfaces of the nuts and bolts should be sparingly lubricated with engine oil before tightening. For general information, see also: DIN 13 "VDI Richtlinin 2230" DIN 912 931 933 6912 7984.
Norm bolt connections
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Thread Dim. M4
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Bolt class 8.8 10.9 12.9 8.8 0,8 10.9 12.9 8.8 M6 1,0 10.9 12.9 8.8 M8 1,25 10.9 12.9 8.8 M10 1,5 10.9 12.9 8.8 M12 1,75 10.9 Pitch 0,7 Torque Nm 2,8 4,1 4,8 5,5 8,1 9,5 9,5 14,0 16,5 23,0 34,0 40,0 46,0 68,0 79,0 79,0 117,0 2.4 108
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Maintenance
Manual Wrtsil 26
Norm bolt connections Thread Dim. Bolt class Pitch 12.9 8.8 M14 2,0 10.9 12.9 8.8 12.9 8.8 M16 2,0 10.9 Torque Nm 135,0 125,0 185,0 215,0 195,0 280,0 330,0 280,0 390,0 460,0 390,0 560,0 650,0 530,0 750,0 880,0 670,0 960,0 1120,0 1350,0 1900,0 2250,0
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M20
2,5
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2,5 3,0 3,5
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M22
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M24
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M30
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M18
2,5
10.9 12.9 8.8 10.9 12.9 8.8 10.9 12.9 8.8 10.9 12.9 8.8 10.9 12.9
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2.4 109
Manual Wrtsil 26
Maintenance
2.4 110
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Maintenance
Manual Wrtsil 26
2.4.5.
Adjustments and Tolerances
2.4.5.1.
Adjustments
Valve clearances cold engine: Inlet valve Exhaust valve
Fuel delivery commencement See test records Opening pressure fuel injector needle 450 bar Nominal speed 900 rpm
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0.75 mm 0.75 mm
Overspeed stop 1035 + 10 rpm
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2.4 111
Timing, clearances and settings
Manual Wrtsil 26
Maintenance
2.4.5.2.
Tolerances
Part, measuring point Bearings The engine bearings consist of a steel shell onto which a very tiny bonding of almost pure Aluminium. On this bonding is a running layer of Aluminium alloy. It concerns bearings for: crankshaft connecting rod big end camshaft A bearing is suitable for use as long as: the shell thickness is expected to stay within the given tolerances, until the next inspection, (see this chapter). the inside diameter is within the given tolerances, until the next inspection, (see this chapter). the bearing shell is free of damage. the bearing shell is free of corrosion. the wear pattern is equal. the running layer is not overloaded. An overloaded bearing shell can be recognized by locally melted or smeared lining. Restriction for refitting of bearings. Refitting is only allowed one time if the number of running hours is not more than 5000 hrs. even if the bearing is within the mentioned criteria. New bearings are treated with a corrosion protection that has to be removed before mounting. Where bearings show heavy wear grooves in the running layer, the quality of the lubricating oil cleaning process should be observed more carefully.
Note!
2.4 112
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For determination of wear, engine components and measuring equipment should for some hours first be acclimated at room temperature ( 20 _C).
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Maintenance
Manual Wrtsil 26
Part, measuring point
Design measurements Max. Min. [mm] [mm]
Nominal clearance [mm]
No Go [mm]
Lubricating oil pump (chapter 1.2.) Backlash driving gear wheel (1) lubricating oil pump gear wheel (2) Cooling water pump (chapter 1.4.) 0.500.80 0.85
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Backlash driving gear wheel (1) L.T. cooling water pump gear wheel (4)
0.500.80
Backlash driving gear wheel (1) H.T. cooling water pump gear wheel (3)
0.550.90
0.95 0.90
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4 1 2
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Fig. 2.4 32 Gear wheel train
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2.4 113
Manual Wrtsil 26
Maintenance
Design measurements Max. [mm] Min. [mm] 279.968 295.000 7.375 280.258 10.950
No Go [mm]
Main bearing (chapter 2.5.) Crankshaft journal diameter Crankshaft journal parallelism Crankshaft journal straightness Main bearing housing bore Main bearing shell thickness Assembled main bearing bore Main bearing clearance (also 0bearing) Crankshaft thrust bearing ring thickness Crankshaft thrust bearing axial clearance Camshaft journal diameter Camshaft bearing housing bore Camshaft bearing bush thickness Assembled camshaft bearing bore Camshaft bearing clearance Camshaft diameter (0bearing) 11.000 280.000 0.025 0.015 295.032 7.395 280.329
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0.2580.361 0.15 0.45
7.360 0.390 0.80
Camshaft bearing (chapter 2.5.)
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200.029 9.930 180.224 210.000 240.029 14.908 210.285 7.90
180.000
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179.975 200.000 9.915 180.167 209.971 240.000 14.879 210.205 7.85 234.971 247.000 5.905 235.165
0.1670.249
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0.280
Camshaft 0bearing housing bore
Camshaft 0bearing bush thickness Camshaft 0bearing clearance
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Assembled camshaft 0bearing bore
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0.2050.314 0.15 0.45 235.000 0.020 0.015 247.029 0.015 5.925 235.233
0.350 0.70
Camshaft thrust bearing axial clearance Big end bearing (chapter 2.6.) Crank pin diameter Crank pin parallelism Crank pin straightness Big end bore Big end bore circularity Big end bearing shell thickness Assembled bearing bore Big end bearing clearance
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Camshaft thrust bearing collar thickness
5.890 0.1650.262 0.290
2.4 114
Maintenance
Manual Wrtsil 26
Part, measuring point Crankshaft deflection criteria (chapter 2.6.) While measuring the crankshaft deflections the commissioning report is considered as a reference. Use the Crankshaft alignment measurement record supplied by Wrtsil where to fill in all the measurement. + Gauge position L 1) L
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Cold
1)
L engine
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Hot
115 mm 155 mm
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engine
V engine
(1) The reference surface for L is the counterweight / cranckweb mounting face.
engine 2) Acceptable [mm] Realignment recommended [mm]
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Description
Acceptable [mm]
Max difference between the same readings on two adjacent cranks 4). Max difference between two opposite readings 3) on the end crank if coupled to the installation (vertical direction). Max difference between to opposite readings 3) on the end crank and its adjacent crank when coupled to the installation (vertical direction).
(1) At (2) At
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Max difference between two opposite readings 3) on the same crank 4).
0,050 0,035 0,12
0,050 0,035 0,12
0,080 0,055 0,16
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0,085
operating side
0,085
0,110
nonoperating side
ambient temperature. normal operation temperature, which means within 40 minutes after engine running for more than 6 hours at 60 % load at least. (3) The opposite reading to C is F, the mean value between A and E. (4) Except for a coupled end crank(s).
2.4 115
Manual Wrtsil 26
Maintenance
Design measurements Max. [mm] Piston (chapter 2.6.) Min. [mm]
No Go [mm]
Gudgeon pin diameter Small end bore Small end bearing bush thickness Assembled small end bearing bore Gudgeon pin bearing clearance Axial clearance small end bearing piston Gudgeon pin bore in piston Clearance gudgeon pin piston Piston Compression ring 1 gap Compression ring 2 gap Oil scraper ring gap Piston ring height: Piston ring groove height: Groove 1 Groove 2 Groove 3 Piston ring height clearance: Compression ring 1 Compression ring 2 Oil scraper ring Cylinder liner diameter
120.000 134.975 7.465 120.150
119.985 134.950 7.445 0.0850.165 0.4000.700 120.085
119.980 134.985
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0.200 0.800 0.090 0,500 0,350 0,200
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6.987 7.130 7.120 7.110 6.965 7.090 7.080 7.070
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120.070
120.045
0.0450.085 0.6000.900 2.4002.700 0.8001.150
7.500 7.350 7.150 0.1030.165 0.0930.155 0.0830.145 0.500 0.350 0.200 260.600 0.100 259.750 0.1500.177 0.900
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260.052 0.020 259.875 260.000 259.850
Piston diameter at bottom in cross direction of engine Corresponding clearance pistonliner
2.4 116
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Cylinder liner cylindricity at TDC
Maintenance
Manual Wrtsil 26
Cylinder head with valves (chapter 2.7.) Valve guide inner diameter Valve stem diameter: I+II III Valve burnoff area: Z Y Clearance valve stem / valve guide: I+II III 20.16 20.000 20.000 0.0 8.2 20.13 19.979 19.979 0.0 7.8 0.1300.181 0.1300.181 20.25 19.970 19.900 1.0 7.0 0.300 0.350
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III
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II
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Z 30 +3 1 Nom. 95 0.2 Max. 97.0
+0
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79
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95
+0 0.4 +0 0.2
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Fig. 2.4 33 Valve stem and valve burnoff area
29535
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Recess 105 +0
+0.03
115
55
55
Fig. 2.4 34 Inlet valve and valve seat in cylinder head
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Recess 79.4 +0 29535
+0.03
30 +3 1 Nom. 86 0.2 Max. 88.0 Recess 97 +0

+0
71 0.4 +0.2 86+0
+0
+0.03
Fig. 2.4 35 Exhaust valve and valve seat in cylinder head
2.4 117
Manual Wrtsil 26
Maintenance
Design measurements Max. [mm] Min. [mm]
No Go [mm]
Driving gear (chapter 2.8.) Backlash crankshaft gear wheel (1) intermediate gear wheel (large) (2) Backlash intermediate gear wheel (3) camshaft gear wheel (4) Backlash gear wheel actuator drive (5) gear wheel actuator drive unit (6) Backlash toothed ring flywheel (8) pinion starting unit (7) Backlash toothed ring flywheel (8) turning gear gear wheel (9) Axial clearance intermediate gear wheel 0.100.45 0.100.30 0.300.40 0.50 0.40 0.50
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0.701.00 0.601.30 0.301.50
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3 2 1
1.60
5 4
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2.4 118
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7 8 9 Fig. 2.4 36 Driving gear
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Maintenance
Manual Wrtsil 26
No Go [mm]
Valve drive mechanism (chapter 2.8.) Tappet roller casing inner diameter (1) Tappet roller (2) Clearance tappet roller / casing Pin bore in tappet roller Pin diameter (3) Clearance pin / tappet roller Bearing bush inner diameter (4) Clearance pin / bearing bush Bearing bush outer diameter (4) Roller inner diameter (5) Clearance bearing bush / roller Rocker arm shaft diameter (6) Shaft bore in rocker arm (7) Clearance shaft / rocker arm Pin bore in bridge piece (9) 35.950 36.016 28.050 28.021 28.000 28.000 27.987 28.030 35.925 36.000 0.0500.089 0.10 64.981 65.030 0.0300.094 23.000 23.065 22.987 23.024 0.0240.078 0.2000.400 0.10 0.50 0.11 70.030 69.940 70.000 69.910 0.0600.120 0.15
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0.0000.034 0.0300.063
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0.05 0.08 9 8 2.4 119
Bridge piece pin diameter (8) Clearance pin / bridge piece
Axial clearance roller / tappet
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1 2 5 4 3
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Fig. 2.4 37 Valve drive mechanism
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65.000 65.075
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Manual Wrtsil 26
Maintenance
Design measurements Max. [mm] Actuator (chapter 2.8.) Min. [mm]
No Go [mm]
Backlash driving gear * * Shaft clearance in direction "e" is zero.
0.120.18
0.25
2.4 120
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Fig. 2.4 38 Actuator drive
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Maintenance
Manual Wrtsil 26
No Go [mm]
Injection system (chapter 2.9.) Nozzle needle lift A Distance B fuel pump push rod A 0.6 1.1 0.5 0.9 0.8 1.2
Fig. 2.4 39 Nozzle
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Fig. 2.4 40 fuel pump adjustment
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2.4 121
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Manual Wrtsil 26
Maintenance
2.4.6.
Dimensions and masses
Valve Inlet 2 kg Exhaust 2 kg
Valve spring 2 kg
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Fuel injector HP fuel pump 7 kg 25 kg
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Camshaft part 32 kg Main bearing shell 4 kg
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Compressed air starter motor 30 kg
Crankshaft gearwheel 85 kg
Camshaft gearwheel 58 kg
Fig. 2.4 41 Engine components
2.4 122
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Cylinder head 280 kg
Piston+pin 70 kg
Connecting rod 83 kg
Cylinder liner 125 kg
Intermediate gearwheel assy 85 kg ( 31 + 54 kg)
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Assembly 278 kg
Maintenance
Manual Wrtsil 26
Turbocharger 8+9L26 and Vengines 775 kg
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Lube oil cooler insert
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6L26 1213 1001 (774) 756 (756) 8L26 1185 1007 (830) 830 (906) 9L26 1185 1007 (830) 830 (906) 12V26 1185 16V26 1185 18V26 1185 830 830 830
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Engine
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Dimensions and masses of cooler inserts; lubricating oil and charge air Dimensions [mm] C (C) D E G H 330 330 330 J 975 975 975 1300 1300 1300 Masses cooler inserts [kg] oil1 75 75 84 145 145 145 oil2 oil3 charge air 470 570 570 680 725 725 A B (B)
970 490 555 955 535 1010 955 535 1010
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Charge air cooler 8+9L26 Inline engine Charge air cooler insert Vengine 85 85 120 120 165 165 978 (1007) 625 605 978 (1007) 625 605 978 (1007) 625 605 1900 370 1900 370 1900 370 1) 2) 3) Lubricating oil cooler insert with standard1 / higher2 / highest3 capacity
Fig. 2.4 42 Main parts
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2.4 123
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Turbocharger 6L26 335 kg
Charge air cooler 6L26 Inline engine
Manual Wrtsil 26
Maintenance
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2.4 124
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Engine Block with Bearings
Manual Wrtsil 26
2.5. Engine Block with Bearings
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2.5 1
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Manual Wrtsil 26
2.5.1.
Engine block
The engine block is a one piece stiff nodular cast iron component. The engine block carries the underslung crankshaft. The nodular cast iron main bearing caps (1) are tightened by two vertically main bearing cap studs (2) and two horizontally side studs (3). Together they provide a very rigid crankshaft bearing construction. These studs are tightened by hydraulic tools. The camshaft bearing housings (4) are incorporated in the engine block. The lubricating oil sump is mounted under the engine block and sealed by a rubber string gasket. A number of crankcase covers are equipped with explosion relief valves.
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1 3 3 Operating side Fig. 2.5 1 Engine block Nonoperating side 2
Note!
For maintenance background information, safety aspects, intervals, tolerances, and hydraulic tightening procedures, see chapter 2.4.
2.5 2
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Manual Wrtsil 26
2.5.2.
Main bearings
Main bearing shells are axially guided by lugs to obtain a correct position during assembly. The crankshaft axial locating bearing, number '0', differs from the other bearings and is provided with thrust rings to limit the axial displacement of the crankshaft. Bearing shells are of a bi-metal type. All main bearing caps are provided with a temperature sensor. If abnormal temperatures appear the suspected bearing, crankshaft deflections and the alignment have to be checked.
2.5.2.1.
Removing of main bearing
Warning!
Never remove two main bearings mounted side by side.
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Removing side studs 1 Remove the crankcase covers on both sides of the main bearing to be inspected. 2 Remove the protecting caps from the side studs concerned. 3 Remove the temperature sensor from the main bearing cap, by loosening union (9) of the sensor cable, remove bolt (10), loosen bolt (11) and loosen the sensor cable protecting pipe (12) by removal of three bolts, (two in the crankcase space and one in the camshaft space). See fig. 2.5 2 .
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Note!
In order to avoid bearing and crankshaft damages the bearing caps have to be mounted always in the same position. It is essential to follow the sequence described in this chapter of the manual .
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2.5 3
Manual Wrtsil 26
12
11 9
Fig. 2.5 2 Position bearing temperature sensor 4 Turn tie rod 9612ZT129 fully on the side stud at the non operating side, see fig. 2.5 3 . 5 Place distance piece 9612ZT130 and jack 9612ZT901 over the tie rod. Turn knurled nut 9612ZT119 on tie rod, see fig. 2.5 3 .
2.5 4
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Note!
When two jacks are available the side studs may simultaneously be loosened. 6 Connect H.P . hoses 9612DT381 between jack and hydraulic pump 9622ZT992 and open release valve at the pump. 7 Turn knurled nut further on tie rod until jack piston is in bottom position. After the jack piston is in bottom position turn knurled nut 6 holes counter clockwise. 8 Close release valve and increase pressure till setting value, see section 2.4.4.4. Check at which value the nut comes free. In case jack pressure deviates more than 5% of setting value the connection should be investigated. 9 Loosen with tool pin 9612ZT125 the side stud nut 5..6 holes.
10 Slowly lower pressure till zero and give time to the jack piston to travel to the bottom position.
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10
Manual Wrtsil 26
9612DT381
9612DT381
9622ZT992
9612ZT130 9612ZT901
Fig. 2.5 3 Positioning jack on side stud
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11 Disconnect hose, remove hydraulic tools. 12 Remove side stud. 13 Repeat this procedure on the side stud at the operating side.
Removing main bearing cap nuts 14 First place from tool set 9612ZT906 the two girders 9612ZT261 with roller bearings on the sliding bars in the crankcase, see fig. 2.5 4 . 15 Place in recesses of the girders lifting tool 9612ZT267 together with support 9612ZT263. Take care the lifting device fits well in both girders. 16 Place the top plate for the hydraulic jacks 9612ZT262 in support 9612ZT263.
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9612ZT119
9612ZT129 9612ZT125
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2.5 5
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Manual Wrtsil 26
17 Place from tool set 9612ZT903, simultaneously both hydraulic jacks 9612ZT901, both distance pieces 9612ZT128 and both tie-rods 9612ZT127 in the recesses of top plate 9612ZT262. To facilitate the insert of the jacks, the lifting tool can be raised and lowered with spindle (14) using a spanner or air tool 9612ZT334.
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Fig. 2.5 4 Lifting tool for main bearing cap 2.5 6
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9612ZT128 9612ZT901 9612ZT127 9612ZT261 14 9612ZT381
18 If necessary, bar the crankshaft for good accessibility.
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19 Slide the trolley with the hydraulic jacks underneath the main bearing cap. 20 Raise the lifting tool by means of the spindle (14) till the tie rods just touch the main bearing cap studs. 21 Turn the tie rods fully on the studs. 22 Raise the lifting tool further till the distance pieces are just touching the bearing cap. 23 Turn the knurled nuts 9612ZT119 on the tie rods and tighten with tool pin 9612ZT125. 24 Connect H.P . hoses 9612DT381 between hydraulic pump 9622ZT992 and jacks, open release valve at pump and turn knurled nuts further on until jack pistons are in bottom position. 25 After jack pistons are in bottom position turn knurled nuts 6 holes counter clockwise. 26 Pressurise jacks till setting value. See section 2.4.4.4. 27 Turn bearing cap nuts 5..6 holes loose.
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9612ZT262 9612ZT119 9612ZT263 9612ZT267 9622ZT992
Manual Wrtsil 26
28 Slowly lower pressure till zero, wait a few seconds to allow the jack pistons to travel to the bottom position and disconnect the H.P . hoses. 29 Remove both knurled nuts and turn the tie rods from the main bearing cap studs and lower lifting tool together with the hydraulic tools. 30 Remove simultaneously both distance pieces, tie rods and hydraulic jacks.
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Fig. 2.5 5 Lifting tool for main bearing cap
32 Elevate lifting tool against main bearing cap and lift bearing cap a little. Hold cap in position.
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Note!
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33 Remove main bearing cap nuts. 34 Lower main bearing cap.
If it is not possible to lower the main bearing cap loosen the side studs of the adjacent main bearing caps.
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Lowering main bearing cap 31 Remove top plate 9612ZT262 from support 9612ZT263, see fig. 2.5 5 .
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9612ZT263 2.5 7
Manual Wrtsil 26
Removing of bearing shells 35 Remove the lower bearing shell with main bearing cap in lowest position. 36 In some cases the upper bearing shell can manually be pushed out. If the bearing shell can't be pushed out manually, make use of the bearing shell driver 9612ZT910, see fig. 2.5 6 : Bar crankshaft to make lube oil supply hole in journal fully visible. Insert bearing shell driver 9612ZT910 into the lube oil supply hole. Carefully bar crankshaft till driver starts pushing the bearing shell. Take care the protruding part of the driver easily slides in the oil groove of the bearing housing.
2.5 8
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Fig. 2.5 6 Bearing shell driver
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9612ZT910
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After most of the bearing shell is pushed out the remaining part can be slide out manually.
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Manual Wrtsil 26
2.5.2.2.
Inspection of main bearings and journals
Clean bearing shells and check for wear, scoring and other damages.
2 Main bearing journals should be inspected for surface finish. Damaged journals, i.e. rough surface, scratches, marks, indents etc. should be polished.
Note!
No scraping of bearing shells, caps and housings is permitted.
2 Oil upper bearing shell only at running side. Avoid any oil at the back side of the shell and at the bearing cap 3 Place end of bearing shell in slot of the housing with part number facing to the driving end of the engine and with lug guiding in oil groove. Push bearing shell manually as far as possible. Usually it is possible to mount bearing shell manually in position. Support shell sufficiently by hand, see fig. 2.5 7 .
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Bearing shell mounting 1 Clean both main bearing shells, cap and journal very carefully. New bearing shells have to be degreased before mounting.
2.5.2.3.
Main bearing assembling
Push by hand Fig. 2.5 7 Inserting main bearing shell
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Push by hand 2.5 9
Manual Wrtsil 26
4 If it is not possible to insert the complete bearing shell manually into position: Insert driver 9612ZT910 into the lube oil supply hole, see fig. 2.5 8 . Bar crankshaft carefully until bearing shell is pushed into position. Take care not to damage the bearing shell lug during turning in. Remove driver.
Lubricate the bearing cap side abutting faces.
2.5 10
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7 Use from tool set 9612ZT906 lifting tool 9612ZT267 and support 9612ZT263 to elevate main bearing cap against cylinder block, see fig. 2.5 4 . 8 With main bearing cap in top position turn on bearing cap nuts. Tighten nuts firmly with tool pin 9612ZT125. 9 Lower the lifting tool.
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Lifting bearing cap 5 Place lower bearing shell in main bearing cap with part number facing to the driving end of the engine. Take care main bearing cap and outer side of main bearing shell are clean, dry and free from damages and indents.
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Fig. 2.5 8 Driving main bearing shell into position
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9612ZT910
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Manual Wrtsil 26
Mounting side studs
Note!
Side studs are different in length depending on the position of the engine feet. Consequently a difference in elongation and so in nut shifting exists. Consult section 2.4.4.
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16 17 Fig. 2.5 9 Apply new Oring with silicon grease
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Note!
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11 After the side studs are fully turned in, turn the studs half a turn counter clockwise to avoid contact with the main bearing cap studs. Mark position of the side studs with felt marker and avoid turning of the studs during mounting the nuts.
Side studs may not touch main bearing cap studs. 12 Oil the stud thread lightly. 13 Fit nuts on side studs and tighten them with the tool pin.
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10 Clean both bearing cap side studs (17) and fit them with new Orings (16). Provide Orings with silicon grease, see fig. 2.5 9 .
2.5 11
Manual Wrtsil 26
Side stud at operating side 14 1st step Turn tie rod of tool 9612ZT902 fully on side stud at the operating side only, see fig. 2.5 3 . Place distance piece and jack 9612ZT901 over tie rod and turn on the knurled nut. Connect H.P . hose between jack and pump, open release valve at pump and tighten the knurled nut to displace jack piston into bottom position. Pressurise jack till 100 bar and tighten side stud nut firmly with tool pin.
Remove jack from side stud.
Side stud at non operating side 15 1st step Repeat point 14 for side stud at the non operating side.
2.5 12
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Main bearing cap studs 16 Fit both main bearing cap jacks according section 2.5.2.1. point 14 up to and including 24. After jack pistons are in bottom position tighten knurled nuts with tool pin 9612ZT125. 17 1st step Increase pressure till 200 bar. Firmly tighten bearing cap nuts with tool pin. Check with feeler blade of 0.05 mm that no clearance exists between nut and bearing cap. Slowly lower pressure till zero. Take care jack pistons travels till bottom position. Disconnect hoses from jacks and remove both jacks from main bearing cap studs using tool 9612ZT906, see fig. 2.5 4 . Place measuring device 9612ZT941 over stud and measure length from nut surface till end of stud is length 'X' and record this length. See fig. 2.5 10 .
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Place measuring device 9612ZT941 over stud and measure length from nut surface till end of stud is length 'X' and record this length. See fig. 2.5 10 .
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Slowly lower pressure till zero. Take care jack piston travels to bottom position.
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Check with feeler of 0.05 mm for any clearance between nut and cylinder block or engine foot. Clearance should not exist.
Manual Wrtsil 26
18 2nd step Fit jacks again on both studs and connect hoses to hydraulic pump. Increase pressure till setting value, see section 2.4.4.4. Firmly tighten bearing cap nuts with tool pin. Slowly lower pressure till zero. Take care jack pistons travel till bottom position.
19 3rd step
Check with a feeler blade of 0.05 mm that no clearance exists between bearing cap and nut. Slowly lower pressure till zero. Take care jack pistons travel till bottom position. Disconnect hoses and remove main bearing tools out of crankcase, see fig. 2.5 4 . Place measuring device 9612ZT941 over stud and measure the length from nut surface till end of stud is length 'Y' and record this length. Measure and record also the length of the second stud. The calculated elongation 'Y' 'X' of the studs has to be within the limits given in section 2.4.4.4.
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Fig. 2.5 10 Measuring stud elongation
Warning!
In case the stud elongation is outside limits the connection is NOT safe. In such a case all components have to be disconnected and examined on deviation in material or wrong assembling.
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X
YX
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Y
Increase pressure till setting value and turn bearing cap nuts with tool pin further on. This should be possible over a few degrees only.
2.5 13
Manual Wrtsil 26
Side stud at operating side 20 2nd step Turn tie rod of tool 9612ZT902 fully on side stud at the operating side only, see fig. 2.5 3 . Place distance piece and jack 9612ZT901 over the tie rod and tighten the knurled nut. Connect H.P . hose between jack and pump, open release valve at pump and tighten knurled nut to displace jack piston into bottom position.
21 3rd step
Pressurise jack till setting value and tighten side stud nut firmly with tool pin. Shifting of the nut is possibly over a few degrees only.
Disconnect hose and remove the tools.
Note!
2.5 14
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Side stud at non operating side 22 2nd and 3rd step Repeat points 20 and 21 for side stud at the non operating side. The calculated elongation 'Y' 'X' of the studs has to be within the limits given in section 2.4.4.4.
In case side studs of the adjacent main bearings are loosened these have to be tightened according procedure mentioned above. 23 Re-install the bearing temperature sensor and check the proper indication. 24 Fit the protecting caps on the side studs concerned. 25 Inspect the crankcase for cleanness e.g. forgotten rags or tools. 26 Run the pre-lubricating oil pump and check the bearing lubrication. 27 Close the crankcase.
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Place measuring device 9612ZT941 over stud and measure length from nut surface till end of stud is length 'Y' and record this length.
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Check with a feeler blade of 0.05 mm that no clearance exists between nut and engine block or engine support.
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Pressurise jack till setting value and tighten side stud nut firmly with tool pin.
Manual Wrtsil 26
2.5.3.
Crankshaft axial locating bearing

The crankshaft axial locating bearing is located at the driving end of the engine. This bearing is further referred as the '0'-bearing (zerobearing). The '0'-bearing cap (3) and bearing shells are different in dimensions compared with the other main bearings. The `0' bearing cap is provided with side studs (4). The axial forces of the crankshaft are taken by two sets of thrust rings (1) which are accommodated in recesses on both sides of the bearing housing of the engine block and bearing cap. The axial movement of the crankshaft is limited by these thrust rings. The lower thrust rings are hold in position against rotation by a locating pin (2).
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0bearing Main bearing no. 1
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4 4 Operating side Fig. 2.5 11 Crankshaft axial locating bearing Nonoperating side
Note!
For maintenance background information, safety aspects, intervals, tolerances, inspections, and hydraulic tightening procedures, see chapter 2.4.
2.5 15
Manual Wrtsil 26
2.5.3.1.
Removing of the 0bearing
Warning!
Never remove main bearing number 1 if the 0bearing is removed. Never move the crankshaft in axial direction by exerting a force on the counter weights
Measuring the axial clearance 1 Pre-lubricate the engine for a few minutes. 2 Move the crankshaft to and fro in axial direction with tool 9612ZT376, see section 2.6.1.2. 4 Place a dial gauge between engine block and flywheel and adjust it to zero. 6 Note the value found, and verify the clearance with the commissioning report, see also section 2.4.5.2. for the nominal clearance.
2.5 16
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Removing the 0bearing 7 Follow procedure "Removing of main bearing" section 2.5.2.1. point 1 up to and included 34 . 8 Remove the lower bearing shell and both axial lower thrust rings with the '0'-bearing cap in lowest position. The lower thrust rings are secured by locating pins (2) in the main bearing cap. See fig. 2.5 11 . 9 Follow procedure "Removing of bearing shells" section 2.5.2.1. point 36. 10 Slide the upper thrust rings downwards, these rings are not secured.
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Move the crankshaft as far as possible to the free end side.
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Move the crankshaft as far as possible to the driving end side.
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Before removal of the '0'-bearing, first measure the axial clearance of the crankshaft. To be able to measure this clearance it is necessary to move the crankshaft to and fro in axial direction.
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Manual Wrtsil 26
2.5.3.2.
Inspection of 0 bearing, axial thrust rings and thrust collars on crankshaft.
1 Clean bearing shells and thrust rings, check for wear, scoring and other damages. 2 Main bearing journals and axial running surfaces should be inspected for surface finish. Rough surface, scratches, marks, indents etc. should be polished.
2 Follow procedure "Main bearing assembling" section 2.5.2.3. point 2, 3 and 4. 3 Slide the clean upper thrust rings in the recesses. 4 Fit the lower thrust rings in the recesses of the bearing cap. Take care the locating pins fit properly. 5 Follow procedure "Main bearing assembling" section 2.5.2.3. point 5 up to and included 9.
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6 Position the axial lower and upper thrust rings in line by moving the crankshaft to and fro in axial direction with lever 9612ZT376. See also section 2.6.1.2. 7 Place a dial gauge between engine block and flywheel and make sure that there is axial clearance. 8 Move the crankshaft as far as possible to the driving end side and keep it in position and adjust the dial gauge on zero. 9 Tighten the side studs and the main bearing cap studs according to the sequence mentioned in section 2.5.2.3. point 10 up to and including 22 . 10 Move the crankshaft to and fro in axial direction. 11 Check the axial clearance, note the value found and verify the clearance with the commissioning report, see also section 2.4.5.2. for the nominal clearance. 12 Follow procedure "Main bearing assembling" section 2.5.2.3. point 23 up to and included 27.
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1 Clean both main bearing shells, thrust rings, cap, journal and axial running surfaces very carefully. New bearing shells and trust rings have to be degreased before mounting.
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2.5.3.3.
0bearing assembling
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2.5 17
3 Measure thrust rings, see section 2.4.5.2. for dimensions and tolerances.
Manual Wrtsil 26
2.5.4.
Camshaft bearings
The camshaft bearing bushes (3) and the axial bearing bushes (1) at the driving end are shrunk in bearing housings in the engine block. Camshaft bearing bushes are of the bimetal type. The axial bearing bushes are made of bronze. The bearing bushes can be inspected and measured after removing camshaft section (4) and journal (5). The camshaft is in axial direction hold in position by an axial bearing (1) consisting of two axial bearing bushes with collar. The groove in between the axial bearing bushes is used for conducting lube oil into the camshaft for further distribution. 3 4 3 5
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2.5.4.1.
1 2.5 18
Fig. 2.5 12 Camshaft assembly with bearing bushes
Remove the camshaft section and journal, see chapter 2.8.
2 After the camshaft journal is removed, the running surface of the bearing bush can be inspected. Clean the bearing bush and check visually for wear, scoring or damages and measure the diameter. If the inspected bearing is worn other bearings could also be worn and have to be inspected as well.
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Inspection of camshaft bearing bush
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Manual Wrtsil 26
2.5.4.2.
Removing camshaft bearing bushes and axial bearing bushes
1 Remove the camshaft cover, HP fuel pumps, fuel pump brackets, tappets for inlet and exhaust, camshaft sections and journals from the cylinder unit concerned and the adjacent cylinder units . In case of axial camshaft bearing bushes the gearwheel with shaft has to be removed, see chapter concerned. 2 Place extracting tool into position according to fig. 2.5 13 for removing of camshaft bearing bush (3). Mind the position of disc 9612ZT546. The drawing left shows bearing removed and drawing right shows the bearing not removed. 9612ZT545 3 9612ZT546 9612ZT913
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9612DT381
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9622ZT992 Fig. 2.5 13 Extracting camshaft bearing bush
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9612ZT546 9612ZT913
2.5 19
Manual Wrtsil 26
3 Place extracting tool into position according to fig. 2.5 14 for removing of axial bearing bushes (1). See fig. 2.5 12 . Mind the position of discs 9612ZT153, 9612ZT154 and jack 9612ZT913. The upper drawing shows the left axial bearing bush to be removed and the lowest drawing the right axial bearing bush to be removed.
1 9612ZT153
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7 Remove tool set and bearing bush.
Fig. 2.5 14 Extracting camshaft axial bearing bush
4 Connect jack 9612ZT913 with hose 9612DT381 to pump 9622ZT992. 5 Pressurize the jack. At an average pressure of approximate 400 bar the bearing bush comes out. Stop extracting when the jack piston protrudes 78 mm (which is the maximum stroke of the jack). At this point open the release valve at the pump and push down the jack piston by shortening the effective tie rod length. 6 Increase the jack pressure again and force the bearing in this second stroke out of the bearing housing.
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1 9612ZT154 9612ZT153 9622ZT992
9612ZT913
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9612ZT154
Manual Wrtsil 26
2.5.4.3.
Mounting camshaft bearing bush
1 Clean the camshaft bearing housing in the cylinder block and check carefully for any damage. 2 Cool the new bearing bush in liquid nitrogen till a temperature of approximate 180 _C. This temperature is achieved on the moment the liquid nitrogen stops bubbling.
Note!
7 8
Adjust valve clearances. See chapter 2.7.2. Check the lubrication and close the camshaft covers.
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2.5.4.4. Mounting camshaft axial bearing bush

The shrinking process of the axial bearing bushes and the camshaft bearing bushes is similar. 1 Remove camshaft gearwheel, see section 2.8.1.2. 2 Remove camshaft section and journal next to the gearwheel assembly , see section 2.8.2.2. 3 Clean the camshaft bearing housing in the cylinder block. Check camshaft bore in engine block on possible damages, indents or rough surface. 4 Check diameter of camshaft bore and compare diameter with dimensions in section 2.4.5.2. 5 Check the lubricating oil channel is clean.
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6 Mount the camshaft journal and camshaft sections, tappets, push rods, fuel pump bracket and fuel pumps. See chapters concerned.
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5 Wait till the temperature of the bearing is the same as the engine block. Check if inner diameter of the assembled bearing is according the measurements given in section 2.4.5.2.
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4 The lube oil hole in the bearing bush has to come in line with the lube oil hole in the cylinder block. To position bearing bush in cylinder block housing use tool pin 9612ZT194.
3 Insert the bearing bush by hand in the cylinder block bore. Wear special low temperature resistance gloves!
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Wear low temperature resistance gloves and safety glasses during handling of deep frozen engine parts and take notice of the safety measures of the suppliers from the liquid nitrogen.
2.5 21
Manual Wrtsil 26
6 Cool the bearing bushes in liquid nitrogen. The bearing bushes are at temperature when bubbling of the nitrogen is stopped. Place both bearing bushes into the camshaft bore and fit tool 9612ZT948 quickly to keep them tight together.
Note!
Wear low temperature resistance gloves and safety glasses during handling of deep frozen engine parts and take notice of the safety measures of the suppliers from the liquid nitrogen.
Fig. 2.5 15 Holding bearing bushes during mounting 7 Remove tool 9612ZT948 after 5 minutes to be sure the bearing bushes are tight.
2.5 22
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9 Check with a micrometer at four different positions the parallelling of the axial running faces between outer and inner bearing bush. 10 Mount camshaft section, journal, gearwheel assembly and end journal. 11 Check if the axial clearance is within the tolerance mentioned in section 2.4.5.
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8 Check with a dial gauge, resting against the side of the engine block, the parallelling of the axial running face of the outer bearing bush with the engine block at four different positions.
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9612ZT948
Manual Wrtsil 26
2.5.5.
Replacing cylinder head studs

1 Fit tool 9612ZT935 onto the stud and tighten the bolt on top of it. Loosen the stud by using a spanner on the bolt, (the bolt is provided with left-handed thread). 9612ZT935
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Fig. 2.5 16 Replacing cylinder head stud
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3 Degrease both thread ends of the new stud and check the thread ends are free of damage by turning on and off a cylinder head nut and by turning in and out the stud into the engine block threaded hole. 4 Immerse the thread of the lower part of the stud in Tectyl and turn the stud into the threaded hole in the engine block. For Tectyl part number see parts catalogue. 5 Tighten stud by torque spanner, see section 2.4.4.6. 6 Before applying sealing compound (1) in gap between engine block and stud make sure that the sealing compound surfaces are free from Tectyl. 7 Apply sealing compound (1) in gap between engine block and stud to avoid liquids penetrating. For sealing compound see parts catalogue.
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2 Clean thread and recess in top of the engine block and check for corrosion.
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1 2.5 23
Manual Wrtsil 26
2.5.6.
Crankcase safety valves
Crankcase explosions result from ignition of a combustible mixture of lubricating oil or gas and air. Combustion pressure, which develops following ignition within the confined space, frequently exceeds the strength of the crankcase housing or covers, causing destructive failure. The ignition source may be gas blowby or an overheated engine part. Any part moving relative to another potentially can become excessively hot through friction to initiate combustion if not lubricated or cooled properly. All bearings, bushing, thrust surfaces, pistons, etc. as well as the surfaces these parts touch, are included. Broken piston or rings that allow fire in the combustion chamber to blow through to the crankcase is also a source of crankcase ignition. Operators must recognize that all engine/compressors have the potential to develop hot spots capable of igniting crankcase vapours and producing a crankcase explosion. The potential can be reduced or safely contained by attention to good maintenance practices. Engine stop / cool down period If a crankcase explosion occurs, allow the equipment to cool down at least 15 minutes before attempting to open any crankcase cover doors. The heat inside the crankcase will promote an inrush of fresh air when cover doors are removed and hot spots remaining from the explosion may cause a violent secondary explosion. If smoke is observed coming from crankcase vents ore breathers, safely shut down the equipment and vacate the area. Smoke from vents or breathers (especially white smoke) is an indication that a hot spot is vaporizing lubricating oil and is often observed as a precursor to a crankcase explosion. A sudden increase in crankcase pressure is an indication of gas blowby probably caused by broken piston rings indicates an increased risk of a crankcase explosion. Working A corrugated plate valve (1), see fig. 2.5 17 , is by a conical shaped spring (2) forced on an Oring seat (3) closing the crankcase to the outside. In case of an excessive overpressure (explosion) the plate valve is forced into open position allowing gasses to escape through a number of baffle plates (4). The baffle plates extinguish the flames. The conical shape spring closes the plate valve and avoids the entering of fresh air.
2.5 24
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Manual Wrtsil 26
Maintenance 1 Periodically open the plate valve manually over the full stroke and check plate valve returns to its seat without hamper, see section 2.4.1. 2 3 Check conical spring on spring force. Renew oxidised springs. Periodically renew all Orings, see chapter 2.4.1..
4 Check by feeler gauge if plate valve is resting on the Oring and not on the steel Oring housing. 5 After Oring renewal move plate valve manually over the full stroke, see point 1. 1 2 3 4
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Closed position
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Open position Fig. 2.5 17 Crankcase safety valve ooooo
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2.5 25
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Manual Wrtsil 26
2.5 26
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Crankshaft, Connecting Rod, Piston and Liner
Manual Wrtsil 26
2.6. Crankshaft, Connecting Rod, Piston and Liner
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2.6 1
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Manual Wrtsil 26
2.6.1.
Crankshaft
The crankshaft design features a very short cylinder distance with a maximum bearing length resulting in a short engine. The crankshaft is forged from one piece of high tensile steel. Counterweights are mounted hydraulically onto the crankshaft webs. The high degree of balancing results in an even and thick oil film for all bearings. Main bearings and crankshaft bearings are of the bimetal type with a steel back and a soft running layer with excellent corrosion resistance. The gear wheel on the crankshaft is mounted by a flange connection.
Note!
Note!
2.6 2
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All measurements have to be recorded on Crankshaft alignment" measurement record supplied by Wrtsil. The document has to be filled in completely, Before taking crankshaft deflections on an hot engine, the dial gauge should be warmed up to the same temperature of the engine in order to avoid temperature influence on the readings. For instance the dial gauge could be warmed up by placing it on the engine feet for a while (15 minutes). 1 Lubricate the bearings for a few minutes by running the prelubricating pump. 2 Remove crankcase covers at both sides. 3 To take crankshaft deflection readings first install dummy counterweight 9612ZT856 onto the free crankweb.
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Take crankshaft deflection readings only when engine and foundation are at ambient temperature (cold engine) or at normal operating temperature (hot engine), which means within 40 minutes after running the engine for more than 6 hours on at least 60% load.
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2.6.1.1.
Crankshaft deflections
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The crankshaft is provided with a torsional vibration damper at the free end of the engine.
Manual Wrtsil 26
4 Start at cylinder 1 and turn crankshaft clockwise till crankpin is "15 _ after Bottom Dead Centre ( BDC ). This crankshaft position is starting point 'A' for the dial gauge reading, see fig. 2.6 1 .
operating side
nonoperating side
115mm
Fig. 2.6 1 Taking crankshaft deflection readings 5 Place a dial gauge in between the centre points of the counter weights at position 'A' and adjust dial gauge at zero. Rotate dial gauge a few times between centre points and check reading is still at zero.
7 Turn crankshaft till dial gauge is in position 'C' and record dial gauge reading in measurement record.
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8 Turn crankshaft till dial gauge is in position 'D' and record dial gauge reading in measurement record. 9 Turn crankshaft till dial gauge is in position 'E' and record dial gauge reading in measurement record. 10 Repeat procedure for remaining cranks. 11 Compare crankweb deflections readings with readings of commissioning protocol or engine test bed report. In case the readings are out of tolerance investigate reason and make corrections, see chapter 2.4. If no improvements can be obtained, consult the nearest Wrtsil Service Office. 12 Replace crankcase covers.
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6 Turn crankshaft till dial gauge is in position 'B' and record dial gauge reading in measurement record.
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2.6 3
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Manual Wrtsil 26
2.6.1.2.
Measurement axial clearance thrust bearing
1 Lubricate the bearings for a few minutes by running the prelubricating pump. 9612ZT376 Driving end
Fig. 2.6 2 Measuring crankshaft axial clearance 2 Apply the dial gauge for instance against the plane end surface of the flywheel. 3 Move the crankshaft by lever 9612ZT376 in either direction until contact is established with the thrust bearing, see fig. 2.6 2 .
2.6 4
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Note!
Never apply any force on the counter weights to move the crankshaft. 4 Adjust the dial gauge to zero.
5 Move the crankshaft in the opposite direction and read the axial clearance on the dial gauge. 6 Compare readings with the readings of the commissioning protocol or engine test bed report. In case the readings are out of tolerance, check the axial bearing rings and in case of new assembled axial bearing rings check the mounting procedure.
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Manual Wrtsil 26
2.6.2.
Driving unit
Driving unit The connecting rod, piston and cylinder liner form the driving unit. For maintenance the driving unit has to be lifted in one assembly. For piston cooling, lubrication of piston skirt, gudgeon pin bearing and big end bearing, see chapter 1.2. Connecting rod The big end has a horizontal split (1). The big end bearing consists of the lower bearing shell (2) and the upper bearing shell (3). The small end has a frozen in bearing (4), see fig. 2.6 3 (drawing view according to stndard position of observer - see chapter 0.0). The connecting rod studs (5) are hydraulically tightened, for background information see section 2.4.3.
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3 1 2 5 CW ENGINE
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4 3 1 2 5
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CCW ENGINE
Fig. 2.6 3 Connecting rod
2.6 5
Manual Wrtsil 26
Piston The piston consists of a nodular piston skirt (6) and a steel piston crown (7) bolted together by two bolts (8).
Note!
Do not remove the piston crown from the piston skirt.
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Fig. 2.6 4 Piston
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Manual Wrtsil 26
Cylinder liner The cylinder liner (9), at the top provided with an anti borepolishing ring (10), is of a flanged type and symmetrically supported on top of the cylinder block. See fig. 2.6 5 . The cylinder liner cooling is divided in two sections; a large volume in the lower section (11) for uniform cooling water distribution and a smaller upper section (12) for efficient cooling by high water flow.
Note!
Always handle pistons and connecting rods with care. 10 12
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Fig. 2.6 5 Driving unit
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Manual Wrtsil 26
2.6.2.1.
Removing big end bearing shells without removing driving unit
For inspection of the connecting rod big end bearings it is not always necessary to remove the driving unit to obtain access. For this purpose it is sufficient to keep the piston in almost top position by means of support 9612ZT938. 1 Remove the crankcase covers.
3 4
Turn the piston in top position. (Check on the flywheel!)
2.6 8
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Fig. 2.6 6 Piston support for big end bearing inspection 5 Turn the crankshaft slowly out of the direction of the support, see arrow in fig. 2.6 6 , until the piston is resting on the support. 6 Turn the crankshaft further and take care not to damage the crankshaft with the connecting rod studs. 7 Remove the upper bearing shell when it is free from the crankshaft.
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9612ZT938
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Fit support 9612ZT938 against the cylinder liner rim.
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2 Disconnect the big end bearing according to section 2.6.2.2. "removing big end bearing cap".
Manual Wrtsil 26
2.6.2.2.
Removing driving unit
The connecting rod / piston assembly has to be removed always in conjunction with the cylinder liner. Before commencing maintenance drain and collect cooling water for reuse. 1 2 Turn the crankshaft "40 out of TDC of the unit concerned. Remove cylinder head, see chapter 2.7.
3 Fit tool 9612ZT915 in the anti bore polishing ring grooves, see fig. 2.6 7 .
9612ZT256 9612ZT915
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Fig. 2.6 7 Removing anti bore polishing ring 4 Fit sleeves 9612ZT256 crosswise over cylinder head studs and turn on cylinder head nuts to avoid cylinder liner being forced out. Slowly turn the piston through TDC forcing the anti bore polishing ring out of cylinder liner top. 5 Remove anti bore polishing ring from cylinder liner. 6 Remove crankcase doors at both sides of the engine and turn the crankshaft 90 out of TDC to make it possible to fit the hydraulic tool, see fig. 2.6 8 .
Be careful; the bottom side of the connecting rod cap must have passed the side of the crank web for full support of the jack to be mounted.
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2.6 9
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Manual Wrtsil 26
Removing big end bearing cap
Note!
Take good care for the correct pressure in relation with the used hydraulic jacks! See also section 2.4.4. 7 Fit tie rods 9612ZT476 crosswise on studs 'A' of the connecting rod bearing, see fig. 2.6 8 . 8 Place jacks 9612ZT944 over tie rods and turn on the knurled nuts 9612ZT477, connect H.P . hoses 9612DT381 between pump 9622ZT992 and jacks, open release valve at pump and tighten knurled nuts completely on. If jack pistons are in bottom position turn the knurled nuts 6 holes counter clockwise.
Note!
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9612ZT944
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9612DT381
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9612ZT477 9612ZT476 9612DT381 9622ZT992
Fig. 2.6 8 Hydraulic tool for connecting rod studs 9 Close release valve and pressurise jacks till setting value. The nuts should come free at the setting value ("5%). For setting value see section 2.4.4.5. 10 Loosen connecting rod bearing nuts 10 holes.
2.6 10
The jacks mounted should not rest on or touch the crank webs / counter weights.
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Manual Wrtsil 26
11 Release jack pressure slowly, disconnect hoses and remove jacks. 12 Fit both tie rods on stud 'B', and fit jacks and knurled nuts according item 7 and 8. 13 Repeat points 9 .. 11 and remove the nuts of studs 'B'. 14 Turn crankshaft in TDC. 15 Place from tool 9612ZT929 support (1) over the crankcase door studs and secure the support with nuts. See fig 2.6 9 16 Place lever (2) with cylindrical pin (3) into the recess of support (1). 17 Support the big end bearing cap with lever (2) while removing the remaining nuts. 18 Lower the big end bearing cap carefully with the use of lever (2) till it rests in support (1). 19 Remove lever (2). 20 Slide the big end bearing cap outwards till the end of the support and remove the bearing cap.
9612ZT929
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Fig. 2.6 9 Lowering big end bearing cap
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2.6 11
Manual Wrtsil 26
Lifting driving unit 21 Place protecting sleeves 9612ZT114 over bearing cap studs to hold upper bearing shell in position during lifting and also to protect the studs. 22 Place positioning locking plate 9612ZT113 against bottom rim of cylinder liner to hold connecting rod in mid position during lifting out. See fig. 2.6 10 . 23 Remove sleeves 9612ZT256, see fig. 2.6 7 .
9612ZT112 12
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Fig. 2.6 10 Lifting driving unit 24 Clean threaded holes in piston crown with tap 9612ZT195. 25 Fit lifting tool 9612ZT911 with one fixed pin and two sliding pins to cylinder liner and with 2 bolts (12) to piston top, see fig. 2.6 10 . To avoid wrong mounting, connecting bolts are different of length. The threaded holes in the piston crown are asymmetric positioned. 26 Place protecting sleeves 9612ZT112 over cylinder head studs, see fig. 2.6 10 , to protect the cylinder head studs during lifting.
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13 9612ZT911
9612ZT113
9612ZT114
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Mark on cylinder liner Mark on piston
Manual Wrtsil 26
27 Pull by means of eye bolt (13) on lifting tool 9612ZT911 (see fig. 2.6 10 ) till the driving unit starts to move.
Note!
If the driving unit does not move easily then carry out the procedure extracting the driving unit. 28 Lift the driving unit about 10 cm and apply plastic lining to protect water or dirt entering the engine and the oil supply holes in the crankpin. 29 Continue lifting the driving unit out of the engine taking care not to damage the cylinder liner wall. Observe that the assembly moves easily without excessive force.
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Fig. 2.6 11 Protecting crank pin journal 31 Cover the cylinder block opening with wooden plate 9612ZT247 to prevent dirt entering the engine.
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30 Cover the lubricating oil holes in the crankpin against dirt by rubber protecting sheets 9612ZT970, see fig. 2.6 11 . 9612ZT970
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2.6 13
Manual Wrtsil 26
Extracting driving unit 1 Remove protecting sleeves 9612ZT112 from the cylinder head studs and eyebolt (13) from lifting tool 9612ZT911, see fig. 2.6 10 .
9612DT381
9612ZT913
9612ZT912
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Fig. 2.6 12 Extracting driving unit 2 Fit extractor tool set 9612ZT912 in combination with hydraulic jack 9612ZT913 onto lifting tool 9612ZT911, see fig. 2.6 12 . 3 Connect H.P . hose 9612DT381 between hydraulic pump 9622ZT992 and jack 9612ZT913. Take care the jack starts in bottom position. 4 Carefully increase jack pressure till the driving unit starts to move. 5 Release the hydraulic pressure and remove the hydraulic jack 9612ZT913 and extractor tool set 9612ZT912 from the lifting tool 9612ZT911, see fig. 2.6 12 . 6 Fit eyebolt (13) and place protecting sleeves 9612ZT112 over cylinder head studs to protect the cylinder head studs during lifting of the assembly, see fig. 2.6 10 . 7 Continue with "lifting driving unit" point 28.
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Manual Wrtsil 26
2.6.2.3.
Disassembling driving unit
Maintenance work on the connecting rod / piston / cylinder liner assembly, in case tool 9612ZT445 is used. Keep sleeves 9612ZT114 mounted to protect the connecting rod studs. 1 2 3 4 Place the driving unit into support 9612ZT445. See fig. 2.6 13 . Remove bolts (12) and locking plate 9612ZT113. Remove the cylinder liner together with lifting tool 9612ZT911. Remove the lifting tool from the cylinder liner. 9612ZT911 12
9612ZT113
9612ZT114
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Fig. 2.6 13 Support driving unit Maintenance work on the connecting rod / piston / cylinder liner assembly, in case tool 9612ZT445 is not used. 1 Place driving unit horizontal on a flat plywood surface and disconnect lifting tool 9612ZT911. 2 Turn the driving unit up side down and hoist connecting rod with piston out of cylinder liner. 3 Clean cylinder liner from carbon deposits. 4 Place connecting rod / piston assembly up side down on a flat piece of wood and keep connecting rod vertical by sling and crane.
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Manual Wrtsil 26
Remove locking ring (10), see fig. 2.6 14 .
Never compress locking rings more than necessary. 9612ZT250
10
Fig. 2.6 14 Removing gudgeon pin
Slide gudgeon pin carefully out of piston, see fig. 2.6 14 .
Note!
The gudgeon pin is heavy and needs to be supported during sliding out.
2.6 16
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6 Control strain in sling to make gudgeon pin floating in piston and connecting rod bore.
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Manual Wrtsil 26
2.6.2.4.
Inspection and maintenance of piston and connecting rod
When removing carbon deposits from the piston and piston ring grooves, special care should be taken not to damage the piston material.
Note!
Never use emery cloth on the piston skirt. For cleaning of carbon deposits from the piston crown it is advised to use kerosene, fuel oil or a carbon solvent. Do not use chemical cleaning agents for cleaning of the piston skirt as such agents may damage the phosphate / graphite overlay. Piston rings should not definitely be replaced during a piston inspection as long as the rings are not damaged, not taken from the piston and the cylinder liner surface is in a good condition. When piston maintenance is carried out according the maintenance schedule the piston rings have to be renewed.
Note!
Remove used and mount new piston rings always with pliers 9612ZT185, see fig. 2.6 17 .
1 2
Clean all parts carefully. Check if the oil bores in the gudgeon pin are in good condition.
3 Check visually if contact faces for bearing shells and bearing cap of the connecting rod are in good condition.
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4 After piston cleaning, measure the height of the piston ring grooves and height clearance of the rings in their respective grooves. See design measurements in section 2.4.5.2. The measurements can be carried out with piston rings mounted. 5 Measure the big end bearing bore in two directions and in each direction at three different places. 6 Measure the gudgeon pin diameter in two directions and in each direction at four different places. 7 Measure the small end bearing bore in two directions and in each direction at two different places. 8 Check if the gudgeon pin and small end bearing clearance is within the tolerance. See design measurements in section 2.4.5.2.
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2.6 17
Manual Wrtsil 26
2.6.2.5.
Assembling connecting rod and piston
Position of connecting rod in relation to the crankshaft rotation Clockwise rotating For a clockwise rotating engine all connecting rods after mounting into the engine must have their mark 'OI' (oil inlet) pointing to the non-operating side, see fig. 2.6 15 . The 'X' mark on liners and pistons must point to the operating side.
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2.6 18
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Fig. 2.6 15 Clockwise rotating
This means, during mounting of the connecting rod into the piston the 'OI' mark on the connecting rod must be at the opposite side of the 'X' mark on the piston.
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ALL CONNECTIONS WITH TEXT OI AT NONOPERATING SIDE
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Manual Wrtsil 26
Counter clockwise rotating For a counter clockwise rotating engine all connecting rods after mounting into the engine must have their marks 'OI' (oil inlet) pointing to the operating side, see fig. 2.6 16 . The 'X' mark on the liners and pistons must point to the operating side.
ALL CONNECTIONS WITH TEXT OI AT OPERATING SIDE
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This means, during mounting of the connecting rod into the piston the 'OI' mark on the connecting rod must be at the same side as the 'X' mark on the piston.
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Fig. 2.6 16 Counter clockwise rotating
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2.6 19
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Manual Wrtsil 26
1 Place piston up side down on a flat piece of plywood. See fig. 2.6 19 . 2 Lift connecting rod by sling and crane up side down and lower connecting rod slowly into piston. 3 4 5 Adjust bores of connecting rod and piston in line. Insert gudgeon pin into piston and connecting rod bore. Refit locking ring (10), see fig. 2.6 14 .
6 Use piston ring pliers 9612ZT185 to mount compression rings and oil scraper ring in piston ring grooves, see fig. 2.6 17 .
Note!
Note!
Always mount piston rings with identification number facing top and with the slot opening 120 _ opposite of each other. 7 After mounting the piston rings check if the rings are free moving in piston ring grooves.
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9612ZT185
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Fig. 2.6 17 Application piston ring pliers
2.6 20
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Both compression rings (1) and (2) look similar however they are different. Check piston ring part number and location on piston in the part catalogue, see fig. 2.6 17 .
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Manual Wrtsil 26
2.6.2.6.
Mounting connecting rod with piston into cylinder liner
Clean cylinder liner inside and outside.
2 Measure the cylinder liner inner diameter in two directions and in each direction at several heights, record readings. See fig. 2.6 18 . For No-Go see section 2.4.5.2.
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Fig. 2.6 18 Cylinder liner diameter control
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4 Turn piston with connecting rod up side down. 6 7
3 Place cylinder liner up side down on a flat piece of plywood. For easy handling and comfortable mounting of piston in cylinder liner, clamp cylinder liner in tool 9612ZT954, see fig. 2.6 19 . 5 Divide piston ring slots evenly (120 opposite of each other) over circumference of piston crown. Clean cylinder liner bore and lubricate the surface with engine oil. Oil the side of piston crown, skirt and piston rings with engine oil.
8 Place tool 9612ZT917 over piston crown and compress piston rings, see fig. 2.6 19 . 9 Lower connecting rod / piston assembly up side down into cylinder liner and remove tool 9612ZT917. 10 Turn assembly carefully over to horizontal position. 11 Check if the X marks on the piston are in relation with the X mark on the cylinder liner, see fig. 2.6 19 .
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70
120
380
550
2.6 21
Manual Wrtsil 26
9612ZT911
9612ZT917 X 9612ZT113
10.1 10.2
9612ZT114
Fig. 2.6 19 Cylinder liner, mounting / manipulator
2.6.2.7.
Note!
2.6 22
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Preparing driving unit and cylinder block 1 Clean joint faces of cylinder block and cylinder liner carefully. 2 In case of indents or other damages, joint faces of cylinder block and or cylinder liner have to be reconditioned by grinding tool 9612ZT950 for the cylinder block and 9612ZT951 for the cylinder liner. 3 Always replace Drings (10.1;Green and 10.2;Black) at cylinder liner bottom side. See fig. 2.6 19 . Apply a thin layer of silicon grease on the Drings. For the type of silicon grease consult the part catalogue. Make sure that the black Dring never is in contact with oil or other types of grease. 4 Clean and inspect the joint face locations of the cylinder liner Drings in the cylinder block. 5 Fit lifting tool 9612ZT911 with one fixed pin and two sliding pins to cylinder liner and with 2 bolts (12) to piston top. The pin in the lifting tool has to point to the exhaust side, see fig. 2.6 20 .
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Mounting driving unit
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9612ZT954 X
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Manual Wrtsil 26
Note!
To avoid wrong mounting, the connecting bolts are different of length. The threaded holes in the piston crown are asymmetric positioned. 6 Fit locking plate 9612ZT113 to keep the connecting rod in the centre line of the cylinder liner and lift the driving unit on eye bolt (13), see fig. 2.6 20 .
Mark on cylinder liner Mark on piston
9612ZT112 12
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9612ZT113
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Fig. 2.6 20 Lowering driving unit 7 Place connecting rod upper bearing shell in connecting rod and hold shell in position by the four protecting sleeves 9612ZT114. See fig. 2.6 20 . 8 Observe mark 'X' on cylinder liner is facing camshaft side (operating side). 9 Turn crankshaft into top position of the cylinder concerned, remove rubber protection sheet, check if crankpin is clean and undamaged, oil the crankpin. 10 Place protecting sleeves 9612ZT112 over cylinder head studs, see fig. 2.6 20 , to protect the cylinder head studs during lowering. 11 Check if contact faces for cylinder liner in the cylinder block at top and bottom side are still clean.
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13 9612ZT911
9612ZT114
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2.6 23
Manual Wrtsil 26
Mounting support ring cylinder liner
Note!
For correct mounting of the support ring it is necessary: to place the driving unit within 10 minutes into the cylinder block!! to place and tighten the cylinder head within 8 hours!! 1 Degrease the contact faces of support ring (2), engine block (1) and cylinder liner (3) with Loctite degreaser. Always use a new support ring (2). See fig. 2.6 21 . For Loctite degreaser see parts catalogue. 2 Apply a string of sealant (4) ( 5mm) onto the engine block (1) at the middle of where the support ring (2) should be placed. Do not touch the sealant. See fig. 2.6 21 "A". For sealant (4) see parts catalogue.
5 2
View X X
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B X
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Fig. 2.6 21 Support ring cylinder liner 3 Place the support ring (2) on top of the engine block (1) with the centring lips positioned near the cylinder head studs (5). Do not touch contact faces of support ring! See fig. 2.6 21 "B" and view X-X. 4 Press the support ring on the cylinder block by means of a degreased tool. Check if the sealant is squeezed-out visible on all sides. Do not remove the sealant.
2.6 24
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A C D
Manual Wrtsil 26
5 Apply an other string of sealant (4) ( 5mm) in the middle of the support ring (2). Do not touch the sealant. See fig. 2.6 21 "C ". For sealant (4) see parts catalogue. 6 Lower driving unit carefully into the cylinder block. 7 Remove lifting tool 9612ZT911 from cylinder liner and piston. The connecting rod bearing is now resting on the crankpin. See fig. 2.6 20 . 8 Remove the four protecting sleeves 9612ZT112 from the cylinder head studs, see fig. 2.6 20 . 9 Fit two sleeves 9612ZT256 over cylinder head studs and turn on cylinder head nuts to press the cylinder liner Drings into the cylinder block bore till the collar of the cylinder liner rests on the support ring, see fig. 2.6 22 .
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Note!
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Fig. 2.6 22 Securing cylinder liner
To avoid lifting of the cylinder liner while cranking the engine the sleeves 9612ZT256 must remain mounted until the cylinder head is mounted . After the driving unit has been placed the cylinder head has to be mounted and tightened within 8 hours!! For mounting of the cylinder head see section 2.7.1.3.
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10 Do not remove the sealant squeezed-out visible between the cylinder liner (3) and the support ring (2). See fig. 2.6 21 "D".
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2.6 25
Manual Wrtsil 26
Mounting big end bearing cap 1 Remove connecting rod locking plate 9612ZT113 from cylinder liner rim, see fig. 2.6 20 . 2 Remove protecting sleeves 9612ZT114 from connecting rod studs, see fig. 2.6 20 . 3 Check connecting rod bearing cap and place lower bearing shell in cap. Lubricate bearing shell only at running side with engine oil. 4 Place the big end bearing cap on support (1) of tool 9612ZT929 and slide it inwards against the support stop. See fig. 2.6 9 . 6 Lift the big end bearing cap carefully with the use of lever (2) against the connecting rod and tighten the nuts with the tool pin. 8 Fit tie rods 9612ZT476 on both connecting rod stud 'A' according fig. 2.6 8 . 9 Place both jacks 9612ZT944 over tie rods 9612ZT476 and turn knurled nuts 9612ZT477 by hand as far as possible on the tie rods.
Note!
The jacks mounted should not rest on or touch the crank webs / counter weights. 10 Connect H.P . hoses 9612DT381 between jacks and hydraulic pump 9622ZT992 according fig. 2.6 8 and open release valve at pump.
Note!
2.6 26
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Take good care for the correct pressure in relation with the used hydraulic jacks! See also section 2.4.4.
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11 Tighten knurled nuts further on with tool pin to force jack pistons to bottom position.
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Remove tool 9612ZT929.
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Place lever (2) with cylindrical pin (3) into the recess of support (1).
Manual Wrtsil 26
12 1st step A studs Pressurise jacks till 500 bar. Use tool pin 9612ZT125 to tighten the bearing cap nuts. Check with a feeler blade of 0.05 mm that nuts are on.
Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position. 13 1st step B studs Place jacks on the 'B' studs. Check if the jack pistons are in bottom position. Pressurise jacks till 500 bar. Use tool pin 9612ZT125 to tighten the nuts.
Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position. Remove both jacks from studs 'B'. Place measuring device 9612ZT940 over each of the studs (A and B) and measure the distance between the nut surfaces and the end of the studs, measure 'X' and record these measures, see fig. 2.6 23 .
14 2nd step B studs
Place jacks on the 'B' studs. Check if the jack pistons are in bottom position. Pressurise jacks till setting value, see section 2.4.4.5. and tighten the nuts. Nut shifting is limited.
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Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position. 15 2nd step A studs Place jacks on the 'A' studs. Check if the jack pistons are in bottom position. Pressurise jacks till setting value and tighten the nuts. Nut shifting is limited. Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position.
16 3rd step A studs Pressurise jacks again till setting value and tighten the nuts again. Nut shifting should not exist. Check with a 0.05mm feeler blade that nuts are on. Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position.
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Check with a feeler blade of 0.05 mm that nuts are on.
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y
2.6 27
Manual Wrtsil 26
17 3rd step B studs Place jacks on the 'B' studs. Check if the jack pistons are in bottom position. Pressurise jacks till setting value and tighten the nuts. Nut shifting should not exist. Check with a 0.05mm feeler blade that nuts are on. Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position.
Warning!
2.6 28
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Fig. 2.6 23 Measuring stud elongation
In case stud elongation is outside limits the connection is NOT safe. In such a case all components have to be disconnected and examined on deviation in material or wrong assembling.
18 Fit cylinder head, see chapter 2.7 19 Fill the cooling water system and check the sealing of Drings at the cylinder liner bottom on water leakage before starting the engine. 20 Start the prelubricating oil pump and check the bearings get oil. 21 Close the crankcase.
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Calculate 'Y' 'X' the elongation has to be in between limits given in section 2.4.4.5. (fig. 2.4 20 ).
Place measuring device 9612ZT940 over each of the studs (A and B) and measure the distance between the nut surfaces and the end of the studs, measure 'Y' and record these measures, see fig. 2.6 23 .
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Remove jacks.
Manual Wrtsil 26
2.6.3.
Vibration damper crankshaft

The vibration damper serves to reduce the torsional vibration in the crankshaft. The damper consists of a housing and a free rotating inertia ring supported by an axial and radial bearing. It forms a totally enclosed unit. The free space between inertia ring and damper housing is filled with a high viscosity fluid. The combustion pressure, exerted on the pistons, causes a torsional vibration in the crankshaft. The energy caused by the vibration, is converted into heat and cooled by engine lubricating oil at the outside of the vibration damper.
2.6.3.1.
Maintenance
Note!
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Dampers with a viscosity out of range may cause crankshaft breakdown.
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The viscous damper fluid is subject to aging during engine operation. In sending fluid samples on a regular base to Wrtsil Corporation the change of the viscosity can be determined. In the analysis the quality of the fluid is mentioned and a forecast is given of the number of running hours still to go. The damper cover has two sampling plugs located 180_ opposed. If one of the sampling plugs is accessible, a fluid sample can be taken with the damper in situ. For liquid sampling, a kit can be ordered from Wrtsil Corporation department under part no. 66325 904A.
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2.6 29
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Manual Wrtsil 26
2.6.3.2.
Liquid sampling
It is advisable to take a sample when the engine is still warm. Proceed as follows: 1 Bar the crankshaft until a sampling plug is easy accessible. 2 Remove the lubricating oil pump if neither of the sampling plugs in the damper is accessible for sampling. 3 Remove locking of sampling plug, using a punch and unscrew plug with spanner 9612ZT497. Do not yet remove plug! 4 Unscrew one cap nut from (plastic) liquid container, the thread of which corresponds to that of the sampling plug in the damper. The sides of the liquid container have various threads for other damper types. 5 Remove sampling plug and screw liquid container instead.
2.6 30
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Fig. 2.6 24 Liquid sampling 6 Remove the outer cap nut from the liquid container. Make sure that no machine oil or dirt can enter while filling the liquid container! 7 The filling period of the container may take from a few seconds up to more than an hour depending on liquid condition.
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Manual Wrtsil 26
If no liquid appears: Remove second sampling plug. Supply nitrogen of 3.5 bar maximum pressure through the open second sampling plug hole. If no nitrogen is available air may be used provided this air is properly filtered and dry. If a liquid sample can not be obtained in this way it can be assumed that the damper liquid has thickened to much. In this case the damper has to be replaced. 8 Once the liquid has reached the open end of the liquid container:
11 Tighten the sampling plugs at a torque of 35 Nm. 13 After sampling, provide the sample with a label (included in the sampling kit) showing the following data : serial number of the vibration damper (if possible) engine type engine number
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date of sampling Forward the sample to :
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number of operating hours Wrtsil Italia S.p.A. Service Department Bagnoli della Rosandra, 334 34018 San Dorligo della Valle Trieste - Italy
Once we have examined the sample the result will be reported to you in writing. This report will also include our recommendation. 14 Max. 10 liquid samples of 1 cm3 each are allowed to be taken.
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12 Lock the sampling plugs.
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10 Fit the damper sampling plug(s) with new joint ring(s) supplied with the mounting kit. Replace any damaged sampling plug if necessary.
Screw the outer cap nut onto the liquid container. 9 Unscrew the container from the damper and fit the second cap onto the container.
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Cut off the nitrogen/air if applicable.
2.6 31
Manual Wrtsil 26
2.6.4.
Turning gear
Engine cranking is done by means of an electrical motor which drives a gearbox (5). For fine adjustment of the crankshaft use the hexagon spindle (3). The engaging and disengaging of the turning gear is done by operating lever (1) and is secured by a locking pin (2), see fig. 2.6 25 . An electrically start interlock (6) and a pneumatically start interlock (7) block the engine start in case the turning gear is engaged.
2 1 6 7 4 5
2.6 32
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Fig. 2.6 25 Turning gear Life time of worm gear units depends to a great extent on the grade of oil used. Use only the grade of oil stated on the instruction plate. The gear units are maintenance free under normal operating conditions. They should be checked for leakages at certain intervals. The applied gear unit is filled with a synthetic lubricant. If topping-up is necessary a synthetic lubricant should be used in accordance with the instruction plate. See also section 1.2.1.1.2. for the recommended lubricating oil.
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Manual Wrtsil 26
Maintenance 1 Grease the nipple (4) on the hub of the gearwheel only at disengaged turning gear. This to avoid an overdose of grease behind the gearwheel shaft. 2 Check, with the engine not in operation, by engaging and disengaging a few times, the turning gear moves smoothly on the shaft. 3 Check the locking pin (2) of the engaging lever (1) is smooth and correctly working.
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2.6 33
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Manual Wrtsil 26
2.6 34
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Cylinder Head with Valves
Manual Wrtsil 26
2.7. Cylinder Head with Valves
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2.7 1
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Manual Wrtsil 26
2.7.1.
Cylinder head
The cylinder head is provided with two inlet valves(1) and two exhaust valves (2) with valve rotators (10) and bridge pieces (11), a fuel injector (3), a safety valve (25) and an indicator cock (26). The cylinder head and the exhaust valves seats (4) are cooled by HT cooling water. See fig. 2.7 1 and fig. 2.7 8 . HT cooling water is supplied from the engine block to the cylinder head by means of a free inserted interconnecting pipe (27) between engine block and cylinder head. HT cooling water is discharged through an outlet channel (6) at the upper side of the cylinder head via a multiduct, back to the engine block. Integrated in the multiduct are the charge air, exhaust gas and cooling water connections, the multiduct remains normally connected to the engine block. By removing 6 bolts the cylinder head is disconnected from the the multiduct. The valve lifting gear (7) is mounted to the cylinder head by two bolts and is described in chapter 2.8. A single pipe connects cylinder head with the engine lubricating oil system and takes care for lubrication of valve lifting gear, bridge pieces, valves and valve stems.
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7 8
11 10
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2.7 2
6 3
1 2 4 Fig. 2.7 1 Cross section cylinder head
Manual Wrtsil 26
2.7.1.1.
Maintenance of cylinder head
Cylinder head maintenance consists mainly in measurement checks, cleaning, grinding of sealing surfaces and maintenance of cylinder head components. Scale formation in cooling water spaces will disturb the cooling effect. Cleaning can be realised by chemical solvents. Contact a specialised company for chemical cleaning. When scale formation exists observe the cooling water treatment. A comfortable manner of doing maintenance to cylinder heads is with the aid of a tilting frame 9612ZT958. After placing the cylinder head onto the tilting frame fixate the head by 2 nuts and rings (12).
12 14 315o
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225o
The cylinder head can be turned over and fixed in position by means of locking pin (13) in one of the holes (14).
13
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Note!
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Fig. 2.7 2 Tilting frame cylinder head
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45o 90o 135o
9612ZT958
2.7 3
Manual Wrtsil 26
Cylinder head inspection After dismantling inspect the cylinder head carefully for possible damage. Clean gas sealing surfaces between cylinder head and cylinder liner. Check the condition of the gas sealing surfaces of the cylinder head and cylinder liner with polishing ring 9612ZT950 and 9612ZT951. If reconditioning is necessary this has to be done with special grinding tools.
Remove from the cylinder head cover the upper part.
3 Turn piston in TDC combustion and check that both push rods (28) can rotate freely. See fig. 2.7 8 . 5 Remove cylinder head cover lower part (8).
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7 Disconnect fuel spill line (15), fuel drain line (16), HP fuel pipe (17), cylinder head lubrication oil supply line (18) and cover all holes against dirt penetration. See fig. 2.7 3 .
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6 Disconnect cylinder head from multiduct with aid of spanner 9612ZT332.
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Loosen and remove the valve lifting gear (7).
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1 Before commencing maintenance, drain cooling water and collect water for reuse.
Fig. 2.7 3 Disconnecting pipes from cylinder head
2.7 4
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18 17 15 16
2.7.1.2.
Removing the cylinder head
Manual Wrtsil 26
8 Remove protecting caps from cylinder head studs. Make sure the thread of the cylinder head studs is clean and free of damage. 9 Remove push rods. 10 Fit from tool set 9612ZT904, hydraulic jacks 9612ZT901 together with tie rods 9612ZT131 and distance pieces 9612ZT196. Connect HP hoses according fig. 2.7 4 (in case of applying 4 jacks) or according fig. 2.7 10 (in case of 2 jacks). 11 Open bleedoff valve on hydraulic pump and tighten knurled nuts 9612ZT119 completely to force jack pistons into bottom position, see fig. 2.7 4 . After jack pistons are at bottom position turn knurled nuts 6 holes counter clockwise.
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9612DT381 9612ZT942
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Fig. 2.7 4 Cylinder head with 4 jacks
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9612ZT131 9612ZT119
9612ZT901 9612ZT196 9612DT373 9612ZT918
9622ZT992
2.7 5
Manual Wrtsil 26
12 Pressurize jacks to setting value and turn cylinder head nuts 8 holes counter clockwise with tool pin 9612ZT125. 13 Lower pressure slowly till zero and remove tool set. 14 Remove cylinder head nuts. 15 Use lifting tool 9612ZT927 to remove cylinder head from engine. See fig. 2.7 5 . The cylinder head should be lifted in line in relation to the centre line to avoid damage to the cylinder head studs and cooling water interconnecting pipe.
9612ZT927
2.7 6
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Fig. 2.7 5 Lifting cylinder head
16 Check if cooling water interconnecting pipe (27) is free. Support both push rod protecting pipes (23) till cylinder head is completely free from the engine to avoid lifting damage. See fig. 2.7 8 . 17 Whenever a cylinder head is removed place both sleeves 9612ZT256 over the cylinder head studs and secure them with cylinder head nuts to keep the liner in place in case of cranking the engine, see fig. 2.7 6 .
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Manual Wrtsil 26
9612ZT256
Fig. 2.7 6 Securing cylinder liner 18 Cover liner with wooden plate 9612ZT247.
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Fig. 2.7 7 Cylinder liner cover 19 Use tool 9612ZT877 to remove the cooling water interconnecting pipe (27). See fig. 2.7 8 .
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9612ZT247
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2.7 7
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Manual Wrtsil 26
2.7.1.3.
Mounting cylinder head
1 Clean all sealing surfaces of cylinder head, liner and multiduct connections. 2 Fit new Orings (20) and (30) with silicon grease on cooling water interconnecting pipe, see fig. 2.7 8 .
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29
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21 23 22 21
View A A
25 26
24
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30 27
20
Fig. 2.7 8 Cylinder head buildon
2.7 8
Manual Wrtsil 26
3 Fit new Orings (21) with silicon grease in push rods fittings. Renew and lubricate V-rings (22) with silicon grease and place push rod protecting pipes (23) in position. 4 Turn piston in TDC combustion to be sure the tappet rollers for in and exhaust rest on the base circle. 5 Mount lifting tool 9612ZT927 to cylinder head, see fig. 2.7 5 . 6 Place a new gas sealing ring (24) on top of liner with centring lips positioned near cylinder head studs (29). See fig. 2.7 8 view A-A. 7 Place a new gasket on the multiduct and fix it with two clips. See section 1.5.5 multiduct sealing. 8 During lowering the cylinder head on liner take care push rod protecting pipes slide into Orings and the cooling water interconnecting pipe (27) slides in cylinder head bore without hampering. 9 Fit cylinder head nuts and tighten firmly with tool pin 9612ZT125. 10 Apply heat resistant compound on the exhaust bolts. Turn bolts for inlet and exhaust from multiduct into cylinder head do not tighten the bolts. Mounting procedure with 4 jacks 11 Fit hydraulic tools according fig. 2.7 4 . 12 Open bleed off valve at hydraulic pump and tighten knurled nuts completely to force jack pistons into bottom position before pressurizing. Cylinder head studs 13 1st step
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14 2nd step Fit hydraulic tools and make sure that the pistons of the jacks are in bottom position and increase jack pressure till setting value, see chapter 2.4. Firmly tighten all 4 cylinder nuts further on. Slowly lower pressure till zero. Take care the jack pistons travel till bottom position.
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Pressurize jacks till 300 bar. Firmly tighten all 4 cylinder head nuts with tool pin. Check with a feeler blade of 0.05 mm that nuts are fully tightened. Slowly lower jack pressure till zero. Take care jack pistons travels till bottom position and remove the hydraulic tools. Place measuring device 9612ZT941 over each of the studs and measure the distance between the nut surfaces and the end of the studs, measure 'X' and record these measures, see fig. 2.7 9 .
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2.7 9
Manual Wrtsil 26
15 3rd step Increase jack pressure till setting value and shift nuts with tool pin further on. This should be possible over a few degrees only. Check with a feeler blade of 0.05 mm that no clearance exists between cylinder head and nut. Slowly lower pressure till zero. Take care jack pistons travel till bottom position. Remove the hydraulic tools. Place measuring device 9612ZT941 over each of the studs and measure the distance between the nut surfaces and the end of the studs, measure 'Y' and record these measures, see fig. 2.7 9 .
Fig. 2.7 9 Stud elongation
2.7 10
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Warning!
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In case difference in elongation is outside limits as mentioned in chapter 2.4.4. the connection is NOT safe. In such a case all components have to be disconnected and examined on deviation in material or wrong assembling.
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Difference in elongation between 'Y' and 'X' has to be in between limits given in chapter 2.4.4., see fig. 2.7 9 .
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Manual Wrtsil 26
Mounting procedure with 2 jacks 16 Fit of tool set 9612ZT904 hydraulic tools according fig. 2.7 10 . Open bleed off valve at hydraulic pump and tighten knurled nuts completely to force jack pistons to bottom position. Cylinder head studs 17 1st step A studs Pressurize jacks till 300 bar. Firmly tighten both nuts 'A' with tool pin. Check with a feeler blade of 0.05 mm that nuts are fully tightened.
Remove hydraulic tools.
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9612DT381 9612DT381 9622ZT992
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Fig. 2.7 10 Cylinder head with 2 jacks
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B A
Slowly lower jack pressure till zero. Take care jack pistons travel till bottom position.
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9612ZT131 9612ZT119 9612ZT901 9612ZT196
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2.7 11
Manual Wrtsil 26
18 1st step B studs Tighten nuts handtight with tool pin. Fit hydraulic tools on the 'B' studs and tighten knurled nuts completely to force jack pistons to bottom position. Pressurize jacks till 300 bar. Firmly tighten both 'B' nuts with tool pin. Check with a feeler blade of 0.05 mm that nuts are fully tightened. Slowly lower jack pressure till zero. Take care jack pistons travel till bottom position. Remove hydraulic tools from studs 'B'.
19 2nd step B studs
Fit hydraulic tools on studs 'B' again. Check if the jack pistons are in bottom position. Pressurise jacks till setting value, see chapter 2.4. and tighten nuts firmly.
20 2nd step A studs
Tighten nuts on the 'A' studs. Fit hydraulic tools on studs 'A'. Check if the jack pistons are in bottom position. Pressurise jacks till setting value, see chapter 2.4. and and tighten nuts firmly. Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position.
2.7 12
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21 3rd step A studs Pressurise jacks again till setting value, see chapter 2.4. and turn nuts further on. Nut shifting should only be possible over a few degrees. Check with a 0.05mm feeler blade that nuts are on. Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position.
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Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position.
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Place measuring device 9612ZT941 over each of the studs (A and B) and measure the distance between the nut surfaces and the end of the studs, measure 'X' and record these measures, see fig. 2.7 9 .
Manual Wrtsil 26
22 3rd step B studs Fit hydraulic tools on studs 'B'. Check if the jack pistons are in bottom position. Pressurise jacks till setting value, see chapter 2.4. and turn nuts further on. Nut shifting should only be possible over a few degrees. Check with a 0.05mm feeler blade that nuts are on. Release hydraulic pressure slowly till zero. Give time to the jack pistons to travel to bottom position. Remove the hydraulic tools. Place measuring device 9612ZT941 over each of the studs (A and B) and measure the distance between the nut surfaces and the end of the studs, measure 'Y' and record these measures, see fig. 2.7 9 . Difference in elongation between 'Y' and 'X' has to be in between limits given in chapter 2.4.4., see fig. 2.7 9 .
Warning!
23 Tighten multiduct, see section 1.5.5.2. 24 Mount cylinder head cover lower part (8) see fig. 2.7 8 .
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25 Place push rods (28) in position.
26 Mount the valve lifting gear (7). Observe the mounting torques of the rocker arm bracket mentioned in the settings. 27 Adjust valve clearance, see section 2.7.2. 28 Mount protecting caps on cylinder head studs. 29 Connect lubricating oil supply line (18), HP fuel pipe (17) see section 2.9.4. , fuel drain line (16), fuel spill line (15) 30 Fill HT cooling water system and inspect for water leaks. 31 Prelubricate the engine system, check for lubrication and on leakage. 32 Mount cylinder head cover upper part.
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In case the difference in elongation of studs A and B is outside the limits given in chapter 2.4.4. the connection is not safe. In such case all components have to be disconnected and examined on deviation in material or wrong assembling.
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2.7 13
Manual Wrtsil 26
2.7.2.
Adjusting valve clearance
Note!
Adjust valve clearance only after a cooling down period of 30 minutes. Adjust inlet and exhaust valves as sets.
Remove cylinder head cover upper part.
2.7 14
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Levelling the bridge piece 5 Loosen locking nut (7) of adjustable pivot (6) in bridge piece (3). 6 Turn adjustable pivot (6) a few turns counter clockwise so far that there is clearance between pivot and the top of the valve stem. 7 Place a feeler gauge of 0.05 mm at (4), between adjustable pivot (6) and the top of the valve stem, see fig. 2.7 11 .
8 Exert some pressure on top of the bridge piece (3) and turn at the same time the adjustable pivot in till the feeler gauge is just tight. 9 Tighten locking nut (7) by hand without turning the adjustable pivot. 10 Tighten locking nut (7) further, to the correct torque, without turning the adjustable pivot. For torque setting see section 2.4.4.6.
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4 If present, remove oil film between pivots by tapping a few times with a plastic hammer on the ends of the rocker arm.
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3 Loosen locking nut (1) and valve adjuster (2) a few turns counter clockwise, see fig. 2.7 11 .
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2 Turn piston in TDC combustion and check that both push rods can rotate freely.
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Manual Wrtsil 26
Adjusting the valve clearance 11 Place feeler gauge 9612ZT251 at (8) between bridge piece (3) and thrust cup (9). For valve clearance see section 2.4.5.1. 12 Turn down valve adjuster (2) with feeler gauge inserted until feeler is just tight and stiff movable. 13 Tighten locking nut (1) by hand without turning valve adjuster. 14 Tighten locking nut, to the correct torque, without turning the valve adjuster. For torque settings, see section 2.4.4.6.
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16 Fit cylinder head cover upper part. 8
15 Remove feeler gauge and repeat the complete procedure for other pair of valves.
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Fig. 2.7 11 Valve clearance adjustment
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2.7 15
Manual Wrtsil 26
2.7.3.
Valves and valve seats

The valve stem is guided in the valve guide (4). O-ring (5) takes care for the distribution of the lubricating oil between valve guide and valve stem and prevents gasses to escape from the cylinder head. The valve guides and the valve seat inserts are frozen in the cylinder head. A valve rotator (6) rotates the valve to ensure smooth and even wear. The valve rotator is fixed to the valve by means of valve collets (7).
Note!
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Fig. 2.7 12 Valves and valve seats 2.7 16
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Inlet (1) and exhaust (2) valves differ in material and must not be mixed. Inlet valves are larger in valve disc diameter.
Manual Wrtsil 26
2.7.3.1.
Removing of valves
After the cylinder head is taken from the engine and the injector removed, see section 2.9.3.2., the valves can be removed. 1 After the valve lifting gear is removed mount tool set 9612ZT919 in combination with jack 9612ZT913 to the cylinder head, see fig. 2.7 13 . 2 Fit tool 9612ZT184 over valve spring sets and place centering bush in hole of injector. 3 Fixate construction to cylinder head by 2 nuts to injector studs. 4 Leave about 40 mm distance between jack and nut to allow the springs to expand after removal of the valve collets (7). Use hydraulic pump 9612ZT955 to compress spring assembly and to remove valve collets.
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9612ZT913
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9612DT381
9612ZT955
Fig. 2.7 13 Valve spring removing
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9612ZT184
2.7 17
Manual Wrtsil 26
5 Knock at the center of the valve discs with a soft piece of wood, plastic hammer or similar, to loosen the valve collets for removal. 6 Open the bleedoff valve on the pump and slowly discharge the valve springs. Take care springs are fully discharged before removing tool set. 7 Remove all 4 spring discs and springs. Keep valve collets matched. Take care not to damage the spring coating. 8 Record markings on valves and other components for remounting into same position after overhaul. Marks to be made by a felt marker only.
X1
Exhaust valves
Inlet valves
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Fig. 2.7 14 Designation of valves
2.7 18
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Cylinder head
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X2
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Manual Wrtsil 26
2.7.3.2.
Check and reconditioning of valve disc and valve seat
1 If pitting exists over nearly the entire sealing face or if imperfect sealing is observed, valve discs and valve seats should be machine grinded.
Note!
Manual grinding is not permitted in order to maintain difference in valve seat angle. Machine grinding tools are available through Wrtsil Corporation Service Department or through your local Wrtsil Service Office. For execution of machine grinding see instruction manual included in the tool box grinding machine.
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3 Blueing test: Apply marginal Prussian Blue on the contact surface of the valve disc. Place the valve in the cylinder head and make a contact print by slamming the valve onto the valve seat. Do not rotate the valve. The obtained contact area should be between 20% and 40%, for inlet valve as well as exhaust valve seats, see fig. 2.7 15 .
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20 40 %
Fig. 2.7 15 Blueing test
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2 Machine grinding: Inlet and exhaust valve seat rings can be ground to a maximum diameter. For tolerances and angles see figures 2.4 34 and 2.4 35 . Replace rings after exceeding the maximum diameter.
2.7 19
Manual Wrtsil 26
2.7.3.3.
Valve seats
Valve seats are mounted into the cylinder head by means of a shrinking process and fits in the cylinder head with high force. Removing of the exhaust valve seat 1 Turn the cylinder head up side down. Clean inner side of the valve seat and place from tool set 9612ZT859, disc set (1), tie rod (2) in the valve seat and secure the discs by tightening nut (3) with a torque of 100 Nm. See fig. 2.7 16 .
Loosen nut (3) and remove the seat from the tool.
5 Clean and degrease valve recesses in cylinder head and check diameter in two directions at two heights. Compare diameters with nominal dimensions mentioned in section 2.4.5. fig. 2.4 35 .
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9612ZT913
9612ZT859 2 4 3 5 1 9612DT381
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Fig. 2.7 16 Removing valve seats
2.7 20
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3 Apply pressure till 450 bar if necessary release pressure and increase slowly the pressure again till max 520 bar. If needed repeat this procedure a few times to loosen the seat. Pull the valve seat (5) out of the cylinder head.
9622ZT992
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2 Place bridge piece (4), hydraulic jack 9612ZT913 and connect to pump 9622ZT992.
Manual Wrtsil 26
Removing of the inlet valve seat 1 Turn the cylinder head up side down and place e.g. an old valve with reduced diameter in normal way into the cylinder head or use a plate which fits in the valve seat. 2 Weld valve and seat or plate together by 4 short electric welding runs with a standard electrode (3.2 mm). 3 Turn the cylinder head on a side and drive the valve seat out of the recess by a few hammer strokes on top of the valve stem or on the plate. 4 Clean and degrease valve recesses in cylinder head and check diameter in two directions at two heights. Compare diameters with nominal dimensions mentioned in section 2.4.5. fig. 2.4 35 . Mounting
Note!
1 2
Degrease valve seats. Procedure for:
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Exhaust valve seat: - Heat cylinder head slowly and equally, till 90_C. -Cool exhaust valve seat e.g. in a deep freeze unit till 50_C. -Lubricate Oring (12) with silicon grease and place it in the valve seat recess in the cylinder head, see fig. 2.7 17 . -Apply a sealing compound at the biggest outer diameter of the valve seat. Type of sealing compound is mentioned in the parts catalogue. -Continue direct with mounting the seat in the cylinder head.
Inlet valve seat: -Heat cylinder head slowly and equally, till 90_C. -Cool inlet valve seat in liquid nitrogen till 180_C. -Continue direct with mounting the seat in the cylinder head. 3 Place the cooled inlet valve seat (8) or exhaust valve seat (9) onto tool 9612ZT945 and immediately into the cylinder head recess. Fixate the tool with plate (13) and nut (14) and keep tool tight for at least 5 minutes to keep the seat in correct position during warming up. Inlet and exhaust valve seats require different counter plates, exhaust (10) and inlet (11), see fig. 2.7 17 .
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Wear low temperature resistance gloves and safety glasses during handling of deep frozen engine parts and take notice of the safety measures of the suppliers from the liquid nitrogen. Before mounting a new valve seat, check condition of valve guide see section 2.7.3.4.
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2.7 21
Manual Wrtsil 26
4 After mounting of the exhaust valve seat and cooling down of the cylinder head it is strongly advised to make a water pressure test (5 bar).
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9 13 14 Machine grinding of valve seat 5 Although the angle of the valve seat ring is accurate machined, due to the shrinking process of the valve seat in the cylinder heads, the seats will slightly deform in profile resulting in small deviations of the required valve seat angle with the valve. Every time new valve seats are mounted the valve seat has to be machine grinded and the blueing test has to be carried out, see section 2.7.3.2. 2.7 22
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Fig. 2.7 17 Mounting valve seats
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9612ZT945
11
Manual Wrtsil 26
2.7.3.4.
Valve guide
1 Clean and inspect the valve guide. Measure the inner diameter of the valve guide, see section 2.4.5.2. Renew if necessary. Extracting valve guide 2 Remove the valve spring washer of the valve rotator, see fig. 2.7 21 and for exhaust valve guide fig. 2.7 23 . 3 Place cylinder head on a side and fit extractor 9612ZT909 in conjunction with jack 9612ZT913.
9612ZT913
Fig. 2.7 18 Extracting valve stem guide
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4 Apply pressure on jack 9612ZT913 and continue till the guide is extracted from the cylinder head. 5 Clean and degrease valve stem guide recess in cylinder head. Mounting valve guide Mounting process for inlet and exhaust valve stem guide is similar. 6 Heat cylinder head equally, preferably in a stove till 90_C. 7 Cool valve guide in liquid nitrogen till bubbling stops (-150_C).
Wear low temperature resistance gloves and safety glasses during handling of deep frozen engine parts and take notice of the safety measures of the suppliers from the liquid nitrogen. 8 Oil valve guide recess in cylinder head scarcely. 9 Place valve guide on tool 9612ZT233 for inserting into the cylinder head. Leave pin inserted and check with some light hammer strokes the guide is completely inserted, see section 2.4.2.7.
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9612ZT909
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2.7 23
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Manual Wrtsil 26
Note!
If the valve guide is renewed the contact faces of the valve disc and seat have to be checked by the blueing test, see section 2.7.3.2. 10 Mount the valve spring washer of the valve rotator, see fig. 2.7 21 and for exhaust valve guide fig. 2.7 23
2.7.3.5.
Assembling of valves
1 Check valve springs on cracks and wear marks. Replace springs in case of wear marks or other damage. 2 Clean valve guides thoroughly and fit new Orings (13).
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13 3 Lubricate valve stems with clean engine oil. 2.7 24
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4 Fit valves and check the free movement. Before the valve touches the valve seat seat be sure the seat surfaces are absolute clean. Replace valves in their original locations. 5 Carry out the blueing test, see section 2.7.3.2. 6 Make sure the contact surfaces of springs, spring discs and valve rotators are undamaged and clean. Install springs and valve rotators. 7 Place assembling tool 9612ZT919 in combination with jack 9612ZT913 in position, see fig. 2.7 13 . 8 Compress valve springs and fit valve collets. 9 Unload springs slowly. Check if valve collets do fit properly during unloading of the springs and clearances between the two valve collets halves is equal.
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Fig. 2.7 19 Valve stem guide
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Manual Wrtsil 26
2.7.4.
Valve rotators
Exhaust and inlet valves are provided with valve rotators devices. These devices slowly rotate the valves during engine operation. The valve rotation results in an even wear pattern with a better metallic contact between valve and valve seat. The rotating of the valves improves the running behavior and in turn considerably extends the maintenance interval period of the valve. A difference exists in the type of valve rotator for inlet and exhaust. Inlet valves rotate during the opening process of the valves, exhaust valves rotate during the closing process of the valves. During maintenance only use engine oil for lubrication. Don't grease the steel balls of the rotator bearings as this may result in a less effective working of the rotator. Valve rotators should periodically be checked on good working i.e. the valve rotates slowly during engine operation. Before an overhaul remove cylinder head cover and check rotation of all valves. Check during each valve maintenance the valve rotator on wear. During maintenance work, keep the rotator components as a set and do not mix with parts of other sets.
2.7.4.1.
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Maintenance of valve rotator 1 After removal of the valve collets (7) the valve rotator assembly can be removed, see fig. 2.7 20 . 2 3 4 5 6 7 Turn assembly up side down on a workbench. Remove spring locking wire (6). Remove cover plate (2). Remove spring disc (3). Remove steel balls (4) and springs (5). Clean base plate (1) and other components.
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Inlet valve rotator
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2.7 25
Manual Wrtsil 26
8 Check components on wear and damage. Renew the entire unit in case a single component is worn. 9 During first running of the engine after maintenance check if the valve rotator revolves. 3 1 7 5 4
2 Fig. 2.7 20 Inlet valve rotator
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2.7 26
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Fig. 2.7 21 Removing/mounting of valve spring washer
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9612ZT947
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Removing/mounting the valve spring washer of the valve rotator After removal of the valve rotator, the spring, valve and spring disc can be removed/mounted with tool 9612ZT947. Turn tool and spring disc counter clockwise for removal and clockwise for mounting.
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Manual Wrtsil 26
2.7.4.2.
Exhaust valve rotator
Maintenance of valve rotator 1 After removal valve collets (7), take off rotator top drive unit consisting of spring disc (9), axial bearing (10), circlip (11) and valve disc (8), see fig. 2.7 22 . 11 8 10 7
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10 Check the axial bearing (10) for wear.
5 Take the bottom drive unit in parts by removing circlip (12). Be careful as small springs, pawls and cylindrical pins, being part of the freewheel, can fall out of the assembly. 6 7 Clean all parts from sludge and possible carbon. Check that oil grooves are open and free of sludge.
8 Inspect the top drive unit and special the helical groove in the cylindrical part of the valve disc on wear, corrosion and fretting. 9 Check the condition of the steel balls (13) in the bottom drive section sliding in the helical grooves of the top drive section. 11 Check the freewheel parts on wear and scoring. 12 Replace damaged or worn parts of the valve rotator.
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Fig. 2.7 22 Exhaust valve rotator 2 3 4 Remove the valve. Remove bottom drive section (14) from ring (15). Take the top drive unit in parts by removing circlip (11).
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13 14 12 15 2.7 27
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Manual Wrtsil 26
13 Replace the entire top or bottom section in case a single component is worn. 14 Assemble parts with clean engine oil. Don't use grease. 15 Before mounting on the cylinder head check the working of the freewheel drive, the free sliding of top in bottom section and the frictionless rotation of the axial bearing. 16 During first running of the engine after maintenance check if the valve rotator revolves.
2 Turn tool and ring counter clockwise for removal and clockwise for mounting.
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2.7 28
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Fig. 2.7 23 Removing/mounting ring bottom drive section
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9612ZT956
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Clipon tool 9612ZT956 according fig. 2.7 23 onto ring (15).
After removal of the exhaust valve rotator top side drive section and exhaust valve, ring (15) can be removed/mounted with tool 9612ZT956.
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Removing/mounting the valve spring washer of the valve rotator
Manual Wrtsil 26
2.7.5.
Injector sleeve
2.7.5.1.
Maintenance
One of the possibilities to reface the seal is to lap the surface with a fine grinding compound in combination with grinding tool 9612ZT962.
9612ZT962
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Fig. 2.7 24 Grinding of seal cylinder head with injector Avoid grinding compound in excess that possible will drop onto the piston. From time to time remachine the grinding surface of tool 9612ZT962 to obtain a flat grinded surface in contact with the sealing washer of the injector.
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2.7 29
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Every time an injector is extracted from the cylinder head the sealing surface at the bottom of the cylinder head has to be cleaned and inspected to be sure of a gas tight sealing against the high combustion pressures.
Manual Wrtsil 26
2.7.5.2.
Extracting injector sleeve
1 Place cylinder head on a side and fit bottom part of extractor 9612ZT932 in injector sleeve, see figure, take care the extractor fits well in the groove of the sleeve top side. 2 3 Place distance sleeve and connect extractor top side. Remove sleeve by slowly jacking.
9612ZT932
2.7 30
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Fig. 2.7 25 Extracting injector sleeve
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Note!
Maximum pressure hydraulic jack 600 bar.
Manual Wrtsil 26
2.7.5.3.
Mounting injector sleeve
1 Clean and degrease injector sleeve and injector sleeve recess in cylinder head. 2 3 Heat cylinder head till 90_C. Cool injector sleeve till 50_C.
4 Apply sealing compound at outer circumferences of the sleeve in contact with the cylinder head. Remove sealing compound in excess. 5 Place sleeve on tool 9612ZT946 and insert sleeve into cylinder head. 6 Tighten nut (1) and keep sleeve compressed in cylinder head during at least 5 min. 9612ZT946
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1 Fig. 2.7 26 Mounting new injector sleeve
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2.7 31
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Manual Wrtsil 26
2.7.6.
Indicator cock and Safety valve

Indicator cock Each cylinder head is provided with an indicator cock (1), see fig. 2.7 27 . The inside construction is such that pressure in the cylinder closes the valve. Consequently the force needed to close the valve is relatively low. 1 Before starting the engine close the indicator cocks with just enough force to bring the sealing surfaces together. The cylinder pressure will further close the cock. 2 After an engine stop open the indicator cocks only half a turn. 3 Avoid inadvertent tightening during measuring cylinder pressures. 4 Add high temperature resistant lubricant (up to 1000C) to spindle threads when it gives friction. 5 Always use tool 9612SW510 to open and close the indicator cocks (1), see fig. 2.7 27 .
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Fig. 2.7 27 Indicator cock / safety valve 2.7 32
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Safety valve Each cylinder head is provided with a spring loaded safety valve (2). This valve emits an alarming sound at excessive cylinder pressures. The blowoff pressure is stamped in top of the valve. If safety valves during operation are leaking, replace at once. Mount the valve with a high temperature resistance lubricant. ooooo
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1 2
Camshaft and Valve Drive
Manual Wrtsil 26
2.8. Camshaft and Valve Drive
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2.8 1
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Manual Wrtsil 26
2.8.1.
Camshaft driving gear

The camshaft is driven by the crankshaft through gear wheels. The gearing consists of a split gear wheel (1) on the crankshaft, an intermediate gear wheel (2) and a camshaft gear wheel (3), see fig. 2.8 1 . The camshaft rotates in the same direction as the crankshaft at half the speed.
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1 Fig. 2.8 1 Gearwheel drive camshaft 2.8 2
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Manual Wrtsil 26
The camshaft is assembled of camshaft sections (4) and camshaft journals (5) which are connected by bolts (6), see fig. 2.8 2 .The camshaft sections are per camshaft identical. Each cylinder has its own camshaft section in which is integrated the fuel, exhaust and inlet cam. The camshaft journals are not identical in relation to the position of the locating pins (7) on both sides of the camshaft journal. The position of the locating pins determine the firing order.
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Fig. 2.8 2 Camshaft At the driving end of the camshaft an axial bearing is located consisting of two equal bearing bushes with collar (8), see fig .2.8 2 . For the correct position and part number of the camshaft journals consult the parts catalogue. For lubrication of camshaft and camshaft drive see chapter 1.2. For maintenance background information, safety aspects, intervals, tolerances, inspections, and torque spanner instructions, see chapter 2.4.
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2.8 3
It is therefore that the camshaft journals have to be remounted to their original position or replaced by a similar camshaft journal.
Manual Wrtsil 26
2.8.1.1.
Crankshaft gear wheel
The crankshaft gear wheel consists of two parts (9) connected together with bolts (10) and to the crankshaft flange with bolts (11) see fig. 2.8 3 . The crankshaft gear wheel can be changed part by part.
Fig. 2.8 3 Crankshaft gear wheel
Inspection camshaft driving gear Inspect the gear wheels, camshaft sections and camshaft journals according the maintenance schedule for clearance and possible wear, see chapter 2.4. Early detection and replacement of damaged parts will prevent serious damage.
2.8 4
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Manual Wrtsil 26
2.8.1.2.
Camshaft gear wheel
2.8.1.2.1. Removing of camshaft gear wheel
Warning!
Turning the crankshaft with disconnected camshaft can result in damaging of in and exhaust valves.
Remove speed pickup sensors out of camshaft gear wheel cover.
Remove the camshaft gear wheel cover.
6 Bar the crankshaft in TDC of cylinder number "1" and place proper markings on camshaft gear wheel and intermediate gearwheels.
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8 Apply tool 9612ZT377 on the remaining bolt. Separate journal male from camshaft gear wheel recess and check if locating pin (11) is free, see fig. 2.8 5 . 9 Remove the tool and the remaining bolt from the camshaft journal. 10 Remove crankcase cover of the gear wheel drive and place bracket of tool 9612ZT963 on studs of crankcase cover no.1, see fig. 2.8 4 . 11 Connect hinges of lever 9612ZT852 on suspension point of tool 9612ZT963. Check free swing of lever from vertical till horizontal and backwards. 12 Connect the lifting eye of tool 9612ZT852 to a chain block or crane. Check again full free swing of lever. 13 Connect gripping device (3) of tool 9612ZT852 to shaft section of camshaft wheel. If necessary adjust the height with eccentric shaft (1). 14 Secure position of tool 9612ZT852 to keep camshaft gear wheel assembly in position.
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7 Remove all connecting bolts (10) between camshaft gear wheel and journal completely except one bolt, see fig. 2.8 5 .
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4 Disconnect and remove booster and air bottle for access to camshaft end cover. Empty sump of actuator before disconnecting booster oil lines.
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2 Remove all cylinder head upper covers and take all rocker arm brackets from cylinder heads, see chapter 2.7.
Engage turning gear.
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2.8 5
Manual Wrtsil 26
3 Lifting eye 9612ZT852
15 Remove cover (4) for access to camshaft axial bearing, see fig. 2.8 5 .
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16 Remove bolts (6) and remove thrust disc (5).
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Fig. 2.8 4 Removing camshaft gear wheel
9612ZT377
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Fig. 2.8 5 Camshaft gear wheel
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1 2 9612ZT963
Manual Wrtsil 26
17 Remove bolts (7) to disconnect camshaft end journal (8) from camshaft gear wheel (9). 18 Place tool 9612ZT982 to disconnect end journal male out of camshaft gear wheel recess. Pull end journal a few cm outwards. See fig.2.8 6
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Fig. 2.8 6 End journal camshaft gear wheel 19 Slowly lower lever with camshaft gear wheel till horizontal position. Lift gear wheel by crane out of gripping device (3) see fig. 2.8 4
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9612ZT982 2.8 7
Manual Wrtsil 26
2.8.1.2.2. Mounting of camshaft gear wheel
1 Fit bracket 9612ZT963 against engine block. Install lever 9612ZT852 onto hinges of tool 9612ZT963. See fig. 2.8 4 . 2 3 Connect the lifting eye of tool 9612ZT852 to a chain block or crane. Check full swing of lever.
4 Place lever horizontal and mount camshaft gear wheel into gripping device (3) of lever. Tighten the bolts. 5 Lift lever with wheel till camshaft gear wheel rest into teeth of intermediate wheel. If necessary adjust the height with eccentric shaft (1). See fig. 2.8 4 .
Remove lever 9612ZT852 and bracket 9612ZT963.
2.8 8
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10 Tighten all bolts (10) according procedure prescribed in section 2.8.2.3. 11 Tighten all bolts (7). 12 Mount thrust disc (5) with bolts (6). 13 Check axial clearance, see chapter 2.4. 14 Mount end cover (4). 15 Check timing. 16 Mount all remaining parts in reversed order. 17 Dis-engage turning gear.
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Note!
As connection between crankshaft and camshaft still not exist, barring of crankshaft is only permitted within a few crankshaft degrees. 9 Bar crankshaft manually into the position till locating pin (11) fits into the locating pin hole, see fig. 2.8 5 , and bolts (10) can be inserted for connection with the camshaft journal.
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7 Slide end journal (8) against flange of camshaft wheel and turn in bolts (7), see fig. 2.8 5 . If necessary rotate eccentric shaft (1) of tool 9612ZT963 in lever hinge for lining camshaft wheel to end journal, see fig. 2.8 4 . Lock eccentric shaft position by bolts (2).
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6 Check if markings on camshaft and intermediate gearwheels are in line, see point 6 of section 2.8.1.2.1.
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Manual Wrtsil 26
2.8.2.
Camshaft
2.8.2.1.
Maintenance
2.8.2.2.
Removing camshaft section and journal
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2 Turn the inlet and exhaust cam one by one in top and install tool 9612ZT924 to keep the inlet en exhaust tappet roller free from the inlet and exhaust cam , see fig. 2.8 7 .
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Camshaft section 1 Turn the fuel cam, of the camshaft section to be removed, in top and install tool 9612ZT925 to keep the fuel pump tappet roller free from the fuel cam, see section 2.9.2.1.
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Fig. 2.8 7 Tappet assembly inlet / exhaust
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9612ZT924 2.8 9
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Inspect the camshaft according maintenance schedule, see chapter 2.4. Make visual inspections of cams, tappets and rollers. A camshaft section has to be replaced when the cam surface profile is damaged. Early detection can prevent a serious damage.
Manual Wrtsil 26
3 Remove by means of spanner 9612ZT560 and bit of torque spanner set 9612ZT558, all bolts on both sides of the camshaft section concerned, except the bolts (1) and (2) in the upper part of the camshaft section and two bolts at the lower part. Loosen these four bolts 3 full turns. See fig. 2.8 8 . 1 2
Fig. 2.8 8 Camshaft section and journal 4 Place tool 9612ZT377 onto the lower bolt nearest to the locating pin (3) extend the tool so far that the locating pin is just free and the camshaft section is loose from the journal. See fig. 2.8 9 . Repeat this procedure on the other bolt nearest to locating pin (4).
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Fig. 2.8 9 Separating camshaft section from journal
2.8 10
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9612ZT377
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Manual Wrtsil 26
5 Install tool 9612ZT985 against the camshaft casing, see fig.2.8 10 and adjust lever against the camshaft section.
9612ZT985
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8 Install tool 9612ZT853 against the camshaft casing, see fig. 2.8 11 . Slide the journal out of the bearing bush onto this tool and to the outside of the engine.
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Removing camshaft journal Before removing the camshaft journal first remove the camshaft sections at both sides of the journal according previous description.
Fig. 2.8 11 Sliding out camshaft journal
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7 The camshaft section is now fully resting on the lever and can be moved to the outside. Use sling and crane to lift the camshaft section.
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6 Fine adjust lever of tool 9612ZT985 with bolt (2), see fig. 2.8 10 for free turning out the remaining bolt from the camshaft journal.
9612ZT853
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Fig. 2.8 10 Tool for camshaft section
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2.8 11
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Manual Wrtsil 26
2.8.2.3.
Mounting camshaft section and journal
Warning!
Not all camshaft journals are identical! Before mounting, check the parts catalogue for correct location of camshaft journal.
Camshaft journal
5 Install tool 9612ZT985 against the camshaft casing, see fig. 2.8 10 . Place camshaft section onto tool. 6 Move camshaft section inside and turn camshaft till the locating pin on one side fits into the locating pin hole. Fit all the bolts at one side of the camshaft section. Tighten the bolts handtight to fit the locating pin in the journal completely, see fig. 2.8 8 . 7 Fit some bolts into opposite flange connection and carefully tighten the bolt nearest to the locating pin to make the locating pin to fit. 8 Use spanner 9612ZT560 and bit of torque spanner set 9612ZT558 to tighten all the bolts at both flange connections hand tight. 9 Use torque spanner with bit to tighten all bolts to the torque setting of the first step, see 2.4.4.7. Mark the position of the bolt with e.g. a felt marker. 10 Check with feeler gauge 0.05 mm that no clearance exist in between the flange connections. In case of clearance both connections must be loosened and inspected.
2.8 12
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Camshaft section 4 Clean the camshaft section internal and external.
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3 Clean and lubricate the bearing bush with engine oil. Apply tool 9612ZT853 and mount the journal, see fig. 2.8 11 .
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2 Clean journal and the threaded holes. Check if the locating pin holes are not damaged. Check if the lube oil supply bores are clean.
1 Inspect if the bearing bush is free from damage. For inspection and mounting of bearing bush see chapter 2.5.
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Manual Wrtsil 26
11 Tighten all bolts to torque setting, see section 2.4.4.7. according following sequence: In vertical direction 5 bolts at each flange connection. Bolts on setting to be marked by felt marker. Turn camshaft approx. 180_ and fasten next set of 5 bolts at each flange connection. Bolts on setting to be marked. Turn camshaft approx. 90_ and fasten 5 bolts at each connection. Bolts on setting to be marked.
13 Remove tappet roller tools 9612ZT924 and 9612ZT925.
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14 Start lubricating oil pump and check journals and tappet rollers are lubricated.
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Turn camshaft 180_ and fasten 6 remaining bolts at each flange connection. 12 Check by the marks if all bolts are fastened.
2.8 13
Manual Wrtsil 26
2.8.3.
Valve drive mechanism

The valve drive mechanism consists of two tappet assemblies, push rods and valve lifting gear. Tappet assembly The tappet assembly consists of a tappet guide (1) with tappet (2) for inlet as well for the exhaust, connected on the engine block, see fig. 2.8 12 . The tappets are of the plunger type and follow the cam profiles and transfer the vertical movement by push rods to the valve lifting gear Valve lifting gear The valve lifting gear consists of a bracket (11) with a frozen in rocker arm shaft (15) and rocker arms (10) secured by a locking ring (16). The rocker arm operates via bridge piece (12) the in- and exhaust valves.
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10 15 16 11
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2 1 4 6 75 Fig. 2.8 12 Tappet assembly and valve lifting gear
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2.8 14
Manual Wrtsil 26
2.8.3.1.
Removing valve drive mechanism
Note!
Mark parts properly before removing.
2 Turn crankshaft in TDC at firing for cylinder concerned. Inlet and exhaust rollers are now on base circle (push rods can rotate freely). 3 Remove bolts (13) and lift rocker arm bracket (11) with the use of eyebolt M16 (14) from cylinder head, see fig. 2.8 13 . 4 Remove push rods and push rod protecting sleeves.
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Bracket of valve lifting gear 1 Remove cover from hot box and camshaft and remove cover from the cylinder head concerned.
17 12
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Fig. 2.8 13 Valve lifting gear Tappet assembly 5 Place tool 9612ZT924 inside the 2 holes in tappet guide for inlet and exhaust to keep tappet roller lifted, see fig. 2.8 7 . 6 Disconnect tappet roller assemblies by removing bolts (3), see fig. 2.8 12 . Lift tappet roller assemblies out of cylinder block.
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2.8 15
Manual Wrtsil 26
Roller and shaft 8 Take care for proper marking of all parts. 9 Remove tool 9612ZT924 and slide out tappet (2), push spring loaded locking pin (4) fully into shaft (5), push shaft out off roller and remove roller (6) and bearing bush (7), see fig. 2.8 12 .
2.8.3.2.
Inspection of valve lifting gear
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Pivots 2 Inspect running surfaces of pivoting points (18) in rocker arms (10) and from valve adjuster (17), see fig. 2.8 14 .
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Rocker arm 1 Clean rocker arms and rocker arm shaft and measure for wear. After cleaning check oil channels. Refer to chapter 2.4. for clearance and wear limits.
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Fig. 2.8 14 Valve lifting gear
2.8 16
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17 10 15 16 11
Manual Wrtsil 26
Tappet assembly 3 Clean and inspect all parts of tappet assembly for wear. Check if oil channels are open. 4 Measure diameters of bore and shaft. Replace parts outside the tolerance, see chapter 2.4. Push rods 5 Clean and inspect running surfaces of the pivots. 6 Check if the push rods are straight.
Fit tappet roller lifting tool 9612ZT924, see fig. 2.8 7 .
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9 Check if the contact faces of the valve lifting gear and the cylinder head are clean. 10 Align the pivot of valve adjuster (17) to the centre of the topside of the bridge pieces (12), see fig. 2.8 13 , fit bolts (13) and tighten the bolts to the correct torque. See chapter 2.4. Take care, rollers are resting on base circle before mounting valve lifting gear. 11 Check free movement of rocker arms. 12 Check and adjust valve clearances according chapter 2.7. and check lubrication. Mount covers and hot box shields.
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5 Place tappet assemblies in cylinder block and fit bolts (3). See fig. 2.8 12 . 6 7 8 Remove tappet roller lifting tool 9612ZT924. Slide push rod protecting sleeves from top side down. Insert both push rods.
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3 Check if lube oil channels in cylinder block are clean. Fit new Orings (8) and (9) before mounting.
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2 Slide tappet roller shaft (5) together with tappet roller (6) and bearing bush (7) into tappet (2), observing spring loaded pin (4) fits into the corresponding hole of the tappet roller, see fig. 2.8 12 .
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Lubricate parts of tappet assembly with clean engine oil.
2.8.3.3.
Mounting valve drive mechanism
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2.8 17
Manual Wrtsil 26
2.8.4.
Actuator drive
The actuator is driven by a separate drive unit with helical gear wheels (1) and (2). The drive unit is driven by the camshaft gear wheel. The actuator is mounted on the drive unit and connected to the drive shaft through a serrated connection (3).
Fig. 2.8 15 Actuator drive
Warning!
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Pressurized oil is supplied through drillings in the drive unit for lubrication of the the bearings, the helical gear wheels and the gear wheel drive. Maintenance Actuator drive maintenance exists mainly of inspection of: 1 2 3 4 Radial and axial clearances of bearings. See chapter 2.4. Backlash and condition of gear wheels. Oil supply to bearings and gear wheels. Condition of serrations of actuator drive shaft and coupling sleeve.
If helical gear wheels are damaged, both gear wheels have to be renewed as a set. Special tools are necessary to adjust the gearwheels.
2.8 18
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Injection System
Manual Wrtsil 26
2.9. Injection System
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2.9 1
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Manual Wrtsil 26
Injection System
2.9.1.
High Pressure (HP) fuel pump

Each cylinder has his own HP fuel pump (1), see fig. 2.9 1 , which is connected by a shielded HP line (2) to the injector. The fuel pumps are of the mono-element and flow through type to ensure good performance. The pumps are completely sealed from the crankcase preventing fuel contamination. The fuel injection equipment and system piping are located in a hot box providing maximum reliability and safety. The fuel oil supply and return manifolds are integrated in the HP fuel pump brackets (4). Through line (7) lubricating oil is supplied for cooling of the injector. Each HP fuel pump is provided with an air operated stop cylinder (3) which will bring the fuel rack to zero position after control air is admitted .
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1 7 2 5 3
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Note!
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Fig. 2.9 1 HP fuel pump For maintenance background information, safety aspects, intervals, tolerances, inspections, tools and torque spanner instructions, see chapter 2.4.
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Injection System
Manual Wrtsil 26
2.9.1.1.
Removing HP fuel pump
Before removing the HP fuel pump take care the tappet roller (16) is resting on the base circle of the fuel cam (17), see fig. 2.9 7 . 1 2 3 4 Close the fuel supply to the engine. Drain engine fuel system, see section 1.1.4. Remove fuel drain line (5). To remove the HP fuel pipe (2), see section 2.9.4.
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6 Disconnect fuel rack (8) from the common fuel control rod (9) by removing nut (10) and connecting bolt (11), see fig. 2.9 2 .
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Remove the air line (6) to stop cylinder (3).
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Note!
The connecting pipe and HP fuel pipe must not be rotated with or against each other. Take care the locking plate remains tight.
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7
View A
Fig. 2.9 2 Fuel rack connection to common fuel control rod Disconnect HP fuel pump (1) by removing nuts (12), see fig. 2.9 1 .
8 Turn an eye bolt M12 into cover (9) and lift the HP fuel pump from the engine. See fig. 2.9 4 Carefully lift the HP fuel pump in centre line direction to avoid clamping of push rod top (15) in fuel pump bottom section, see fig. 2.9 7 . Cover immediately all openings with tape or plugs to avoid dirt admission.
2.9 3
Manual Wrtsil 26
Injection System
2.9.1.2.
Note!
HP fuel pump disassembling
HP fuel pump parts should be kept matched during overhaul. 1 2 Before dismantling clean the pump externally. Place the pump up side down.
Note!
Plunger (7) is spring loaded. See fig. 2.9 3 3 Before mounting tool 9612ZT971 turn the disc nut (1) half way down on pivot (2). See fig. 2.9 3 . 4 Mount tool 9612ZT971 with bolts (4)
Remove tool 9612ZT971.
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8 Remove spring disc (6), spring (5) and plunger (7) and turn pump into vertical position.
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Release spring (5) by turning nut (1) with hook spanner 9612ZT442.
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Fig. 2.9 3 Disassembling HP fuel pump
2.9 4
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4 1 2 3 6 7 5
5 Move pivot (2) down by turning the disc nut (1) with hook spanner 9612ZT442 till circlip (3) is free and the remove the circlip.
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9612ZT442
Injection System
Manual Wrtsil 26
12 11 13 14 18 19 21 20
8 15
9 10 16
25 26 29 29
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27 A 24 17 22 28 23 7
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Fig. 2.9 4 HP fuel pump 9 Remove bolts (8) and cover (9) and (10)), see fig. 2.9 4 .
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10 Remove main delivery valve (11) with spring (12) and constant pressure valve (13) with spring (14). 11 Put fuel rack (17) in zero position (0 mm), turn the pump up side down and remove control sleeve (23) together with support ring (28). 12 To remove the fuel pump barrel (16), remove the bolts (15) and place the synthetic driver 9612ZT225 against the bottom part of the barrel. With a few light hammer strokes the barrel comes free.), see fig. 2.9 5 . 13 To remove fuel rack (17) first disconnect stop cylinder (18) and piston (19). Take off plate (20) by removing bolt (21). Turn out guide plug (22) and pull out the fuel rack (17).
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2.9 5
Manual Wrtsil 26
Injection System
16
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9612ZT225
Fig. 2.9 5 Removing barrel
Note!
Note!
2.9 6
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2 Valves (11) and (13) should not be damaged. Valve (11) must slide easily in cylinder of barrel top. Valve (13) must slide easily in valve (11).
3 Check sealing of cover (10) with barrel (16). Sealing edges should be free of damages. 4 Check fuel control sleeve (23) on free moving on outside of barrel (16). Check sleeve on fretting. 5 Check condition of barrel (16) and plunger (7). Replace barrel and plunger if necessary or according to the maintenance intervals in chapter 2.4. The barrel and the plunger of the fuel pump are matched and machined to each other. Barrel and plunger may therefore not be exchanged with another barrel or plunger.
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Inspection 1 Check springs (12) and (14). Replace broken or damaged springs, see fig. 2.9 4 .
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Maintenance Inspect fuel pump according maintenance intervals in chapter 2.4. or earlier if performance requires.
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2.9.1.3.
HP fuel pump maintenance and inspection
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Protect parts against rust and dont touch plunger element surfaces with bare fingers. Keep pump element and pump barrel always matched as a pair. 14 For inspection, flush plunger and barrel in clean fuel and keep plunger inserted in the barrel.
Injection System
Manual Wrtsil 26
6 7 8
Check if channel hole in barrel (16) at 'A' is open. Check vertical fuel supply holes in pump body are clean and open. Check erosion plugs (29) and renew if necessary.
9 Check fuel rack (17) on wear. Fuel rack wear introduces unstable pump deliveries. 10 Check condition of spring (5)
2.9.1.4.
Assembling the HP fuel pump
Apply new Orings (24) and (25) with silicon grease on barrel.
5 Insert barrel in pump body (26). Position of barrel in pump body is determined by a dowel pin at top. Fit the bolts (15). 6 Place pump body in a bracket to tighten bolts (15) in steps of 25Nm crosswise to required setting, see chapter 2.4.4.8.
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7 Tighten bolts (8) in steps of 10Nm crosswise to required setting, see section 2.4.4.8. and check if top side of barrel (16) and cover (9) are parallel ( tolerance // 0.3 mm ). 8 Release and retighten bolts (8) in one turn and one by one to the required setting. 9 Turn fuel pump up side down. Oil and insert fuel rack (17). Avoid sliding out of rack by fitting guide plug (22). 10 Oil and insert the fuel control sleeve (23) with the fuel rack in the zero position (0 mm). The control sleeve is at the serration provided with a pin (27). This pin has to fit into a recess of the fuel rack. 11 Move the fuel rack in mid position and place support ring (28). 12 After oiling of the plunger insert the plunger (7), the spring (5) and hook the spring disc (6) to the plunger. The protruding vanes at both sides of the plunger lower side have to slide into the grooves of the control sleeve. To make this easy going move at the same time the fuel rack to and fro.
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Note!
To prevent leakage always renew cover (10) and bolts (8), see fig. 2.9 4 3 Place a new cover (10), cover (9) and new bolts (8).
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2 Reinstall spring (14), constant pressure valve (13), main delivery valve (11) and spring (12) into barrel (16), see fig. 2.9 4 .
1 Wash the components in absolutely clean diesel oil and lubricate the internal parts with clean engine oil. During handling of the injection equipment components, keep your hands absolutely clean and greased with oil.
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2.9 7
Manual Wrtsil 26
Injection System
13 Use tool 9612ZT971 to compress spring (5) and fit circlip (3), see fig. 2.9 3 . 14 Release slowly the spring compression, remove the tool and check if the fuel rack moves easily in the pump housing. 15 Mount stop cylinder to fuel rack and test working of stop cylinder with service air. 16 Check if the position of the stop block corresponds with the value mentioned in the testbed protocol.
Note!
2.9.1.5.
HP fuel pump adjustment
Note!
2.9 8
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Checking the fuel pump drive 1 Remove the HP fuel pump. See section 2.9.1.1. 2 Make sure the HP fuel pump bracket is properly mounted and no clearance exists between bracket and engine block. 3 Remove the camshaft cover and check if the fuel cam roller (16) rests on the base circle of the cam (17), see fig. 2.9 6 . 4 Push the push rod (15) completely down and measure distance "X" The top of push rod (15) is lower than the upper surface of the HP fuel pump bracket (4). 5 Check distance "X", see section 2.4.5. fig. 2.4 40 . 6 If distance "X" is out of range, see section 2.9.2.4. and section 2.9.2.5.
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Checking of the injection timing is always necessary after major components have been replaced, e.g. HP fuel pump element, pump drive, camshaft section or some maintenance has been done on gears, especially to the intermediate gear.
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The injection timing is determined by the moment the top of the plunger is in line with the top of the suction holes of the plunger housing The timing may deviate due to manufacturing tolerances in pumps, cams and drive. To obtain the best possible performance of the engine it is important that the injection timing is in accordance with the test bed protocol. See test records.
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Unless the HP fuel pump is immediately mounted on the engine, oil it well before storage. All openings in the pump house should be well covered by plastic caps or tape.
Injection System
Manual Wrtsil 26
9622DT275
4 15
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Fig. 2.9 6 HP fuel pump adjustment
2.9.1.6.
Before mounting the HP fuel pump, take care the HP fuel pump to be mounted is ready for use. This means pump internals are correct and clean assembled, fuel rack index is calibrated and measurement 'X', see section 2.9.1.5., is within the tolerance. 1 Clean the HP fuel pump from preservation oil and check the fuel rack moves easily. 2 Carefully clean bottom side of the fuel pump base part and support surfaces.
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16 17
HP fuel pump mounting
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2.9 9
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Checking the fuel injection timing 7 Starting point is that measurement "X" is within tolerance and the tappet roller (16) rests on the base circle of the fuel cam (17). 8 Place dial gauge 9622DT275 according fig. 2.9 6 on top of the fuel pump bracket (4) with the contact point of the dial gauge on top of the push rod (15) and set dial gauge at zero. 9 Turn the crankshaft in direction of rotation till the mark on the flywheel indicates the injection moment mentioned in the test bed protocol. 10 Dial gauge reading should indicate a lift of the push rod of 4.5 mm with a tolerance of 0.1 mm. (This is the point where the effective pressure stroke of the fuel pump starts).
Manual Wrtsil 26
Injection System
3 Place new Orings (13) with silicon grease in the recesses of the fuel supply and fuel return in the bracket top surface and place a new Oring (14) at the bottom side of the pump base. See fig. 2.9 7 .
15
17
Fig. 2.9 7 Fuel pump bracket
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Tighten bolts (12) according settings, see section 2.4.4.8.
Note!
The connecting pipe and HP fuel pipe must not be rotated with or against each other.
2.9 10
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7 Mount fuel drain line (5) and air line (6) to the stop cylinder (3), see fig. 2.9 1 8 9 Connect fuel rack to common fuel control rod. See fig. 2.9 2 . Rotate the common fuel control rod and check if :
All the fuel pump racks follow the rod movement.
All the fuel pump rack readings are equal. The maximum allowable difference between the fuel pump racks is 1 mm. 10 Open the fuel supply and discharge lines to the engine and circulate the fuel for some time to vent the system. Turn simultaneously the crankshaft.
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To mount the HP fuel pipe (2), see section 2.9.4.
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4 Carefully lower the HP fuel pump in the centre line direction onto the bracket to avoid damage of the Oring (14).
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13 14
12
Injection System
Manual Wrtsil 26
2.9.2.
Fuel pump bracket

The fuel pump brackets (4) are each interconnected by pipe sections (18) for the fuel supply (19) to and return (20) from the pump (1). In top of the brackets two small drillings (21), each surrounded by an Oring (13), are connected to the internal fuel supply (19) and return (20) of the fuel pumps. These drillings are restrictions to damp the chock pulses generated after the pump plunger releases the compressed HP fuel. The fuel pump bracket (4) is also a guidance for the fuel pump tappet (37) and push rod (15).
21 13
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18 19 20
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18 24 26 27 28 Fig. 2.9 8 Fuel pump bracket
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The fuel pump bracket (4), near end cover (22), is provided with an internal pipe section (23) see fig. 2.9 8 .
2.9 11
Manual Wrtsil 26
Injection System
2.9.2.1.
1 2 3
Removing fuel pump bracket
Close the fuel supply to the engine. Drain the engine fuel system, see section 1.1.4.. Remove HP fuel pump, see section 2.9.1.1.
4 Disconnect the lube oil line (7) from the pump bracket to the cylinder head, see section 2.9.1. fig. 2.9 1 5 Slide circlip (24) of the pipe sections concerned backwards, see fig. 2.9 8 . 6 Slide the pipe sections concerned into the brackets, see fig. 2.9 8 .
Note!
When the fuel pump bracket (4) next to the end cover (22) has to be removed, first remove the adjacent fuel pump bracket with the pipe sections (18). Next shift the internal pipe sections (23) of the bracket out of the end cover (22). 7 Turn camshaft till tappet roller (16) is on top of fuel cam (17) and fit locking tool 9612ZT925. See fig. 2.9 9 .
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25
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30 A
30
25
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9612ZT925 AA
16
Fig. 2.9 9 Fuel pump bracket 8 Turn camshaft till tappet roller (16) is free from fuel cam (17). See fig. 2.9 7 . 9 Remove positioning bolt (25), see fig. 2.9 9 .
2.9 12
Injection System
Manual Wrtsil 26
10 Fit lifting tool 9612ZT961 to the fuel pump bracket, see fig. 2.9 10 . 11 Lift fuel pump bracket out of engine block. 12 Cover all holes against dirt penetration. For inspection of the fuel pump bracket see section 2.9.2.5.
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Fig. 2.9 10 Lifting fuel pump bracket
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9612ZT961 2.9 13
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Manual Wrtsil 26
Injection System
2.9.2.2.
Note!
Mounting fuel pump bracket
If the fuel pump bracket next to the end cover has been removed, start the mounting procedure with this bracket. 1 Clean the fuel pump bracket (4) and pipe sections (18).
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31 32 15 37 29 16 17
2.9 14
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Fig. 2.9 11 Fuel pump bracket 6 Insert the two pipe sections (18), provided with circlip (24), not yet fitted in the groove, into the bracket (4), see fig. 2.9 8 . 7 Turn the camshaft till the tappet roller (16) rests on the base circle of the fuel cam (17). See fig. 2.9 11 .
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5 Renew and lubricate Oring (29) with silicon grease, see fig. 2.9 11 .
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2 Check with service air if the lube oil channels in the bracket are open. 3 Replace sealing rings (26), (27) and guide ring (28) at both sides of the pipe sections (18). See fig. 2.9 8 . 4 Make sure locking tool 9612ZT925 is installed. See fig. 2.9 9
Injection System
Manual Wrtsil 26
8 Clean bottom side fuel pump bracket and and top side of cylinder block. Take care of presence of dowel pin (30). Renew the O-ring between engine block and bracket and lower bracket onto the clean engine block, see fig. 2.9 9 . 9 Fit the positioning bolt (25), see fig. 2.9 9 and set the bolt to the right torque, see section 2.4.4.8. . 10 Turn fuel cam into top, remove locking tool 9612ZT925. 11 Turn camshaft till tappet roller (16) rests on the base circle of the fuel cam (17), see fig. 2.9 11 .
13 Check the sealing set (31+32) of the fuel pump push rod. Renew if necessary, see section 2.9.2.3. for the procedure. 14 Push the push rod (15) completely down and measure distance "X" Top of push rod (15) is lower than upper surface of bracket (4), see fig. 2.9 6 . 15 Check distance "X", see section 2.4.5. fig. 2.4 40 . 16 If distance "X" is out of range, see section 2.9.2.4. and section 2.9.2.5.
18 Mount the lube oil line (7) from the pump bracket to the cylinder head, see section 2.9.1. fig. 2.9 1 20 Open fuel supply, circulate fuel over the engine and check for fuel leaks.
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Do not run the engine with tool 9612ZT925 mounted.
2.9.2.3.
To keep the fuel pump bottom side separated from the camshaft space the fuel pump push rod passage is sealed by a sealing set consisting of an Oring (31) and a scraper ring (32), see fig. 2.9 11 . Mounting push rod sealing set 1 Clean and inspect the sealing ring recess.
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19 Mount the HP fuel pump, see section 2.9.1.6.
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17 Slide pipe sections in place and lock pipe sections with circlip (24), see fig. 2.9 8 .
Renewal sealing set push rod
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12 Make sure the HP fuel pump bracket is properly mounted and no clearance exists between bracket and engine block.
2.9 15
Manual Wrtsil 26
Injection System
2 Lubricate the Orings (31) of the sealing set with silicon grease and insert them in the recess, see fig. 2.9 11 . 3 Fit the scraper ring (32) onto penetrator (33) and lubricate the scraper ring with silicon grease. Take care of the correct scraper ring position on penetrator, see fig. 2.9 12 . 4 Place conductor (34) firm onto the bracket top side and slide the penetrator into the conductor till the end. The compressed scraper ring will expand into the recess. 5 Retract the penetrator (33). 6 Provide the expander (35) with silicon grease and slide the expander through the mounted scraper ring (32) to widen the diameter till normal.
Install the fuel pump push rod (15).
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35 9612ZT953
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33
36
Fig. 2.9 12 Mounting push rod seal set
2.9 16
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33 34
7 After the scraper ring is mounted place plug (36) into the penetrator (33) and restore the tool set in the toolbox.
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Injection System
Manual Wrtsil 26
2.9.2.4.
Inspection of fuel pump push rod
The connection between the fuel pump tappet (37) and fuel pump plunger is made by the fuel pump push rod (15), see fig. 2.9 11 . Due to machining tolerances in components between the fuel pump tappet and the fuel pump plunger, the push rod lengths vary from one to another. During maintenance the push rods should be provided with the cylinder unit number and not be interchanged. A new push rod should be machined to the correct length at the smallest end.
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9612ZT547
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Note!
Fuel pump push rods are precision ground to the exact length for each individual pump bracket. Do not interchange these push rods. For determination of length of fuel pump push rod (15) take care that the tappet roller (16) rests on the base circle. Take the push rod out and place depth gauge 9612ZT547, see fig. 2.9 13 . The depth gauge reading minus 1 mm gives the exact length of push rod to be installed. If 'X' is not within tolerance inspect the concerned parts for wear. For tolerance see section 2.4.5, fig. 2.4 40 .
Fig. 2.9 13 Depth gauge for push rod
16
2.9 17
Manual Wrtsil 26
Injection System
2.9.2.5.
Inspection of fuel pump tappet
1 Remove the fuel pump bracket from the engine according to section 2.9.2.1. 2 Remove the push rod out of the fuel pump bracket.
3 Place the bracket up side down on the base plate of tool 9612ZT960, see fig. 2.9 14 and connect the jack 9612ZT341 of tool 9612ZT960 to the hydraulic pump 9612ZT955.
9612ZT341
9612ZT960
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2.9 18
Fig. 2.9 14 Assembling tool fuel pump bracket
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4 Compress the fuel pump tappet spring and remove the locking tool 9612ZT925, see fig. 2.9 9 . 5 Slowly release the jack pressure till the fuel pump tappet spring is fully expanded. 6 The fuel pump tappet assembly can be taken out of the bracket.
7 Press locking pin (38) to slide shaft (39) out of the fuel pump tappet and the tappet roller. See fig. 2.9 14 . 8 Clean and inspect all parts for wear.
9 For assembling of the fuel pump bracket, assemble in reversed way. Do not forget to replace spring discs (40) during assembling of bracket unit. 10 Place the locking tool 9612ZT925, see fig. 2.9 9 .
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38 39 40
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Injection System
Manual Wrtsil 26
2.9.3.
Fuel injector
HP fuel (1) enters the injector holder sideways delivered through the connecting piece, see fig. 2.9 15 . Spill fuel (4), passing the injector needle, escapes along the holder and the connecting piece through a hole in the cylinder head at (4). Leaking combustion gases, passing the sealing between the sealing surface in the cylinder head and the injector tip, will escape together with the spill fuel at (5). The injector tip is cooled by lubricating oil supplied by the engine lubrication system. The oil enters the injector at (2) and after cooling the injector tip it leaves at (3) at top of the injector. Afterwards the oil runs down to the crankcase. An Oring is fitted around the injector to avoid lube oil leaking downwards the injector holder.
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3 4 5
2 1
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Fig. 2.9 15 Cylinder head with injector
2.9 19
Manual Wrtsil 26
Injection System
2.9.3.1.
Fuel injector maintenance
Follow the injector maintenance schedule or overhaul the injectors when engine performance gives indication of poor injection (large deviation from normal exhaust gas temperature etc.). See chapter 2.4.
2.9.3.2.
1
Fuel injector removing
Remove the cylinder head cover and the HotBox cover.
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Warning!
2.9 20
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Note!
The connecting pipe and HP fuel pipe must not be rotated with or against each other. Take care the locking plate remains tight.
2 To remove the HP fuel pipe (2) and the HP connecting pipe (3), see section 2.9.4.
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Fig. 2.9 16 Fuel injector in cylinder head
Dont start engine lubrication when an injector is removed from cylinder head. Lubricating oil may uncontrolled enter top of piston.
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6 7 8
Injection System
Manual Wrtsil 26
Remove nuts (6), distance sleeves (7) and gland (8), see fig. 2.9 16 .
4 Extract injector with tool 9612ZT178 or with tool 9612ZT931 in case the injector is too tight in the injector sleeve.
Note!
Check if the sealing washer (20) is present on the injector tip (15), if not remove it from the cylinder head. See fig .2.9 18 . 9612ZT178 9612ZT931
Fig. 2.9 17 Extracting fuel injector
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Cover all injector holes and cylinder head against dirt. Cover fuel discharge of HP fuel pump.
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2.9 21
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Manual Wrtsil 26
Injection System
2.9.3.3.
Fuel injector overhaul
1 Inspect the nozzle on carbon deposits. This may indicate poor nozzle condition or broken spring. 2 Test injector with test equipment 9612ZT934 on fuel spray pattern and opening pressure before dismantling. See section 2.9.5. 3 Clean injector holder, except the nozzle, externally with a brass wire brush and diesel fuel.
9 10
21 C E
11
13
14 17 19 16 15
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5 Remove adjusting plug (10) with tool 9612ZT187, pivot (11), guide screw (12), spring (13) and spring disc (14), see fig. 2.9 18 . 20
2.9 22
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4 Remove locking plug (9) with spanner 9650ZT108. Measure distance 'B' as an adjustment reference, see fig. 2.9 18 .
Injection System
Manual Wrtsil 26
6 Place injector in holder 9612ZT978. For this handling the holder should be well clamped. See fig. 2.9 19
9622DT216 9612DT260
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9612ZT978
Fig. 2.9 19 Tools for loosening / tightening sleeve nut
Note!
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Carbon deposits can make it difficult to slide injector tip out off sleeve nut. In such a case place injector tip with sleeve nut on a soft support and knock injector tip out by using a piece of pipe. Never knock directly on injector tip, see fig. 2.9 20 .
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Fig. 2.9 20 Separating injector tip from sleeve nut
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7 Remove injector tip (15) from holder by turning off sleeve nut (16) with socket spanner 9612DT259 multiplier 9612DT260 and spanner 9622DT216.
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15 16
2.9 23
Manual Wrtsil 26
Injection System
Note!
Apply Molykote Grapid plus or NeverSeez Regular grade NS 42 B between contact surfaces D of sleeve nut and injector tip and on the thread. See fig. 2.9 18 .
Note!
2.9 24
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14 Turn on the sleeve nut (16) and tighten the nut to the correct torque using socket spanner 9612DT259 and torque spanner 9622DT216 in combination with multiplier 9612DT260 see fig. 2.9 19 . For torque settings see section 2.4.4.8. Calculate torque spanner reading according the conversion factor of the multiplier and see for torque spanner instructions section 2.4.3. 15 Insert spring disc (14), spring (13), guide screw (12), pivot (11) and turn in adjusting plug (10) to distance 'B'. 16 Check the injector condition with test equipment 9612ZT934. See section 2.9.5. 17 After adjusting the opening pressure, turn in the locking plug (9) with tool 9650ZT108, tighten the plug to the correct torque see section 2.4.4.8.
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8 Use a chemical carbon dissolving solution to clean injector tips. If such is not available immerse components in clean fuel oil, white spirit or similar to soak carbon. Clean parts carefully. Don't apply steel wire brushes or hard abrasive tools. Clean injector spray holes with needles provided for this purpose. Keep injector tips and needles matched. 9 Check following of injector tip and needle: Needle moves freely over full length. Needle moves freely within normal lifting range. Needle is not sticking. Injector tip is free from signs of cavitation. Spray holes of injector tip are open. Maximum needle lift 'A', see chapter 2.4.5. Replace injector tip if 'A' is out of limit. Cooling oil passage is free and clean. 10 Immerse parts in clean fuel oil or in a calibration fluid before inserting needle in injector tip. 11 Check following of injector holders: Sealing faces are clean between injector tip (15) and injector holder (17). Sealing face 'C' must be clean and undamaged. See fig. 2.9 18 . Cooling oil supply and discharge holes are free and clean. Fuel spill drain is free and clean. Condition Oring grooves 12 Check condition of spring and spring disc. 13 Place injector tip (15) over both dowel pins (19) onto injector holder. .
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Injection System
Manual Wrtsil 26
2.9.3.4.
Fuel injector mounting
Before mounting an injector check the injector condition with test equipment 9612ZT934 on opening pressure, spray pattern and nozzle needle leak. 1 Remove the old sealing washer (20) if still present (see fig. 2.9 18 ), from the sealing surface in the cylinder head and clean the injector sleeve. 2 Check the sealing surface in the cylinder head is clean. Apply a fine lapping compound on tool 9612ZT962 in case of irregularities. 4 Fit new Orings (21) with silicon grease onto the injector body and place the injector into the cylinder head. See fig. 2.9 18 . 5 Place the injector gland (8) and distance sleeves (7). Fasten the injector nuts (6) by hand and loosen half a turn. See fig. 2.9 16 6 Mount the HP connecting pipe (3), see section 2.9.4. 7 Fasten nuts (6) in steps of 10 Nm by torque spanner up till final setting, see section 2.4.4.8. 8 9 Tighten locking plate (5) see fig. 2.9 21 . Mount the HP fuel pipe (2), see section 2.9.4.
Note!
The connecting pipe and HP fuel pipe must not be rotated with or against each other. 10 Start engine lubrication and observe lubricating oil escaping at the top of the injector.
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Place a new sealing washer (20), see fig. 2.9 18 .
2.9 25
Manual Wrtsil 26
Injection System
2.9.4.
HP fuel pipe
The connection between HP fuel pump (1) and fuel injector (4) consists of a shielded HP fuel pipe (2) and a connecting pipe (3) mounted in the fuel injector (4), see fig. 2.9 21 . 2 1 6 3 4
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Fig. 2.9 21 HP fuel pipe
2.9.4.1.
Removing HP fuel pipe
Removing HP fuel pipe 1 Remove fuel drain line (5). See fig.2.9 1
Note!
In order to prevent leakages caused by damaged seating cones, the connecting pipe (3) and HP fuel pipe (2) must not be rotated with or against each other. Take care locking plate (5) remains tight. See fig. 2.9 21 .
2.9 26
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Injection System
Manual Wrtsil 26
2 Hold the connecting pipe (3) in the cylinder head in its position while loosening the sleeve nut of the HP fuel pipe (2) until there is no contact any more between the joint of HP fuel pipe and connecting pipe. Remove HP fuel pipe (2). Removing connecting pipe 3 Loosen and remove locking plate (5) from the cylinder head. 4 Turn the connecting pipe (3) out of the injector holder (4) with socket spanner 9612ZT255.
2.9.4.2.
Mounting HP fuel pipe
2 Fit a new O-ring (6) with silicon grease in the sealing groove of the connecting pipe (3).
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Note!
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Mounting HP fuel pipe 6 Set the HP fuel pipe simultaneously into the appropriate position to the pump and to the connecting piece connection. Turn both sleeve nuts manually onto the connections. In order to prevent leakages caused by damaged seating cones, the connecting pipe (3) and HP fuel pipe (2) must not be rotated with or against each other. See fig. 2.9 21 . 7 Tighten the sleeve nuts using crow foot spanner 9612ZT331 and torque spanner 9622DT215 till torque setting, mentioned in section 2.4.4.8. 8 Mount fuel drain line (5). See fig.2.9 1
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4 Place locking plate (5), do not tighten the bolts. If necessary first tighten the injector nuts, see section 2.9.3.4. 5 Tighten locking plate (5) to the cylinder head.
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3 Turn the connecting pipe in the injector holder (4) and use socket spanner 9612ZT255 with torque spanner 9622DT215 to tighten the connecting pipe at correct torque according section 2.4.4.8.
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Mounting connecting pipe 1 Before mounting check if from the HP fuel pipe (2) and connecting pipe (3) all seating cones '(A') as well as all the threads are clean and undamaged. Lubricate all the cones and the threads with e.g. Molycote.
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2.9 27
Manual Wrtsil 26
Injection System
2.9.5.
Testing of fuel injectors
Warning!
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Testing the opening pressure 1 Fill the pump reservoir with absolutely clean fuel if the injector is used directly or calibration fluid if the injector has to be stored although a filter is mounted in the reservoir.
2.9 28
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Fig. 2.9 22 Testing device fuel injectors 2 Connect the injector to the test equipment.
3 Before final tightening of the connecting line between the pump and the injector fill the connecting line with fuel and vent the air by a few pump strokes. 4 Tighten the connection. 5 Increase the pump pressure slowly and watch the manometer pressure on fuel spraying commencement. The opening pressure should be accurate within 10 bar. For openings pressure see section 2.4.5.1.
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Be careful in testing fuel injectors. Fuel jets are powerful and will penetrate skin and underlying skin layers and blood. Such an accident calls for direct specialistic treatment. Should this aid not be available disinfect affected part of body. However, it remains necessary to consult a specialist.
Injection System
Manual Wrtsil 26
Adjusting the opening pressure 1 Remove the locking plug (9) with spanner 9650ZT108, see fig. 2.9 18 . 2 Follow "Testing the opening pressure". 3 If necessary adjust the opening pressure by turning the adjusting plug (10) with tool 9612ZT187, see fig. 2.9 18 . 4 After adjusting the opening pressure, tighten the locking plug (9) with tool 9650ZT108 to the correct torque, see section 2.4.4.8. Checking the spray pattern 1 For protection of manometer close manometer valve.
Check uniformity of spray pattern.
Keep the pressure for about 10 seconds constant.
4 If drops appear the injector tip has to be cleaned internally or replaced. Repeat the test.
Note!
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Prevent that spill fuel from drain hole F reaches the injector tip. F
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3 Check the appearance of fuel drops on the injector tip. A slight wetting is acceptable.
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Checking the needle seat tightness 1 Increase the pressure to approximate 20 bar below the injector opening pressure.
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4 If spray pattern is not symmetrical impurities are obstructing injector spray holes. Repeat test after cleaning.
2 Hold a dry sheet of paper underneath nozzle and give pump a quick stroke with pump handle.
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2.9 29
Manual Wrtsil 26
Injection System
Checking the needle spindle tightness 1 Increase the injector pressure till approximate 20 bar below the opening pressure. 2 Check the time for a pressure drop of 200 bar. A pressure drop with a duration between 10...20 sec. is acceptable. A rapid pressure drop indicates excessive wear of the needle spindle and/or housing. The injector tip has to be replaced. 25 Seconds or more indicates a fouled spindle. Both, needle and injector tip have to be cleaned.
Note!
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2.9 30
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Only install satisfactorily tested fuel injectors in the engine or store them with the hole F and the nozzle tip closed by a plastic cap.
Annex A
Manual Wrtsil 26
3.1. Annex A
Internal systems/ Pipe arrangement

9998 ZT 169 9998 ZT 163 9998 ZT 167 9998 ZT 162 9998 ZT 165 Internal Fuel System Internal Lube Oil System Internal Start/Stop Air System Internal Cooling Water System Internal Charge & Exhaust Gas System
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3.1 1
Manual Wrtsil 26
Annex A
3.1 2
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Annex B
Manual Wrtsil 26
3.2. Annex B
Electrical documentation
9510 ZT 132 9510 ZT 294 9530 ZT 130 9530 ZT 157 Connection Diagram Connection Diagram Instrument Data List Code List
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3.2 1
Manual Wrtsil 26
Annex B
3.2 2
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INDEX
Manual Wrtsil 26
A
Actuator checking linkage, 1.6 7 mounting, 1.6 11 removing, 1.6 10 stop position check, 1.6 10 Adjusting, valve clearance, 2.7 14 Adjustments fuel delivery commencement, 2.4 111 nominal speed, 2.4 111 overspeed stop, 2.4 111 valve clearance, 2.4 111 Assembling, oil pump, 1.2 23 Automatic backflushing , lubricating oil filter, 1.2 32 Automatic backflushing filter, trouble shooting, 1.2 39 Axial clearance, thrust bearing, measurement, 2.6 4
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Axial thrust rings and thrust collars, inspection, 2.5 17
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Background information easy going nut, 2.4 71 genuine parts, 2.4 72 hydraulic tools and torque spanners, 2.4 71 locking fluids, 2.4 72 rolled thread, 2.4 71 studs, 2.4 71 Bank, Abank and Bbank, 0.0 3 BDC, 0.0 4
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BN, 1.2 8
Bearing 0bearing assembling, 2.5 17 inspection, 2.5 17 removing, 2.5 16 axial thrust rings, inspection, 2.5 17 big end bearing, removing, with mounted piston, 2.6 8 camshaft, inspection, 2.5 18 camshaft axial bearing bushes mounting, 2.5 21 removing, 2.5 19 camshaft bearing bushes mounting, 2.5 21 removing, 2.5 19 crankshaft axial locating, 2.5 15 main bearing assembling, 2.5 9 inspection, 2.5 9 removing, 2.5 3 thrust bearing, axial clearance measurement, 2.6 4 Booster, 1.6 4 Booster maintenance, governing system, 1.6 12 Bottom dead centre, 0.0 4
C
Camshaft, 2.8 9 Camshaft bearings, 2.5 18 Camshaft driving gear, 2.8 2 inspection, 2.8 4 Camshaft gear wheel mounting, 2.8 8 removing, 2.8 5 Camshaft journal mounting, 2.8 12 removing, 2.8 9, 2.8 11 Camshaft section mounting, 2.8 12 removing, 2.8 9 CCAI, 1.1 17 Centrifugal filter, 1.2 40 cleaning, 1.2 42 operation, 1.2 41
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Manual Wrtsil 26
INDEX
Charge air cleaning cooler stack, 1.5 11 cooler, 1.5 5 cooler stack, 1.5 6 cooler stack repairs, 1.5 12 internal system, 1.5 3 maintenance cooler, 1.5 9 multiduct, 1.5 14 operation system, 1.5 7 system, 1.5 4 Cleaning procedure compressor, 1.5 21 turbine, 1.5 23 Clockwise rotating, 0.0 3 Compressed air starter motor description, 1.3 6 general, 1.3 5 Condemming limits, lubricating oil main, 1.2 7 Condesate drain, charge air cooler, 1.5 7 Connecting rod description, 2.6 5 inspection and maintenance, 2.6 17 Connecting rod and piston assembling, 2.6 18 mounting into cylinder liner, 2.6 21 Cooling water, 1.4 2 additives, qualities, 1.4 4 control, 1.4 5 multiduct, 1.5 14 requirements, 1.4 3
Cylinder head, 2.7 2 inspection, 2.7 4 maintenance, 2.7 3 mounting, 2.7 8 removing, 2.7 4 Cylinder head studs, replacing, 2.5 23 Cylinder liner, 2.6 7 Cylinder pressure, maximum, 2.3 17
D
Derating conditions, 1.0 4 Designation of bearings, 0.0 6 of cylinders, 0.0 3 Dimensions and masses engine components, 2.4 122 main parts, 2.4 123
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Cooling water system cleaning, 1.4 18 flexible pipe connections, 1.4 17 maintenance, 1.4 18 venting, 1.4 19 Counterclockwise rotating, 0.0 3 Crankcase breathing system, 1.2 44 Crankcase safety valves, 2.5 24 Crankshaft deflections, 2.6 2 gear wheel, 2.8 4 Crankshaft axial locating bearing, 2.5 15 Crude oil, quality, 1.1 6
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Cooling water pump, 1.4 12 maintenance, 1.4 14 renewal seals, 1.4 13
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DMX, DMA, DMB, DMC, 1.1 8 Draining, fuel system, 1.1 19 Driving end, 0.0 3 Driving unit description, 2.6 5 disassembling, 2.6 15 mounting, 2.6 22 removing, 2.6 9
Emergency operation defective air cooler(s), 2.3 25 defective turbocharger, 2.3 26 one cylinder misfiring, 2.3 26 Engine definitions, 0.0 3 Engine log sheet example, 2.3 16 Exhaust , compensators, 1.5 16 Exhaust gas insulation box, 1.5 17 Internal system, 1.5 3 internal system, 1.5 13 maitenance system, 1.5 18 manifold, 1.5 13 multiduct, 1.5 14 operation system, 1.5 18 Exhaust valve seat, removing, 2.7 20
Filtration suction air, 1.5 2
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Dismantling, oil pump, 1.2 22 Distillate fuel oil, specification, 1.1 7 Distillate fuel oil , quality, 1.1 7
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INDEX
Manual Wrtsil 26
Fixed pitch propeller, 2.3 15 Flywheel, marks, 0.0 5 Free end, 0.0 3 Fuel conditioning, 1.1 13 purification, 1.1 13 Fuel control mechanism, 1.6 5 maintenance, 1.6 12 Fuel injection timing, checking, 2.9 9 Fuel injector adjusting, opening pressure, 2.9 29 general, 2.9 19 maintenance, 2.9 20 mounting, 2.9 25 overhaul, 2.9 22 removing, 2.9 20 testing needle seat tightness check, 2.9 29 needle spindle tightness check, 2.9 30 opening pressure, 2.9 28 spray pattern, 2.9 29 Fuel oil Distillate fuel oil DMA, 1.1 7 DMB, 1.1 7 DMC, 1.1 7 DMX, 1.1 7 quality before engine, 1.1 9
H
Handoperated hydraulic pump, operating, 2.4 80 HFO, 1.1 4 HFO engines running on distillate HP fuel pipe mounting, 2.9 27 removing, 2.9 26 HP fuel pump, 2.9 2 adjustment, 2.9 8 assembling, 2.9 7 disassembling, 2.9 4 inspection, 2.9 6 load indication, 1.6 6 maintenance, 2.9 6 mounting, 2.9 9 removing, 2.9 3
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Fuel pump , fuel pump (HP), 2.9 2
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Fuel pump bracket, 2.9 11 mounting, 2.9 14 removing, 2.9 12
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Fuel pump drive, checking, 2.9 8 Fuel pump push rod inspection, 2.9 17 sealing set renewal, 2.9 15 Fuel pump tappet, inspection, 2.9 18 Fuel rack, checking linkage, 1.6 8
G
Governing system, trouble shooting, 1.6 11 Governor, drive, 2.8 18 Governor drive, maintenance, 2.8 18
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HT cooling water system, 1.4 7 Hydraulic pump handoperated, 2.4 80 pneumatic driven, 2.4 72 Hydraulic tools extractor, 2.4 77 HP hose, 2.4 78 HP quickrelease coupling, 2.4 79 jack, 2.4 76 safety instructions, 2.4 81 Hydraulically tightened connection loosening, 2.4 82 tightening, 2.4 84
Indicator cock, 2.7 32 Influences on the lubricating oil condition, 1.2 5 Injector sleeve extracting, 2.7 30 maintenance, 2.7 29 mounting, 2.7 31 Inlet valve seat, removing, 2.7 21 InletExhaust valve seat machine grinding, 2.7 22 mounting, 2.7 21 Inspection, oil pump, 1.2 23 Internal cooling water system, 1.4 6 Internal system fuel, 1.1 18 lubricating oil, 1.2 11
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Manual Wrtsil 26
INDEX
J
Jack pressure big end bearing, 2.4 97 cylinder head, 2.4 99 engine block with bearings, 2.4 92
Lubricating oil filter automatic backflushing , 1.2 32 trouble shooting, automatic backflushing filter , 1.2 39 Lubricating oil main, condemming limits, 1.2 7 Lubricating oil module, 1.2 26 Lubricating oil pump, removing from engine, 1.2 22
L
LFO, 1.1 7 Load decrease, before stop, 2.3 11 Load increase, sudden, 2.3 13 Load indication HP fuel pump, 1.6 6 Local start, 2.3 4 Locking fluids, 2.4 72 Low load and idling, restrictions, 2.3 11 LT cooling water system, 1.4 11 Lubricants, 1.2 2 Lubricants additional equipment actuator, 1.2 4 hydraulic tools, 1.2 4 turning gear, 1.2 4
M
Maintenance crankshaft explosion relief valves, 2.5 25 stop device, 1.6 12 Maintenance intervals, 2.4 5 camshaft and valve drive mechanism, 2.4 13 charge air and exhaust gas system, 2.4 8 cooling water system, 2.4 7 crankshaft, connecting rod, piston, liner, 2.4 11 cylinderhead with valves, 2.4 12 driving gear pumps, 2.4 13 engine arrangement, 2.4 5 engine block with bearings, 2.4 10 fuel system, 2.4 6 general, 2.4 5 injection system, 2.4 14 lubricating oil system, 2.4 6 starting air system, 2.4 7 Maintenance schedule, procedure, 2.4 4 Maintenance tools, see tools, 2.4 15 Marks on the flywheel, 0.0 5 Mounting cooler stack, 1.5 10 oil pump, 1.2 24 Multiduct, 1.5 14
ii 4
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Lubricating oil cooler, 1.2 27 cooler stack mounting, 1.2 28 removing, 1.2 27
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Lubricating oil characteristics, 1.2 8 flash point, 1.2 8 insolubles, 1.2 8 recommendations for refreshing, 1.2 10 requirements, 1.2 3 engine, 1.2 4 sampling, 1.2 6 testing main oil, 1.2 5
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Main bearings, 2.5 3
Main bearing journal, inspection, i, 2.5 9
INDEX
Manual Wrtsil 26
N
Nogo axial clearance small end bearing, 2.4 116 backlash driving gear, 2.4 118 backlash oil pump, 2.4 113 big end bearing clearance, 2.4 114 big end bearing shell thickness, 2.4 114 camshaft 0bearing clearance, 2.4 114 camshaft bearing clearance, 2.4 114 camshaft thrust bearing axial clearance, 2.4 114 clearance gudgeon pin piston, 2.4 116 clearance piston bottom cylinder liner, 2.4 116 clearance valve stem valve guide, 2.4 117 crankshaft thrust bearing axial clearance, 2.4 114 cylinder liner cylindricity at TDC, 2.4 116 cylinder liner diameter, 2.4 116 distance fuel pump push rod, 2.4 121 gudgeon pin bearing clearance, 2.4 116 HT pump, 2.4 113 LT pump, 2.4 113 main bearing clearance, 2.4 114 main bearing shell thickness, 2.4 114 nozzle needle lift, 2.4 121 piston diameter at bottom, 2.4 116 piston ring height clearance compression ring 1 and 2, 2.4 116 oil scraper ring, 2.4 116 sleeve bearing, 2.4 112 small end bore, 2.4 116 valve burnoff area, 2.4 117 valve drive, 2.4 119 valve guide inner diameter, 2.4 117 valve stem diameter, 2.4 117
Operating data, 1.0 5 handoperated hydraulic pump, 2.4 80 pneumatic hydraulic pump, 2.4 74 problems, 2.3 19 Operating instructions, starting air system, 1.3 10 Operating range, 2.3 15 Operating side, 0.0 3 Output, engine, 1.0 3
Pneumatic hydraulic pump, operating, 2.4 74
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Nonoperating side, 0.0 3
Oil flow camshaft, 1.2 19 connecting rod, 1.2 15 cylinder head, 1.2 20 engine, 1.2 12 engine top side, 1.2 19 gear drive, 1.2 17 HP fuel pump drive, 1.2 19 main bearing, 1.2 14 piston, 1.2 15 turbocharger, 1.2 18 valve drive, 1.2 19 Oil flow actuator drive, 1.2 20
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Preheating, 2.3 3 Pressure control unit, 1.2 25 maintenance, 1.2 25 Pump inspection and assembling, 1.2 23
Removing, cooler stack, 1.5 9 Residual fuel oil (HFO), quality, 1.1 4 Restrictions low load and idling, 2.3 11 operation at excessive suction air temperature, 2.3 11 Rules for inspection and maintenance, 2.4 2 Rules for maintenance and inspection general, 2.4 2 last check, 2.4 3 mounting, 2.4 3 removal, 2.4 3 Runningin, 2.3 18
Safety aspects, 2.4 2 instructions hydraulic tools, 2.4 81 valves crankcase, 2.5 24 Sampling valve, oil, 1.2 43 Sealing set, push rod, renewal, 2.9 15 Speed control system, 1.6 3
Piston description, 2.6 6 inspection and maintenance, 2.6 17
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Manual Wrtsil 26
INDEX
Start after a normal stop, 2.3 5 after overhaul, 2.3 6 emergency, 2.3 8 local, 2.3 4 putting the engine into operation, 2.3 3 remote or automatic, 2.3 5 Start stop system maintenance, 1.3 11 principle working, engine stop, 1.3 4 Starting air system, trouble shooting, 1.3 12 Stop final stop, actions, 2.3 28 local, 1.6 9 manual, 1.6 9 mechanism check, 1.6 9 remote, 1.6 9 Stop mechanism, 1.6 9 Suction air filtration, quality, 1.5 2
T
TDC, 0.0 4 at firing, 0.0 4 at scavenging, 0.0 4 Terminology, 0.0 3
Fo
Thermostatic valve cooling water, 1.4 9 oil, 1.2 30 operation, 1.2 31, 1.4 10 maintenance, 1.2 31 trouble shooting, 1.2 31, 1.4 10
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Thermostatic valve cooling water, maintenance, 1.4 10 Thrust collars / axial thrust rings, inspection, 2.5 17 Tightening torque camshaft and valve drive, 2.4 101 control system components, 2.4 91 cooling water system components, 2.4 90 crankshaft, connecting rod, piston, 2.4 93 cylinder head with valves, 2.4 98 engine block with bearings, 2.4 92 general table, 2.4 108 injection system components, 2.4 104 lubricating oil system components, 2.4 89 Timing fuel injection, checking, 2.9 9
ii 6
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Top dead centre, 0.0 4 Torque spanner, use of, 2.4 85 Trouble and possible reason, 2.3 19 Trouble shooting, starting air system, 1.3 12 Turbocharger, 1.5 19 cleaning devices, 1.5 19 compressor side cleaning, 1.5 20 maintenance, 1.5 19 turbine cleaning , procedure, 1.5 23 turbine side cleaning, 1.5 21 Turning gear, 2.6 32 lubricating oil, 1.2 4
Valve clearance, adjusting, 2.7 14 Valve drive mechanism, 2.8 14 assembling, 2.8 17 removing, 2.8 15 Valve guide extracting, 2.7 23 mounting, 2.7 23 Valve lifting gear inspection, 2.8 16 Valve rotator, maintenance, 2.7 27 Valve rotators, 2.7 25 Valve seat blueing test, 2.7 19 checks and reconditioning, 2.7 19 machine grinding, 2.7 19
se
V
Tools camshaft and valve drive mechanism, 2.4 58 crankshaft, connecting rod, piston, liner, 2.4 38 cylinder head with valves, 2.4 48 engine block with main bearings, 2.4 33 exhaust gas and charge air system, 2.4 32 fuel system, 2.4 28 injection system, 2.4 64 lubricating oil system, 2.4 31 miscellaneous, 2.4 22
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Tolerances bearings, 2.4 112 big end bearing, 2.4 114 camshaft bearing, 2.4 114 Cooling water pump, 2.4 113 cylinder head with valves, 2.4 117 cylinder liner, 2.4 116 driving gear, 2.4 118 governor drive, 2.4 120 injection system, 2.4 121 lubricating oil pump, 2.4 113 main bearing, 2.4 114 piston, 2.4 116 valve drive, 2.4 119
INDEX
Manual Wrtsil 26
Valves assembling, 2.7 24 checks and reconditioning, 2.7 19 removing, 2.7 17 Vibration damper crankshaft liquid sampling, 2.6 30 maintenance, 2.6 29
Viscosity, conversion diagram, 1.1 10
W
Water flow charge air cooler HT, 1.4 9 cylinder head, 1.4 8 liner to cylinder head, 1.4 8
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Manual Wrtsil 26
INDEX
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26

Engine type Engine number

Copyright by Wrtsil Corporation

The Wrtsil Engine Documentation

The content of the binders is as follows:

Wrtsil Italia S.p.A. Service

Spare Parts Catalogue x Spare Parts Catalogue (of the engine)

24h Phone +39 335 784 1217

DIRECT DIAL NUMBERS

North, Central and East Europe

Fax: +39 040 319 5216

Phone: +39 040 319 5071 Americas

The list of Wrtsil Network www.wartsila.com web site.

0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 1

1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 1

1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 1

1.2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 1

1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 1

1.3 1.3 1.3 1.3 1.3 1.3

1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 1

1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 1

1.6. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 1

1.6 5 1.6 6 1.6 7 1.6 8 1.6 9 1.6 10 1.6 10 1.6 11 1.6 11

1.7. Automation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 1

2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 1

2.4 108 2.4 111 2.4 111

2.5. Engine Block with Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 1

2.6. Crankshaft, Connecting Rod, Piston and Liner . . . . . . . . . . . . . 2.6 1

2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 1

2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 1

2.8 9 2.8 2.8 2.8 2.8 2.8 2.8 12 14 15 16 17 18

2.9. Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 1

Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 28

3.1. Annex A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 1 3.2. Annex B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 1

Inlet and exhaust valves See figure in relation to observer.

Abank and Bbank See figure in relation to observer.

Fig. 0.0 1 Engine definitions

Fig. 0.0 2 Example of reading the flywheel

1.0. Main Data

6L26 260 mm 320 mm 6 Counter-clockwise 1-5-3-6-2-4

Project name Engine designation number

6L26 260 mm 320 mm 6 Clockwise 1-4-2-6-3-5

ISO 30461:1995(E) Substitute reference conditions

Fuel limiter is set at 100 % and no overload is allowed.

Total exhaust gas back pressure

Relative pressure loss =

Nom. 1624 63 4.5 73 93 3.44.4 3.44.4 2) 5055 30

Temperature before engine Pressure before engine

Temperature after engine LT cooling water condition:

1.1. Fuel System

HFO engines running on distillate fuels

% volume % mass % mass mg/kg mg/kg mg/kg % mass % mass C C % mass

Viscosity at: Viscosity at: Viscosity at: Density at:

100C 50C 100F 15C

cSt cSt Redwood No.1 sec kg/m3 kg/m3

For fuel oil quality before engine see section 1.1.2.4.

Crude oil quality

For fuel oil quality before engine see section 1.1.2.4.

Distillate fuel oil quality

Carbon residue (micro method)

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