Bearing Assessment For Wartsila 20

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Service, Wärtsilä Finland Oy Käyttöohje Driftsinstruktion
Engine section Engine type Ref. Date Issue Document No. Page
10, 11 & 14 W20 WFI–S 12.03.2004 01 2010Q003GB 1(9)
Bearing assessment for WÄRTSILÄ® 20

General The purpose of these instructions is to define assessment criteria for the
sliding bearings of the WÄRTSILÄâ 20 engines (including small end
bearings, big end bearings, main bearings and camshaft bearings).
See the engine manual for further information:
- Maintenance schedule (chapter 4)
- Clearances and wear limits (chapter 6)
- Bearing assembly instructions (chapters 10 and 11).
Bearing types Possible bearing types of the engine are shown in figure 1. The type of the
bearing has an influence on the visual wear pattern.
Figure 1. Bearing types.
Inspection intervals Bearings are to be inspected according to the maintenance schedule. See
chapter 4 in the Engine Instruction Manual.
Bearings are formed to the housing and unnecessary bearing dismantling
should be avoided.
Wärtsilä Finland Oy P.O. Box 252 (Tarhaajantie 2) Telecop. +358 10 709 7355 Tel. +358 10 709 0000 Business ID 0773744-3
Service, Vaasa FIN-65101 Vaasa, Finland Telecop. +358 6 356 7339 Registered Office: Vaasa
Wärtsilä Finland Oy P.O. Box 50 (Stålarminkatu 45) Telecop. +358 10 709 3279 Tel. +358 10 709 0000
Service, Turku FIN-20811 Turku, Finland Telecop. +358 10 709 3410
Service, Wärtsilä Finland Oy Operating instruction
Issue Document No. Page
01 2010Q003GB 2(9)
Bearing lifetime Bearing lifetime will be influenced by:

- Engine load profile and operating conditions
- Fuel and lube oil properties
- Adequate prelubrication before starting and sufficient lubrication during
operation
- Proper oil maintenance including regular and optimized separation
routines
- Proper maintenance of lube oil filters
- Clean working conditions while working inside the engine
- Regular draining and cleaning of lube oil tanks
Bearing designations It is recommended that new bearings are marked with an electrical
engraving pen, see also chapter 00 of the instruction manual. The big end
bearing should be marked with the cylinder number (figure 2) and the main
bearing should be marked with the bearing number (figure 3).
Figure 2. Cylinder numbers. Figure 3. Bearing numbers.
Safety check After fitting a bearing, the bearing temperatures has to be checked and
confirmed to be even between corresponding bearings:
- Run the engine for about 5 minutes up to nominal speed with no load.
- Follow the engine behaviour.
- Stop and check the bearing temperatures by hand or with a temperature
measuring device.
01 2010Q003GB 3(9)
Main bearing and big end bearing
Bearing type
Big end bearings and main bearings are bimetal type bearings. See fig. 1.
Wear pattern
The typical wear pattern of bimetal sliding bearings is a slight polishing over
a broad arc on the most loaded area.
Measurement of bearing shell
A ball anvil micrometer should be used to measure bearing shell thickness.
Measure the thickness on a few points on both sides (A and C) and the
centre line (B) of the bearing as shown in figure 4.
Free spread of the bearing is shown in figure 5. The free spread of the
bearing has to be bigger than the inner diameter of the bearing housing.
See Measurement record 2010V005GB for main bearing and 2011V006GB
for big end bearing.
Figures 4. Measuring points on the Figure 5. Free spread of the bearing

bearing shell. shell.
Replacement guidelines for bearing shells

It is recommended that the bearing is replaced if one of the below
mentioned criteria is fulfilled:
1. Thickness of the bearing is under the wear limit.
2. Fretting on the back of the bearing.
3. Fatigue marks on the sliding surface.
4. Cavitation has penetrated through the bearing layer (minor cavitation is
allowed).
5. Rough sliding surface: More than a few scratches or cavitation has worn
the bearing on a wide area.
6. Corrosion on the bearing.
7. Recommended replacement interval of the bearing has been reached.
Notes:
- In case of doubt of the bearing condition, the bearing should be
replaced to avoid consequential damage.
- If there are scratches on the journal, it should be polished.
01 2010Q003GB 4(9)
Small end bearing Bearing type

Small end bearings are trimetal bearings with flash layer or solid bronze
bearing bushes. See figure 1.
Wear pattern
Typical wear pattern of the small end bearings is two parabolas closing to
each other in the middle of the bearing on the most loaded side. In trimetal
bearings the wear pattern is more visible. See wear patterns in figures 6
and 7.
Figure 6. Trimetal bearing. Figure 7. Solid bronze.
Replacement of small end bearing

Small end bearings can be used until the wear limit has been reached. The
small end bearing to be measured as shown in figure 8. Inner diameter
should be measured in 4 directions (numbers 1-4) on both edges (A and B)
by using a dial gauge. See Measurement record 2011V007GB.
Figure 8: Measuring points of the small end bearing.

01 2010Q003GB 5(9)
Camshaft bearing Bearing type

Camshaft bearings are bimetal or solid bronze bearing bushes and thrust
bearing solid bronze bearing bushes. See figure 1.
Wear pattern
Typical wear pattern of the camshaft bearing is slight polishing on the
loaded side of the bearing bush.
Replacement of camshaft bearing
Camshaft bearings are recommended to be replaced according to the
maintenance schedule.
A bearing bush is to be measured in the housing. As shown in figure 9, the
inner diameter of the bearing bush should be measured in 4 directions
(numbers 1-4) on both edges (D and E) by using a dial gauge. See
Measurement record 2014V008GB.
Figure 9. Measuring points of bearing bush.
Damage types Some typical sliding bearing damage is described below:

Smearing, wiping
Smearing and wiping is bearing damage related to adhesion. This occurs if
there is metal-to-metal contact due to failed oil film. Possible reasons are:
- inadequate lubrication (e.g. starting without pre-lubrication)
- low viscosity of lube oil
- high bearing load
- small clearances (e.g. inadequate fitting of bearing housing)
Bearings as shown in figure 10 are to be replaced, because this kind of

damage might lead to fatigue.
Figure 10. Wiping damage.

01 2010Q003GB 6(9)
Cavitation
Cavitation is a phenomenon related to vaporisation pressure of the lube oil.
Cavitation bubbles are formed when lube oil pressure decreases below the
vaporisation pressure. When the local pressure rises above the vaporisation
pressure, the bubbles will collapse and cause erosion wear of the material.
Cavitation phenomenon is influenced by:
- Big clearance
- Incorrect lube oil pressure
- Vaporisation pressure of the lube oil has decreased (for instance
water/air in the oil, high oil temperature or dirty oil).
Bearings as shown in figure 11 are to be replaced.
Figure 11. Cavitation damages.
Fatigue
Fatigue in the bearing surface layer begins with micro cracks, which are
hardly visible without a microscope. These cracks will grow until the bearing
layer starts to peel off in small flakes.
Fatigue is influenced by:
- Low viscosity of lube oil
- Bearing overload
- Improper bearing clearance
- High lube oil temperature
Fatigue on the bearing develops rather fast and will likely lead to bearing
failure. The bearings are to be replaced whenever fatigue marks are visible.
Fatigue damage is shown in figure 12.
Figure 12. Fatigue damage.

01 2010Q003GB 7(9)
Solid particles
If solid particles are bigger than the oil film thickness, they will scratch the
sliding surfaces or get embedded in the overlay material. See figure 13.
The origin of solid particles could be:
- Dirt from overhauling
- Particles passing the filtrations
- Particles from the combustion process
- Wear particles from engine
Note: Proper filtration is essential for lube oil cleanliness
Figure 13. Embedded particle (magnification 10x).
Corrosion
Corrosion is the result whenever chemical reaction with the environment
predominates. For example, an aluminium sliding surface is sensitive to
water and cooling water additives.
A bearing exposed to corrosion is to be replaced.
Figure 14. Corrosion damage.

01 2010Q003GB 8(9)
Fretting
Fretting might occur on the back of the bearing if there is micro movement
between the housing and the bearing.
Possible reasons for fretting:
- Low tightening torque of the screws
- Low surface roughness
- Improper assembly of the bearing
- Reassembling of bearing with too low free spread
- Dirt between the bearing and the housing
Note: If fretting occurs, the bearing housing has to be dressed up before

mounting a new bearing.
Figure 15. Fretting damage on the back of the bearing.
Misalignment and shape errors

Misalignment and shape error wear pattern (polishing) on the bearing might
occur due to following reasons:
- Journal shape error
- Shaft misalignment
- Housing shape error
If this kind of wear pattern occurs, the reason should be investigated and
corrected if necessary.
Figure 16. Polished side edges.

01 2010Q003GB 9(9)
Bearing assembly related problems

If the bearing is not properly assembled in the housing, the bearing might
be damaged (polishing, fatigue, wiping, etc.).
Most of the assembly errors are caused by:

- Incorrect mounting (for instance big end bearing shells grip each other
during assembly)
- Remaining dirt and/or black staining (oil carbon deposit) on the housing
and the bearing back surfaces
- Locating lug is not properly in its place
Usually this kind of error can also be identified by the contact pattern on the
back of the bearing.
Figure 17. Fatigue damage around the locating lug.
Warranty Unless otherwise expressly set forth, no recommendation contained in this

document is to be construed as provided due to a defect in the engine, but
merely as an improvement of the engine and/or the maintenance
procedures relating thereto. Any actions by the owner/operator as a result
of the recommendations are not covered under any warranty provided by
Wärtsilä and such actions will thus be at the owners/operators own cost and
expense.
â
Letter distribution Wärtsilä Service Network and owners/operators of WÄRTSILÄ 20
engines.
Letter validity Until further notice.
Enclosures Measurement records 2010V005, 2011V006, 2011V007 and 2014V008.
 2004 Wärtsilä Finland Oy – 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
holder. Wärtsilä Finland Oy makes no representation, warranty (express or implied) in this publication and assumes no
responsibility for the correctness, errors or omissions for information contained herein. Information in this publication is
subject to change without notice.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH

RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED
FOR INFORMATION PURPOSES ONLY.
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Service, Wärtsilä Finland Oy
10 Engine block 20 WFI–S 12.03.2004 01 2010V005GB 1(1)
Installation name: Engine type: Engine No:

Fuel viscosity (cSt): Ambient temperature: Engine running hours:
Main bearing shell (lower) Measuring points
Bearing shell ID:
Big end bearing nominal thickness = 7,405-7,420 mm

Big end bearing wear limit = 7,36 mm
Measure with a ball anvil micrometer.

Note: Pay attention not to press the measuring head in the running layer.
Bearing number
1 2 3 4 5 6 7 8 9 10
A1
A2
A3
A4
Bearing B1
thickness B2
(deviation in B3
1/100 mm) B4
C1
C2
C3
C4
Component running hours:
Remarks/ Manufact. No:
Crankshaft (journal) Measuring points
Shaft designations:
Bearing journal nominal diameter = 209,971-210,000 mm

Bearing journal diameter, wear limit = 209,900 mm
Bearing journal out of circularity, nominal = 0,015 mm
Bearing journal out of circularity, wear limit = 0,05 mm
Bearing journal taper, nominal = 0,02/100
The diameter to be measured in 4 directions, fill in the min and max measure in the table.
Bearing number
1 2 3 4 5 6 7 8 9 10
D min
Journal D max
diameter E min
(deviation in E max
1/100 mm) F max
F max
Date of measurement: Place: Name:
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11 Crank Mechanism 20 WFI–S 12.03.2004 01 2011V006GB 1(1)

Big end bearing shell Measuring points
Bearing shell ID:
Big end bearing nominal thickness = 4,930-4,950 mm

Big end bearing wear limit = 4,900 mm
Measure with a ball anvil micrometer.

Note: Pay attention not to press the measuring head in the running layer.
Cylinder number
1 2 3 4 5 6 7 8 9
A1
A2
A3
A4
Bearing shell B1
thickness B2
(deviation in B3
1/100 mm) B4
C1
C2
C3
C4
Crankshaft pin Measuring points
Shaft designation:
Crank pin nominal diameter = 179,975-180,000 mm

Crank pin diameter, wear limit = 179,900 mm
Crank pin out of circularity, nominal = 0,015 mm
Crank pin out of circularity, wear limit = 0,05 mm
Crank pin taper, nominal = 0,03/100
The diameter to be measured in 4 directions, fill in the min and max measure in the table.
Cylinder number
1 2 3 4 5 6 7 8 9
D min
D max
Pin diameter
E min
(deviation in
E max
1/100 mm)
F max
F max
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11 Crank Mechanism 20 WFI–S 12.03.2004 01 2011V007GB 1(1)

Small end bearing Measuring points
Bearing bush ID:
Bearing nominal diameter, assembled = 90,050-90,102 mm

Bearing wear limit, assembled = 90,140 mm
Diameter of the bearing to be measured with a dial gauge.
Note: Pay attention not to damage the running layer.
Cylinder number
1 2 3 4 5 6 7 8 9
A1
A2
Bearing A3
diameter A4
(deviation in B1
1/100 mm) B2
B3
B4
Gudgeon pin Measuring points
Pin designations:
Pin nominal diameter: = 89,990-90,000 mm
The diameter to be measured in 4 directions, fill in the min and

max measure in the table.
Cylinder number
1 2 3 4 5 6 7 8 9
C min
Gudgeon pin C max
diameter D min
(deviation in D max
1/100 mm) E min
E max
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14 Valve Mechansim, Camshaft 20 WFI–S 12.03.2004 01 2014V008GB 1(1)

Camshaft bearing Measuring points
Bearing designations:
Bearing nominal diameter, assembled = 140,125-140,190 mm

Bearing wear limit, assembled = 140,210 mm
Diameter of the bearing to be measured with a dial gauge.
Note: Pay attention not to damage the running layer.
Bearing number
1 2 3 4 5 6 7 8 9 10
A1
A2
Bearing A3
diameter A4
(deviation in B1
1/100 mm) B2
B3
B4
Camshaft bearing piece Measuring points
Shaft designations:
Camshaft journal nominal diameter = 139,975-140,000 mm
The diameter to be measured in 4 directions, fill in the min and

max measure in the table.
Camshaft bearing piece to be measured with micrometer.
Bearing number
1 2 3 4 5 6 7 8 9 10
Camshaft C min
diameter C max
(deviation in D min
1/100 mm) D max

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Bearing assessment for WÄRTSILÄ® 20

Figure 1. Bearing types.

Bearing lifetime Bearing lifetime will be influenced by:

Figure 2. Cylinder numbers. Figure 3. Bearing numbers.

Main bearing and big end bearing

Figures 4. Measuring points on the Figure 5. Free spread of the bearing

Replacement guidelines for bearing shells

Small end bearing Bearing type

Figure 6. Trimetal bearing. Figure 7. Solid bronze.

Replacement of small end bearing

Figure 8: Measuring points of the small end bearing.

Camshaft bearing Bearing type

Figure 9. Measuring points of bearing bush.

Damage types Some typical sliding bearing damage is described below:

Bearings as shown in figure 10 are to be replaced, because this kind of

Figure 10. Wiping damage.

Bearings as shown in figure 11 are to be replaced.

Figure 11. Cavitation damages.

Figure 12. Fatigue damage.

Note: Proper filtration is essential for lube oil cleanliness

Figure 13. Embedded particle (magnification 10x).

A bearing exposed to corrosion is to be replaced.

Figure 14. Corrosion damage.

Note: If fretting occurs, the bearing housing has to be dressed up before

Figure 15. Fretting damage on the back of the bearing.

Misalignment and shape errors

Figure 16. Polished side edges.

Bearing assembly related problems

Most of the assembly errors are caused by:

Figure 17. Fatigue damage around the locating lug.

Warranty Unless otherwise expressly set forth, no recommendation contained in this

Letter validity Until further notice.

Enclosures Measurement records 2010V005, 2011V006, 2011V007 and 2014V008.

 2004 Wärtsilä Finland Oy – All rights reserved

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH

Installation name: Engine type: Engine No:

Main bearing shell (lower) Measuring points

Bearing shell ID:

Big end bearing nominal thickness = 7,405-7,420 mm

Measure with a ball anvil micrometer.

Crankshaft (journal) Measuring points

Bearing journal nominal diameter = 209,971-210,000 mm

Installation name: Engine type: Engine No:

Big end bearing shell Measuring points

Bearing shell ID:

Big end bearing nominal thickness = 4,930-4,950 mm

Measure with a ball anvil micrometer.

Crankshaft pin Measuring points

Crank pin nominal diameter = 179,975-180,000 mm

Service, Wärtsilä Finland Oy

Installation name: Engine type: Engine No:

Small end bearing Measuring points

Bearing bush ID:

Bearing nominal diameter, assembled = 90,050-90,102 mm

Diameter of the bearing to be measured with a dial gauge.

Note: Pay attention not to damage the running layer.

Gudgeon pin Measuring points

Pin nominal diameter: = 89,990-90,000 mm

The diameter to be measured in 4 directions, fill in the min and

Date of measurement: Place: Name:

Installation name: Engine type: Engine No: