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W0102E / Bock´s Office / Fram
Wärtsilä 46 – Project guide for marine applications

Project guide for
Marine Applications
Wärtsilä Finland Oy
P.O.Box 252
65101 Vaasa, Finland
Tel. +358 10 709 0000
Fax. +358 6 356 7188
www.wartsila.com
Introduction
Introduction
This Project Guide provides you with the information required for the layout of marine propulsion plants
with Wärtsilä 46 engines.
Any data and information herein is subject to revision without notice.
For contracted projects the customer will receive binding instructions for planning the installation.
This issue replaces Issue 1996.
8 January 2001
Wärtsilä Finland Oy
Marine
P.O. Box 252
FIN-65101 VAASA
Finland
THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITIVE INFORMATION REGARDING THE SUBJECTS COVERED AS
WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE
DESIGN OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY,
THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR
OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE
PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE
UNDER ANY CIRCUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR
OTHERWISE, SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE
INFORMATION CONTAINED THEREIN.
COPYRIGHT 2000 BY WÄRTSILÄ FINLAND OY

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT
PRIOR WRITTEN PERMISSION OF THE COPYRIGHT OWNER.
Marine Project Guide W46 - 1/2001 i

Table of Contents
Table of Contents
1. General data and outputs . . . . . . . . . . . . . . . . . . . 1 14. Emission control options. . . . . . . . . . . . . . . . . . 117
1.1. Technical main data . . . . . . . . . . . . . . . . . . . . . . . . . 1 14.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
1.2. Fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . . . 1 14.2. Low NOx combustion . . . . . . . . . . . . . . . . . . . . . 117
1.3. Maximum continuous output . . . . . . . . . . . . . . . . . . 3 14.3. EIAPP Statement of compliance . . . . . . . . . . . . . 117
1.4. Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . 3 14.4. Direct water injection . . . . . . . . . . . . . . . . . . . . . . 118
1.5. Principal dimensions and weights . . . . . . . . . . . . . . 4 14.5. SCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
1.6. Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 14.6. Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
2. Operation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 15. Control and monitoring system . . . . . . . . . . . . 121
2.1. Dimensioning of propellers . . . . . . . . . . . . . . . . . . . 7 15.1. Normal start and stop of the diesel engine . . . . . 121
2.2. Loading capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 15.2. Automatic and emergency stop; load reduction and
2.3. Operation at low air temperature . . . . . . . . . . . . . . 10 overspeed trip . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
2.4. Restrictions for low load operation and idling . . . . 10 15.3. Speed control. . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
2.5. Lubricating oil quality . . . . . . . . . . . . . . . . . . . . . . . 11 15.4. Speed measuring system. . . . . . . . . . . . . . . . . . . 125
2.6. Overhaul intervals and expected life times of engine 15.5. Cabinet for slow turning/start/stop . . . . . . . . . . . 125
components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 15.6. Monitoring system . . . . . . . . . . . . . . . . . . . . . . . . 126
15.7. Electrically driven pumps . . . . . . . . . . . . . . . . . . . 127
3. Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 15.8. Diesel electric propulsion. . . . . . . . . . . . . . . . . . . 129
3.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 15.9. Digital engine control system, optional . . . . . . . . 131
3.2. Technical data tables . . . . . . . . . . . . . . . . . . . . . . . 18
3.3. Exhaust gas and heat balance diagrams . . . . . . . . 25 16. Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
3.4. Specific fuel oil consumption curves . . . . . . . . . . . 42 16.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
16.2. Rigid mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
4. Description of the engine . . . . . . . . . . . . . . . . . . 43
16.3. Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . 140
5. Piping design, treatment and installation . . . . . 49
17. Dynamic characteristics . . . . . . . . . . . . . . . . . . 142
6. Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 17.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 17.2. External forces and couples. . . . . . . . . . . . . . . . . 142
6.2. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . 52 17.3. Torque variations . . . . . . . . . . . . . . . . . . . . . . . . . 143
6.3. External fuel system . . . . . . . . . . . . . . . . . . . . . . . . 52 17.4. Mass moments of inertia . . . . . . . . . . . . . . . . . . . 146
17.5. Structure borne noise. . . . . . . . . . . . . . . . . . . . . . 146
7. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . 68 17.6. Air borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
7.1. Internal lubricating oil system. . . . . . . . . . . . . . . . . 68
7.2. External lubricating oil system . . . . . . . . . . . . . . . . 68 18. Power transmission . . . . . . . . . . . . . . . . . . . . . . 147
18.1. Elastic coupling . . . . . . . . . . . . . . . . . . . . . . . . . . 147
8. Cooling water system . . . . . . . . . . . . . . . . . . . . . 79 18.2. Power-take-off from the free end. . . . . . . . . . . . . 147
8.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 18.3. Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . 147
8.2. Internal cooling water system . . . . . . . . . . . . . . . . 79 18.4. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
8.3. External cooling water system . . . . . . . . . . . . . . . . 82
19. Engine room design . . . . . . . . . . . . . . . . . . . . . . 149
9. Starting air system . . . . . . . . . . . . . . . . . . . . . . . . 96 19.1. Space requirements for overhaul. . . . . . . . . . . . . 149
9.1. Internal starting air system . . . . . . . . . . . . . . . . . . . . 96 19.2. Platforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
9.2. External starting air system . . . . . . . . . . . . . . . . . . 96 19.3. Crankshaft distances . . . . . . . . . . . . . . . . . . . . . . 154
19.4. Four-engine arrangements. . . . . . . . . . . . . . . . . . 155
10. Turbocharger and air cooler cleaning system. 102 19.5. Father-and-son arrangement . . . . . . . . . . . . . . . . 159
10.1. Turbocharger cleaning system . . . . . . . . . . . . . . . 102 19.6. Service areas and lifting arrangements . . . . . . . . 160
10.2. Charge air cooler cleaning system (optional) . . . . 106 19.7. Ship inclination angles . . . . . . . . . . . . . . . . . . . . . 175
19.8. Cold conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 176
11. Engine room ventilation . . . . . . . . . . . . . . . . . . . 107
19.9. Dimensions and weights of engine parts . . . . . . . 178
12. Crankcase ventilation system . . . . . . . . . . . . . . 109 19.10. Engine room maintenance hatch . . . . . . . . . . . . . 182
13. Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . 110 20. Transport dimensions and weights . . . . . . . . . 183
13.1. Design of the exhaust gas system . . . . . . . . . . . . 110 21. General Arrangement. . . . . . . . . . . . . . . . . . . . . 187
13.2. Silencer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
13.3. Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . . 110 22. Dimensional drawings . . . . . . . . . . . . . . . . . . . . 193
23. List of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . 209
ii Marine Project Guide W46 - 1/2001

1. General data and outputs

1.1. Technical main data Number of valves 2 inlet valves and
2 exhaust valves
The Wärtsilä 46 is a 4-stroke, non-reversible, turbo-
Cylinder configuration 6, 8, 9, in-line
charged and intercooled diesel engine with direct injec-
12, 16, 18 in V-form
tion of fuel.
V-angle 45°
Cylinder bore 460 mm
Stroke 580 mm Direction of rotation clockwise,
counter-clockwise on request
Piston displacement 96.4 l/cyl
A-rating B-rating C-rating
Speed [RPM] 450 500 514 500 514 500 514

Cylinder output [kW] 905 905 905 975 975 1050 1050
Cylinder output [HP] 1230 1230 1230 1325 1325 1425 1425
Mean effective pressure [bar] 25.0 22.5 21.9 24.3 23.6 26.1 25.4
Mean piston speed [m/s] 8.7 9.7 9.9 9.7 9.9 9.7 9.9
1.2. Fuel characteristics

The Wärtsilä 46 is designed and developed for continuous operation, without reduction in the rated output, on fuels
with the below mentioned properties. Heavy fuels of type HFO1 and HFO2 are permissible, the effect on overhaul in-
tervals and expected component life times being indicated in chapter 2.6.
Light fuel oil (4V92A0941)
Property Unit ISO-F-DMB ISO-F-DMC
1)
Test method ref.
2)
Viscosity, min., before injection pumps cSt 2.8 2.8 ISO 3104
Viscosity, max. cSt at 40°C 11.0 14.0 ISO 3104
Density, max. kg/m³ at 15°C 900 920 ISO 3675 or 12185
Cetane number 35 - ISO 5165 or 4264
Water, max. % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 2.0 2.0 ISO 8574
Ash, max. % mass 0.01 0.05 ISO 6245
Vanadium, max. mg/kg — 100 ISO 14597
2)
Sodium before engine, max. mg/kg — 30 ISO 10478
Aluminium + Silicon, max. mg/kg — 25 ISO 10478
2)
Aluminium + Silicon before engine, max. mg/kg — 15 ISO 10478
Conradson carbon residue, max. % mass 0.30 2.50 ISO 10370
2)
Flash point (PMCC), min. °C 60 60 ISO 2719
3)
Pour point, max. °C 0–6 0–6 ISO 3016
Sediment % mass 0.07 — ISO 3735
Total sediment potential, max. % mass — 0.10 ISO 10307-1
1)
Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel centri-
fuge.
2)
Additional properties specified by the engine manufacturer, which are not included in the ISO specification or differ
from it.
3)
Different limits specified for winter and summer qualities.
Marine Project Guide W46 - 1/2001 1

Heavy fuel oil (4V92A0941)

Property Unit Limit HFO 1 Limit HFO 2 Test method ref.
Viscosity, max. cSt at 100°C 55 55 ISO 3104

cSt at 50°C 730 730
Redwood No. 1 s 7200 7200
at 100°F
1) 1)
Density, max. kg/m³ at 15°C 991 /1010 991 /1010 ISO 3675 or 12185
CCAI, max.4) 850 870

2)
Shell’s formula
Water, max. % volume 1.0 1.0 ISO 3733
Water before engine, max.4) % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 2.0 5.0 ISO 8754
Ash, max. % mass 0.05 0.20 ISO 6245
Vanadium, max. mg/kg 100 600 3) ISO 14597
Sodium, max.4) mg/kg 50 100

3)
ISO 10478
Sodium before engine, max.4) mg/kg 30 30 ISO 10478
Aluminium + Silicon, max. mg/kg 30 80 ISO 10478
Aluminium + Silicon before mg/kg 15 15 ISO 10478

engine, max. 4)
Conradson carbon residue, max. % mass 15 22 ISO 10370
Asphaltenes, max. 4) % mass 8 14 ASTM D 3279
Flash point (PMCC), min. °C 60 60 ISO 2719
Pour point, max. °C 30 30 ISO 3016
Total sediment potential, max. % mass 0.10 0.10 ISO 10307-2
1)
Max. 1010 kg/m³ at 15°C provided the fuel treatment system can remove water and solids.
2)
Straight run residues show CCAI values in the 770 to 840 range and are very good igniter. Cracked residues delivered
as bunkers may range from 840 to - in exceptional cases - above 900. 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 contributes strongly 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. Hot corrosion and de-
posit formation are, however, also influenced by other ash constituents. It is therefore difficult to set strict limits based
only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents than speci-
fied above, can cause hot corrosion on engine components.
4)
Not covered by below mentioned standards.
Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to the
performance of the engines, should not be contained in the fuel.
The limits of HFO2 above also correspond to the demands of the following standards. The properties marked with 4)
are not specifically mentioned in the standards but should also be fulfilled.
• BS MA 100: 1996, RMH 55 and RMK 55
• CIMAC 1990, Class H55 and K55
• ISO 8217: 1996(E), ISO-F-RMH 55 and RMK 55
2 Marine Project Guide W46 - 1/2001

1.3. Maximum continuous output 1.4. Reference conditions

Nominal speed 500 RPM is preferred, for propulsion en- The reference conditions of the max. continuous output
gines. are according to ISO 3046-1 : 1995(E), i.e.
The mean effective pressure can be calculated as fol- • total barometric pressure 1.0 bar
lows: • air temperature 25°C
P1 [kW ] • relative humidity 30%
pe [bar ]=
n [RPM] · 0.08033 • charge air coolant temperature 25°C
P1 [hp ] The output is available up to a charge air coolant tem-
pe [bar ]= perature of max. 38°C and an air temperature of max.
n [RPM ] · 0.10921
45°C. For higher temperatures, the output has to be re-
P 1 = output per cylinder duced according to the formula stated in the ISO stan-
pe = mean effective pressure dard.
n = engine speed The stated specific fuel consumption applies to engines
without engine driven pumps, operating in ambient con-
ditions according to ISO 3046-1 : 1995(E).
Maximum continuous output in kW (metric HP)

Engine type A-rating (450, 500, 514 RPM*) B-rating (500, 514 RPM) C-rating (500, 514 RPM)
[kW] [HP] [kW] [HP] [kW] [HP]
6L46 5430 7380 5850 7950 6300 8550
8L46 7240 9840 7800 10600 8400 11400
9L46 8145 11070 8775 11925 9450 12825
12V46 10860 14760 11700 15900 12600 17100
16V46 14480 19680 15600 21200 16800 22800
18V46 16290 22140 17550 23850 18900 25650
* 18V46, only 500 and 514 RPM

1.5. Principal dimensions and weights

In-line engines (3V58E0537b)
Engine A* A B C D E E2 F G H I K M Weight
[ton]
6L46 7580 8290 3343 2878 650 1457 1230 6170 460 1446 1940 1625 1014 93
8L46 9488 10005 3604 3177 650 1457 1230 7810 460 1446 1940 1830 1282 119
9L46 10308 10825 3604 3270 650 1457 1230 8630 460 1446 1940 1830 1282 134
* Turbocharged at flywheel end

The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps.
For applications with restricted height a low sump can be specified (dimension E2 instead of E), However without the
hydraulic jacks.
Additional weights [ton]:
Item 6L46 8L46 9L46
Flywheel 1-2 1-2 1-3

Flexible mounting (without limiters) 4.4 5.1 5.5
Built-on pumps 2.0 2.0 2.0

V-engines (3V58E0538)
Engine A* A B C D E F G H I K M Weight
[ton]
12V46 10258 10377 3662 4415 800 1502 7850 460 1800 2290 2208 1903 166
16V46 12345 12480 3986 5347 800 1502 10050 460 1800 2290 2674 1790 213
18V46 13445 13580 3986 5347 800 1502 11150 460 1800 2290 2674 1790 237
* Turbocharged at flywheel end

The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps.
Additional weights [ton]:

Item 12V46 16V46 18V46
Flywheel 1-3 1-3 1-3

Flexible mounting (without limiters) 5.6 6.9 7.7
Built-on pumps 2.4 2.4 2.4

1.6. Definitions
In-line engine (2V58F0007a)
V-engine (1V58F0008)

2. Operation data
2. Operation data
2.1. Dimensioning of propellers A-rating: operating field for CP-propeller, rated
speed 500 RPM (4V93L0519a)
CP-propeller
The controllable pitch propellers are normally designed
so that 85 - 100% of the maximum continuous engine
output at nominal speed is utilized when the ship is on
trial at specified speed and load. Shaft generators or
generators connected to the free end of the engine
should be considered when dimensioning propellers in
case continuous generator output is to be used at sea.
Overload protection and CP-propeller load control are
required in all installations. In installations where several
engines are connected to the same propeller, load shar-
ing is necessary.
The diagrams show the operating ranges for CP-propel-
ler installations. The design range for the combination
diagram should be on the right hand side of the load limit
curve. The shaded range is for temporary operation
only.
The idling (clutch-in) speed should be as high as possi-
ble and will be decided separately in each case.
Note! 18V46 is not available for diesel-mechanical appli-
cations. Remarks:
Restrictions for low load operation to be observed.
A-rating: operating field for CP-propeller, rated
speed 450 RPM (4V93L0518a) B-rating: operating field for CP-propeller, rated
speed 500 RPM (4V93L0520a)
Remarks: Remarks:
Restrictions for low load operation to be observed. Restrictions for low load operation to be observed.

2. Operation data
C-rating: operating field for CP-propeller, rated A-rating: operating field for FP-propeller, rated
speed 500 RPM (4V93L0539a) speed 500 RPM (4V93L0491)
Remarks:
FP-propeller (with A and B-rating only)
*) engine output (shaft losses 3% to be noted)
The dimensioning of fixed propellers should be made
very thoroughly for every vessel as there are only limited Restrictions for low load operation to be observed.
possibilities to control the absorbed power. Factors A shaft brake should be used to enable fast manoeuv-
which influence on the design are: ring (crash-stop).
• The resistance of the ship increases with time. 6L46, 8L46, 9L46 and 12V46 and 16V46 type engines
are available for fixed pitch installations.
• The frictional resistance of the propeller blade in water
increases with time. B-rating: operating field for FP-propeller, rated
• Bollard pull, towing and acceleration requires higher speed 500 rpm (4V93L0757)
torque than free running.
• Propellers rotating in ice require higher torque.
The FP-propeller should normally be designed so that it
absorbs maximum 85% of the maximum continuous
output of the engine (shaft losses included) at nominal
speed when the ship is on trial, at specific speed and
load. Typically this corresponds to 81 - 82% for the pro-
peller itself.
For ships intended for towing, the propeller can be de-
signed for 95% of the maximum speed for bollard pull or
at towing speed. The absorbed power at free running
and nominal speed is usually then relatively low, 65 -
80% of the output at bollard pull.
For ships intended for operation in heavy ice, the addi-
tional torque of the ice should furthermore be consid-
ered.
The diagram below shows the permissible operating
range for FP-propeller installations as well as the recom-
mended design area. The min. speed will be decided
separately for each installation.
A clutch to be used, the slipping time to be calculated
case by case (normally 3 - 5 s).

2. Operation data
Dredgers 2.2. Loading capacity

In a dredger application with a direct coupled sand
The loading speed must be controlled in a modern
pump drive it is often requested to have a capability for
turbocharged diesel engine so that sufficient amount of
constant full torque down to 70% or 80% of the nominal
air corresponding to the need for a complete combus-
speed i.e. down to 350 or 400 rpm.
tion of the injected fuel can be delivered by the turbo-
If the requirement is to go down to 400 rpm at constant charged. This can be obtained if the loading speed does
torque the engine nominal MCR can be in accordance not exceed the curve in the diagram below.
with standard A- or B- ratings without any de-rating,
nominal speed 500 rpm. C-rating is not allowed. If the Diesel-mechanical propulsion
requirement is to go down to speed 350 rpm at constant The loading is to be controlled by a load increase
torque the engine nominal MCR should be de-rated to programme, which is included in the propeller control
800 kW/cyl, nominal speed 500 rpm. system.
Operation in this low speed / high torque range should Emergency loading may only be possible with a sepa-
only be temporary. rate emergency running programme. The use of this
Engine MCR is valid at 45ºC inlet air temperature and programme must create alarm lights and an audible
38ºC LT-water inlet temperature. alarm in the control room and alarm lights on the com-
mand bridge as well.
Load capacity (4V93D0040)
Normal max. Loading in operating condition (HT-water and lube oil temperature at nominal level)
Emergency loading
Load acceptance with preheated engine in standby cond. (HT-water temperature min. 60°C,
lube oil temperature min. 40°C)

2. Operation data
Main engines driving generators for propulsion • To ensure starting, the inlet air temperature should be
min. 5°C.
Compared to rules for auxiliary generator engines the re-
quired loading capacity of engines for diesel-electric ap- • For idling, the inlet air temperature should be min.
plications is more subject to project specific 5°C.
considerations. Depending on the installation, e.g. a • The lowest permissible inlet air temperature at high
two-step or three-step loading from 0 - 100% might not load is -5°C with a standard engine. For lower temper-
be justified and therefore not required by classification atures special provisions shall be made.
rules.
During prolonged low load operation in cold climate the
The loading performance is affected by the rotational in- two-stage charge air cooler is useful in heating the
ertia of the whole generating set, the speed governor ad- charge air by the HT-water. To prevent undercooling of
justment and behaviour, generator design, alternator the HT-water special provisions shall be made, e.g. by
excitation system, voltage regulator behaviour and designing the preheating arrangement to heat the run-
nominal output influence the values. ning engine.
Maximum allowed instant load step, when steady state For operation at high load in cold climate the capacity of
is reached, is 33% MCR. Steady state speed band is the wastegate arrangement is specified on a
when the envelope of speed variation does not exceed case-by-case basis.
±1%.
For further guidelines, see chapter 19.8.
Steady state means that the turbocharged speed or
charge air pressure has levelled out at the previous load
before the intended step load is applied. The transient 2.4. Restrictions for low load operation
speed (frequency) decrease is 10% of the rated speed and idling
(frequency) and the recovery time to steady state speed
at target load is 5 seconds when a max. allowed step The engine can be started, stopped and run on heavy
load of 33% is applied. fuel under all operating conditions. Continuous opera-
tion on heavy fuel is preferred instead of changing over
An instant unloading of the whole max. continuous load to diesel fuel at low load operation and manoeuvring.
cause a transient increase in speed of 10% and the re- The following recommendations apply to idling and low
covery time to no load steady state speed band is 5 sec- load operation:
onds.
Absolute idling (declutched main engine, unloaded gen-
Loading capacity and overload specifications are to be
erator):
developed in cooperation between the plant designer,
engine manufacturer and classification society at an • Max. 10 min. (recommended 3 - 5 min.), if the engine
early stage of the project. Features to be incorporated in is to be stopped after the idling.
the propulsion control and power management systems • Max. 6 hours, if the engine is to be loaded after the
are presented in a separate chapter. idling.
Operation at 5 - 20% load:
2.3. Operation at low air temperature • Max. 100 hours’ continuous operation. At intervals of
100 operating hours the engine must be loaded to
When planning specialized ships for cold conditions the min. 70% of the rated load.
following shall be considered:
Operation at higher than 20% load:
• No restrictions.

2. Operation data
2.5. Lubricating oil quality If gas oil or marine diesel oil is used as fuel, a lubricating oil
with a BN of 10 - 22 is recommended. However, an ap-
Engine lubricating oil proved lubricating oil with a BN of 24 - 30 can also be used,
The system oil should be of viscosity class SAE 40 (ISO if the desired lower BN lubricating oil brand is not included
VG 150). in Table 1.
The alkalinity, BN, of the system oil should be 30 - 55 NB! Different oil brands not to be blended unless approved
mg/KOH/g in heavy fuel use; higher at higher sulphur by oil supplier and, during guarantee time, by engine man-
content of the fuel. It is recommended to use BN 40 lu- ufacturer.
bricants with category C fuels. The use of high BN (50 - Turbocharger lubricating oil
55) lubricants in heavy fuel installations is recom-
mended, if the use of BN 40 lubricants also causes short The lubricating oil system of the ABB TPL turbocharged is
oil change intervals. incorporated in the lubricating oil system of the engine.
Today’s modern trunk piston diesel engines are stress- Speed governor
ing the lubricating oils heavily due to a.o. low specific lu- For the speed governor both turbine and normal system oil
bricating oil consumption. Also ingress of residual fuel can be used.
combustion products into the lubricating oil can cause
deposit formation on the surface of certain engine com- Oil quantity in speed governor:
ponents resulting in severe operating problems. Due to Engine Litres (approx.)
this many lubricating oil suppliers have developed new
lubricating oil formulations with better fuel and lubricat- Wärtsilä L46 2
ing oil compatibility. Wärtsilä V46 7
The lubricating oils mentioned in Table 2 are represent-
ing a new detergent/dispersant additive chemistry and Engine turning device
have shown good performance in Wärtsilä engines. Refer to Table 4 for oil type.
These lubricating oils are recommended in the first Oil quantity in turning device:
place in order to reach full service intervals.
Wärtsilä 6L, 8L46 9 litres
The lubricating oils in Table 3, representing conventional
Wärtsilä 9L, 12V, 16V, 18V46 68 - 70 litres
additive technology, are also approved for use. How-
ever, with these lubricating oils, the service intervals will
most likely be shorter.
Table 1 - Approved system oils recommended in the first place, in gas oil or marine diesel oil installations
(fuel categories A and B)
Supplier Brand name Viscosity BN Fuel category
BP Energol HPDX40 SAE 40 12 A
Caltex Delo 1000 Marine SAE 40 SAE 40 12 A

Delo 2000 Marine SAE 40 SAE 40 20 A, B
Castrol MHP 154 SAE 40 15 A, B

Seamax Extra 40 SAE 40 15 A, B
TLX 204 SAE 40 20 A, B
Chevron Delo 1000 Marine 40 SAE 40 12 A

Delo 2000 Marine 40 SAE 40 20 A, B
ExxonMobil Mobilgard ADL 40 SAE 40 15 A, B

Mobilgard 412 SAE 40 15 A, B
FAMM Delo 1000 Marine 40 SAE 40 12 A
Shell Gadinia Oil 40 (SL0391) SAE 40 12 A

Sirius FB Oil 40 SAE 40 13 A
Texaco Taro XD 40 SAE 40 12 A
TotalFina Caprano S 412 SAE 40 12 A

Stellano S 420 SAE 40 20 A, B

2. Operation data
Table 2 - Approved system oils: lubricating oils with improved detergent/dispersant additive chemistry - fuel
category C, recommended in the first place
BP Energol IC-HFX 304 SAE 40 30 A, B, C

Energol IC-HFX 404 SAE 40 40 A, B, C
Energol IC-HFX 504 SAE 40 50 A, B, C
Caltex Delo 3000 Marine SAE 40 SAE 40 30 A, B, C

Delo 3400 Marine SAE 40 SAE 40 40 A, B, C
Delo 3550 Marine SAE 40 SAE 40 55 A, B, C
Castrol TLX 304 SAE 40 30 A, B, C

TLX 404 SAE 40 40 A, B, C
TLX 504 SAE 40 50 A, B, C
TLX 554 SAE 40 55 A, B, C
Chevron Delo 3000 Marine 40 SAE 40 30 A, B, C

Delo 3400 Marine 40 SAE 40 40 A, B, C
Delo 3550 Marine 40 SAE 40 55 A, B, C
Elf Aurelia 4030 SAE 40 30 A, B, C

Aurelia XT 4040 SAE 40 40 A, B, C
Aurelia XT 4055 SAE 40 55 A, B, C
ExxonMobil Exxmar 30 TP 40 PLUS SAE 40 30 A, B, C

Exxmar 40 TP 40 PLUS SAE 40 40 A, B, C
Exxmar 50 TP 40 PLUS SAE 40 50 A, B, C
Mobilgard 430 SAE40 30 A, B, C
Mobilgard 440 SAE 40 40 A, B, C
Mobilgard 50 M SAE 40 50 A, B, C
Mobilgard SP 55 SAE 40 55 A, B, C
FAMM Taro 30 DP 40 SAE 40 30 A, B, C

Taro 40 XL 40 SAE 40 40 A, B, C
Taro 50 XL 40 SAE 40 50 A, B, C
Petron Petromar XC 3040 SAE 40 30 A, B, C

Petromar XC 4040 SAE 40 40 A, B, C
Petromar XC 5540 SAE 40 55 A, B, C
Repsol YPF Neptuno W NT 4000 SAE 40 SAE 40 40 A, B, C

Neptuno W NT 5500 SAE 40 SAE 40 55 A, B, C
Shell Argina T 40 SAE 40 30 A, B, C

Argina X 40 SAE 40 40 A, B, C
Argina XL 40 SAE 40 50 A, B, C
Texaco Taro 30 DP 40 SAE 40 30 A, B, C

Taro 40 XL 40 SAE 40 40 A, B, C
Taro 50 XL 40 SAE 40 50 A, B, C
TotalFina Stellano S 430 SAE 40 30 A, B, C

Stellano S 440 SAE 40 40 A, B, C
Stellano S450 SAE 40 50 A, B, C

2. Operation data
Table 3 - Approved system oils: lubricating oils with conventional detergent/dispersant additive chemistry
ExxonMobil Exxmar 30 TP 40 SAE 40 30 A, B, C

Exxmar 40 TP 40 SAE 40 40 A, B, C
Fuel category A
• Comprises fuel classes ISO-F-DMX and DMA.
• DMX is a fuel which is suitable for use at ambient temperatures down to -15°C without heating the fuel. In
merchant marine applications, its use is restricted to lifeboat engines and certain emergency equipment due to
reduced flash point.
• DMA is a high quality distillate, generally designated MGO (Marine Gas Oil) in the marine field.
Fuel category B
• Comprises fuel classes ISO-F-DMB.
• DMB is a general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not
specifically designed to burn residual fuels. It is generally designated MDO (Marine Diesel Oil) in the marine field.
Fuel category C
• Comprises fuel classes ISO-F-DMC and ISO-F-RMA 10 - K55.
• DMC is classified as a light fuel, the others as heavy 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.
• A10 and B10 grades are available for operation at low ambient temperatures in installations without storage
tank heating, where a pour point level of 24 or 30 °C is necessary.
• The range of C10 up to H55 are fuels, intended for treatment by a conventional purifier-clarifier centrifuge
system. (Density limit up to 991 kg/m³ at 15 °C)
• K35, K45 and K55 are only for use in installations with centrifuges specially designed for higher density fuels.
(Density limit max. 1010 kg/m³ at 15°C.)
Table 4 - Approved lubricating oils for engine turning device

Supplier Brand name Viscosity [cSt at 40°C] Viscosity [cSt at 100°C] Viscosity index (VI)
Agip Blasia 320 300 23.0 95
BP Energol GR-XP 460 425 27.0 88
Castrol Alpha SP 460 460 30.5 95
Elf Epona Z 460 470 30.3 93
ExxponMobil Spartan EP 460 460 30.8 96

Mobilgear 634 437 27.8 96
Shell Omala Oil 460 460 30.8 97
Texaco Meropa 460 460 31.6 100

2. Operation data
2.6. Overhaul intervals and expected life times of engine components

The following over haul intervals and life times are for guidance only. Actual figures may vary depending on service
conditions. Fuel qualities are specified in a separate chapter in the beginning of the Project Guide.
Time between overhauls (h)
Work description HFO2 HFO1 MDO

Injector, testing 3000 3000 3000
Injection pump 12000 12000 12000
Cylinder head 12000 12000 16000
Piston, liner 12000 12000 16000
Piston crown/skirt, dismantling of one 12000 12000 16000
Piston crown/skirt, dismantling of all 24000 24000 32000
Big end bearing, inspection of one 12000 12000 16000
Big end bearing, replacement of all 36000 36000 36000
Main bearing, inspection of one 18000 18000 18000
Main bearing replacement of all 36000 36000 36000
Camshaft bearing, inspection of one 36000 36000 36000
Camshaft bearing, replacement of all 60000 60000 60000
Turbocharger, mechanical cleaning 12000 12000 12000
Turbocharger bearings, inspection 12000 12000 12000
Charge air cooler cleaning 6000 6000 6000
Expected life time (h)
Engine component HFO2 HFO1 MDO

Injection nozzle 6000 6000 6000
Injection pump element 24000 24000 24000
Inlet valve seat 36000 36000 36000
Inlet valve, guide and rotator 24000 24000 32000
Exhaust valve seat 36000 36000 36000
Exhaust valve, guide and rotator 24000 24000 32000
Cylinder head 60000 60000 64000
Piston crown, including one reconditioning 36000 48000 48000
Piston skirt 60000 60000 64000
Piston rings 12000 12000 16000
Cylinder liner 72000 96000 96000
Antipolishing ring 12000 12000 16000
Gudgeon pin 60000 60000 64000
Gudgeon pin bearing 36000 36000 36000
Big end bearing 36000 36000 36000
Main bearing 36000 36000 36000
Camshaft bearing 60000 60000 60000
Turbocharger plain bearings 36000 36000 36000
Charge air cooler 36000 36000 48000
Rubber elements for flexible mounting 60000 60000 60000

3. Technical data
3. Technical data
3.1. Introduction Ambient conditions
General The basic heat balance (in the table) is given in the
so-called ISO-conditions (25°C suction air and 25°C
This chapter gives the technical data (heat balance data, LT-water temperature). The heat balance is, however,
exhaust gas parameters, pump capacities etc.) needed affected by the ambient conditions. The effect of the
to design auxiliary systems. charge air suction temperature can be seen in the fig-
The technical data tables give separate exhaust gas and ures below.
heat balance data for variable speed engines “CPP” and The recommended LT-water system is based on main-
diesel-electric engines “D-E”. The reason for this is that taining a constant charge air temperature to minimise
these engines are built to different specifications. condensate. The external cooling water system will
Engines driving controllable-pitch propellers belong to maintain an engine inlet temperature close to 38°C. On
the category “CPP” whether or not they have shaft gen- part load, the LT-water thermostatic valve of the engine
erators (operated at constant speed). will by-pass a part of the LT-water to maintain the
The parameters of engines driving fixed-pitch propellers charge air temperature at a constant level. With this ar-
are as ”CPP”. However, all outputs stages and nominal rangement the heat balance in not affected by variations
speeds are not available for FPP-applications. in the LT-water temperature.
All technical data is valid for engines with ABB TPL type
turbochargers and miller timing.
Influence of suction air temperature
1,15
HT-water
1,10
1,05 LT-water
C onv.&Rad.
1,00 Lube oil
0,95 Exhaust gas &

C ombustion air
0,90
0,85 HT-water (jacket + CAC) heat load

LT-water (jacket + CAC) heat load
Lubricating oil heat load
0,80
Convection and radiation
Combustion air mass f low
0,75 Exha ust gas mass flow
0,70
- 10 0 10 20 30 40 50
Sucti on ai r temperature, degr.C
Influence of suction air temperature on exhaust gas temperature
40
30
20
10
0
Degr.C
-10 0 10 20 30 40 50
-10
-20
-30
-40
-50
Sucti on ai r temperature , degr.C

3. Technical data
Coolers Heat recovery

The coolers are typically dimensioned for tropical condi- For heat recovery purposes, dimensioning conditions
tions, 45°C suction air and 32°C sea water temperature. have to be evaluated on a project specific basis as to
A sea water temperature of 32°C typically translates to engine load, operating modes, ambient conditions etc.
an LT-water temperature of 38°C. Correction factors are The load dependent diagrams (after the tables) are valid
obtained from the diagrams. is ISO-conditions, representing average conditions rea-
Example: The heat balance of a 6L46C engine (nominal sonably well in many cases.
speed 500 rpm, driving a CPP) in tropical conditions:
Factor ISO Tropical
Suction air temperature C 25 45

HT-water total (jacket + CAC) kW 1.13 1840 2073
Lubricating oil kW 1.01 810 818
LT-water total (lube oil + CAC) kW 1.04 1540 1605
Central cooler (HT+LT) total kW 1.09 3380 3678
Convection and radiation kW 1.03 240 247
Combustion air mass flow kg/s 0.94 10.7 10.1
Exhaust gas mass flow kg/s 0.94 11.0 10.3
Exhaust gas temperature kW +30 380 410
The following load-dependent diagrams are included:

Drawing name Nom. rpm rpm mode Parameter Doc.number
1 Wärtsilä 46A CPP Heat balance vs. Load 450 variable EGF 4V93E0374
450 constant EGF
500 variable EGF
500 constant EGF
450/500/514 variable HT
450/500/514 constant HT
450/500/514 variable LT
450/500/514 constant LT
2 Wärtsilä 46A D-E Heat balance vs. Load 514 EGF 4V93E0375
500/514 HT
500/514 LT
3 Wärtsilä 46B CPP Heat balance vs. Load 500 variable EGF 4V93E0376
500 constant EGF
500/514 variable HT
500/514 constant HT
500/514 variable LT
500/514 constant LT
4 Wärtsilä 46B D-E Heat balance vs. Load 514 EGF 4V93E0377
500/514 HT
500/514 LT
5 Wärtsilä 46C CPP Heat balance vs. Load 500 variable EGF 4V93E0378
500 constant EGF
500/514 variable HT
500/514 constant HT
500/514 variable LT
500/514 constant LT
6 Wärtsilä 46C D-E Heat balance vs. Load 514 EGF 4V93E0379
500/514 HT
500/514 LT
7 Wärtsilä 46 CPP exhaust gas temp.after TC 450/500 variable EGT 4V93E0381
450/500 constant EGT
8 Wärtsilä 46 D-E 500 rpm EG temp.after TC 500 EGT 4V93E0382
9 Wärtsilä 46 D-E 514 rpm EG temp.after TC 514 EGT 4V93E0383
EGF = Exhaust gas flow HT = HT-water heat balance

EGT = Exhaust gas temperature LT = LT-water heat balance

3. Technical data
There are separate load-dependent exhaust gas and Engine driven pumps
heat balance diagrams for variable speed engines oper-
The basic fuel consumption given in the technical data
ated at:
tables are without engine driven pumps.
• Constant speed. This is a typical operating mode of a The increase in fuel consumption in g/kWh is given in the
variable speed engine with a shaft generator. The fig- table below:
ures are somewhat different from a pure constant
speed engine.
• Variable speed. Propeller law operation is assumed. If
necessary, accurate figures when operating accord-
ing to a combination curve can be obtained by inter-
polation from these two diagrams.
Engine load, %
50 75 85 100
Constant speed Lube oil pump 4.0 3.0 2.5 2.0
HT- & LT-pump total 2.0 1.6 1.3 1.0
Propeller law Lube oil pump 2.0 2.0 2.0 2.0
HT- &LT-pump total 1.0 1.0 1.0 1.0

3. Technical data
3.2. Technical data tables

Wärtsilä 6L46 6L46A 6L46B 6L46C
Engine speed test RPM 450 500 514 500 514 500 514
Engine output kW 5430 5850 6300

Engine output HP 7385 7955 8570
Combustion air system
Flow of air, CPP 1) kg/s 9.5 9.9 10.1 10.3 10.5 10.7 10.9
Flow of air, D-E 1) kg/s – 9.9 10.1 10.5 10.7 11.0 11.2
Exhaust gas system
Temperature after turbocharger, CPP 2) °C 380 380 375 380 375 380 375
Temperature after turbocharger, D-E 2) °C – 360 355 360 355 360 355
Exhaust gas flow, CPP 1) kg/s 9.7 10.2 10.4 10.6 10.8 11.0 11.2
Exhaust gas flow, D-E 1) kg/s – 10.2 10.4 10.8 11.0 11.3 11.5
Heat balance at ISO conditions
Lubricating oil 3) kW 730 770 810
Jacket water 3) kW 610 630 650
Charge air HT-circuit 3) kW 840 1000 1190
Charge air LT-circuit 3) kW 590 660 730
Radiation 3) kW 220 230 240
Fuel system
Circulation pump capacity m³/h 3.1...3.8 3.3...4.1 3.6...4.4
Leak fuel flow, clean heavy fuel (100% load) kg/h 4.5 4.5 4.5
Leak fuel flow, marine diesel oil (100% load) kg/h 22.5 22.5 22.5
Fuel consumption, 100% load, CPP 4) g/kWh 172 173 174
Fuel consumption, 100% load, D-E 4) g/kWh 173 173 174
Lubricating oil system
Pump capacity (main), direct driven
- variable speed (CPP, FPP) m³/h 157 157 157
- constant speed (D-E) m³/h – 149 153 149 153 149 153
Pump capacity (main), el. driven, separate m³/h 140 140 140
Pump capacity (prelubricating) m³/h 34 34 34
Oil flow to engine m³/h 120 120 120
Oil volume in separate system oil tank, nom. m³ 8 8 8
Oil volume in engine m³ 0.25 0.25 0.25
High temperature cooling water system
Pump capacity m³/h 120 135 135
Water volume in engine m³ 0.95 0.95 0.95
Low temperature cooling water system
Starting air system
Air consumption per start (20°C) Nm³ 3.6 3.6 3.6
CPP Controllable-pitch propeller installations

D-E Diesel-electric installations
All engines have a waste-gate (on generator engines operated above 100% load).
1) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%.
2) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.
3) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the
balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat
exchangers (lubricating oil cooler, central cooler).
4) According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%.
For propulsion engines the consumption is given according to propeller law

3. Technical data

Engine speed RPM 450 500 514 500 514 500 514

Flow of air, D-E 1) kg/s - 13.2 13.5 14.0 14.3 14.7 14.9
Exhaust gas system
Temperature after turbocharger, D-E 2) °C - 360 355 360 355 360 355
Exhaust gas flow, D-E 1) kg/s - 13.6 13.9 14.4 14.7 15.1 15.3
Jacket water HT circuit 3) kW 820 840 870
Fuel system
Leak fuel flow, clean heavy fuel (100% load) kg/h 6 6 6
Leak fuel flow, marine diesel oil (100% load) kg/h 30 30 30
- constant speed (D-E) m³/h - 149 153 149 153 149 153
Pump capacity (main), separate, el. driven m³/h 145 145 145
Oil volume in separate system oil tank, nom. m³ 10.8 10.8 10.8
Starting air system

For propulsion engines the consumption is given according to propeller law.

3. Technical data

Engine speed RPM 450 500 514 500 514 500 514

Flow of air, D-E 1) kg/s - 14.9 15.1 15.8 16.0 16.5 16.8
Exhaust gas system
Jacket water HT-circuit 3) kW 920 950 970
Fuel system
Starting air system


3. Technical data
Wärtsilä 12V46 12V46A 12V46B 12V46C

Engine speed RPM 450 500 514 500 514 500 514

Flow of air, D-E 1) kg/s - 19.8 20.2 21.0 21.4 22.0 22.4
Exhaust gas system
Jacket water 3) kW 1260 1320 1420
Fuel system
Starting air system


3. Technical data

Engine speed RPM 450 500 514 500 514 500 514

Flow of air, D-E 1) kg/s - 26.4 26.9 28.0 28.5 29.3 29.9
Exhaust gas system
Jacket water 3) kW 1680 1760 1890
Fuel system
Starting air system


3. Technical data

Engine speed RPM 450 500 514 500 514 500 514

Flow of air, D-E 1) kg/s - 29.7 30.0 31.5 32.1 33.0 33.6
Exhaust gas system
Jacket water 3) kW 1890 1980 2120
Fuel system
Starting air system


3. Technical data
Design parameters of auxiliary systems

Ambient air temperature, max. °C 45
Air temperature after air cooler °C 40...70
Air temperature after air cooler, alarm °C 75
Fuel system
Pressure before injection pumps, nom bar 7
Pressure before injection pumps, alarm bar 4
Injection viscosity, HFO cSt 16 ...24
Injection viscosity, MDO/MGO, min. cSt 2.8
Pressure before engine, nom. bar 4
Pressure before engine, alarm bar 3
Pressure before engine, stop bar 2
Pressure after main oil pump, max. bar 8
Suction ability of built-on pump bar 0.4
Prelubricating pressure, nom. bar 0.8
Prelubricating pressure, alarm bar 0.5
Pressure drop over lubricating oil cooler bar 0.8...1.0
Temperature before engine, nom. °C 63
Temperature before engine, alarm °C 80
Temperature after engine, about °C 78
Filter fineness, nom. (automatic fine filter) microns 20
Absolute mesh size, max. (automatic fine filter) microns 35
Filter fineness, nom. (safety filter) microns 50
Absolute mesh size, max. (safety filter) microns 60
Filter differential pressure, alarm bar 0.8
Oil consumption (100% load), tol. +0.3 g/kWh g/kWh 0.5
Pressure before engine, nom. (incl. static pressure) bar 3.2
Pressure before engine, alarm (incl. static pressure) bar 2
Pressure before engine, max. (incl. static pressure) 2) bar 4.8
Temperature before engine, about °C 74
Temperature after cylinders, nom. °C 82
Temperature after charge air cooler, nom. °C 91
Temperature after cylinders, alarm °C 105
Temperature after cylinders, stop °C 110
Delivery head of pump 1) bar 2.5
Pressure drop over engine bar 0.5
Pressure drop over charge air cooler bar 0.2
Pressure from expansion tank bar 0.7...1.5
Pressure drop over central cooler, typical bar 0.6
Pressure before engine, nom. (incl. static pressure) bar 3.2
Pressure before engine, alarm (incl. static pressure) bar 2
Pressure before engine, max. (incl. static pressure) 2) bar 4.4
Temperature before engine, max. °C 38
Temperature before engine, min. °C 25
Delivery head of pump 1) bar 2.5
Pressure drop over charge air cooler bar 0.3
Pressure drop over lubricating oil cooler, typical bar 0.4...0.6
Pressure drop over thermostatic valve, typical bar 0.2
Pressure drop over central cooler, typical bar 0.6
Pressure from expansion tank bar 0.7...1.5
Starting air system
Air pressure, nom. bar 30
Air pressure, min. (20°C)/max. bar 10/30
Air pressure, alarm bar 18
1) Final delivery head of pump to be specified according to actual piping system.
2) The highest point of the pump curve must not be above 4.8 bar (HT) and 4.4 bar (LT), respectively (incl. static pressure).

3. Technical data
3.3. Exhaust gas and heat balance

diagrams
Wärtsilä 46A CPP (4V93E0374)
Exhaust gas massflow,

Wärtsilä 46A, CPP 450 rpm variable speed
ISO 3046 conditions. Tolerance +5 %.
30
16V46
25 12V46
9L46
Exhaust gas massflow kg/s
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %

W ärtsilä 46A, CPP 450 rpm constant speed
ISO 3046 c onditions. Tolerance +5 %.
30
16V46
25 12V46
9L46
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %

3. Technical data

Wärtsilä 46A, CPP 500 rpm variable speed
30
16V46
25 12V46
9L46
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %

W ärtsilä 46A, CPP 500 rpm constant speed
30
16V46
25 12V46
9L46
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %

3. Technical data
HT circuit (jacket + charge air cooler) heat dissipation,

W ärtsilä 46A, CPP 450/500/514 rpm variable speed
4500
4000 16V46
12V46
3500 9L46
8L46
Heat dissipation, kW
3000 6L46
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

Wärtsilä 46A, CPP 450/500/514 rpm constant speed
4500
4000 16V46
12V46
3500 9L46
8L46
3000 6L46
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data
LT circuit (lubricating oil + charge air cooler) heat dissipation,

W ärtsilä 46A, CPP 450/500/514 rpm variable speed
3500
16V46
3000 12V46
9L46
2500 8L46
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

Wärtsilä 46A, CPP 450/500/514 rpm constant speed
3500
16V46
3000 12V46
9L46
2500 8L46
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data
Wärtsilä 46A Diesel-electric (4V93E0375)

Wärtsilä 46A, 514 rpm D-E
35
18V4 6
30 16V4 6
12V4 6
9L46
Exhaust gas ma ssflow kg/s
25 8L46
6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %

W ärtsilä 46A, D-E 500/514 rpm
ISO 3046 conditions . Tolerance +10 %.
5000
4500 18V46
16V46
4000 12V46
9L46
3500 8L46
6L46
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data

Wärtsilä 46A, D-E 500/514 rpm
4000
18V46
3500 16V46
12V46
3000 9L46
8L46
2500 6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
Wärtsilä 46B CPP (4V93E0376)

Wärtsilä 46B, CPP 500 rpm variable speed
30
16V46
25 12V46
9L46
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %

3. Technical data

W ärtsilä 46B, CPP 500 rpm constant speed
30
16V46
25 12V46
9L46
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %

W ärtsilä 46B, CPP 500/514 rpm variable speed
ISO 3046 c onditions. Tolerance +10 %.
5500
5000 16V46
12V46
4500
9L46
4000 8L46
6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data

W ärtsilä 46B, CPP 500/514 rpm constant speed
5500
5000 16V46
4500 12V46
9L46
4000 8L46
3500 6L46
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

W ärtsilä 46B, CPP 500/514 rpm variable speed
3500
16V46
3000 12V46
9L46
2500 8L46
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data

W ärtsilä 46B, CPP 500/514 rpm constant speed
3500
16V46
3000 12V46
9L46
2500 8L46
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
Wärtsilä 46B Diesel-electric (4V93E0377)

Wärtsilä 46B, 514 rpm D-E
ISO 3046 c onditions. Toleranc e +5 % .
35
18V46
30 16V46
12V46
25 9L46
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %

3. Technical data

W ärtsilä 46B, D -E 500/514 rpm
6000
5500 18V46
16V46
5000
12V46
4500 9L46
8L46
4000
6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

Wärtsilä 46B, D-E 500/514 rpm
4000
18V46
3500 16V46
12V46
3000 9L46
8L46
2500 6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data
Wärtsilä 46C CPP (4V93E0378)

W ärtsilä 46C, CPP 500 rpm variable speed
35
16V46
30 12V46
9L46
25 8L46
6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %

W ärtsilä 46C, CPP 500 rpm constant speed
35
16V46
30 12V46
9L46
25 8L46
6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %

3. Technical data

W ärtsilä 46C, CPP 500/514 rpm variable speed
6000
5500 16V46
5000 12V46
9L46
4500 8L46
H eat dissipation, kW
4000 6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

Wärtsilä 46C, CPP 500/514 rpm constant speed
6000
5500
16V46
5000 12V46
4500 9L46
8L46
4000 6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data
LT circuit (lubricating oil + charge air cooler) heat di ssipation,

Wärtsilä 46C, CPP 500/514 rpm variable speed
4000
3500 16V46
12V46
9L46
3000 8L46
6L46
Heat dissipati on, kW
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
LT circuit (lubricati ng oil + charge air cooler) heat dissipation,

W ärtsilä 46C, CPP 500/514 rpm constant speed
4000
3500 16V46
12V46
9L46
3000 8L46
6L46
Heat dissipati on, kW
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data
Wärtsilä 46C Diesel-electric (4V93E0379)

Wärtsilä 46C, 514 rpm D-E
ISO 3046 cond itio ns. Tolerance + 5 % .
40
18V46
35 16V46
12V46
30 9L46
8L46
25 6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %

W ärtsilä 46C, D-E 500/514 rpm
6500
6000 18V46
5500 16V46
12V46
5000 9L46
4500 8L46
4000 6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %

3. Technical data

W ärtsilä 46C, D-E 500/514 rpm
4500
18V46
4000
16V46
12V46
3500
9L46
8L46
3000
6L46
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
Wärtsilä 46 CPP exhaust gas temperature (4V93E0381)
Exhaust gas temperature after turbine CPP-propulsion

variable speed 450/500 rpm
ISO 3046 conditions. Tolerance +/-15 degrC.
A-RATING 450 rpm
A-RATING 500 rpm
430 B-RATING 500 rpm
C-RATING 500 rpm
degr. C
380
330
280
40 50 60 70 80 90 100
Output (%)

3. Technical data
Exhaust gas temperature after turbine CPP-propulsion

constant speed 450/500 rpm
450
430 A-RATING 450/500 rpm

B-RATING 500 rpm
410
C-RATING 500 rpm
390
degr. C
370
350
330
310
290
40 50 60 70 80 90 100
Output(%)
Wärtsilä 46 Diesel-electric 500 rpm exhaust temperature (4V93E0382)
Exhaust gas temperature after turbine

Diesel-Electric 500 rpm
450
430 A-RATING
B-RATING
410 C-RATING
390
degr. C
370
350
330
310
290
40 50 60 70 80 90 100
Output (%)

3. Technical data
Wärtsilä 46 Diesel-electric 514 rpm exhaust temperature (4V93E0383)
Exhaust gas temperature after turbine

Diesel-Electric 514 rpm
450
430 A-RATING
B-RATING
410 C-RATING
390
degr. C
370
350
330
310
290
40 50 60 70 80 90 100
Output (%)

3. Technical data
3.4. Specific fuel oil consumption curves

Specific fuel oil consumption, marine propulsion engines(4V93L0525a)
Average for B- and C-output. The mussel diagram is very installation specific. For guidance only.
Typical specific fuel oil consumption curve for constant speed
+ SFOC [g/kWh]
30
25
20
15
10
0 OUTPUT [%]
(PG46-3v)
20 30 40 50 60 70 80 90 100

4. Description of the engine

Engine block All crankshafts can be provided with torsional vibration
dampers at the free end of the engine, if necessary. Full
The engine block is made of nodular cast iron in one
output can be taken off at either end of the engine.
piece for all cylinder numbers.
The engine block has been given a stiff and durable de- Connecting rod
sign to absorb internal forces and the engine can there- The connecting rod is of three-piece design, which
fore also be resiliently mounted in propulsion systems makes it possible to pull a piston without touching the
not requiring any intermediate foundations. big end bearing. Extensive research and development
The crankshaft is mounted in the engine block in an un- has been made to develop a connecting rod in which the
derslung way. combustion forces are distributed to a maximum area of
The main bearing caps, made of nodular cast iron, are the big end bearing.
fixed from below by two hydraulically tensioned screws. The connecting rod of alloy steel is forged and ma-
They are guided sideways by the engine block at the top chined with round sections. The lower end is split hori-
as well as at the bottom. Hydraulically tensioned horizontally to allow removal of piston and connecting rod
zontal side screws support the main bearing caps. through the cylinder liner. All connecting rod bolts are
Hydraulic jacks, supported in the oil sump, offer the pos- hydraulically tightened. The gudgeon pin bearing is of
sibility to lower and lift the main bearing caps for easy tri-metal type.
maintenance. Lubricating oil is led to the bearings and Oil is led to the gudgeon pin bearing and piston through
piston through the same jack. A combined fly- a bore in the connecting rod.
wheel/thrust bearing is located at the driving end of the
engine. Main bearings and big end bearings
The oil sump, a light welded construction, is mounted on The main bearings and the big end bearings are of
the engine block from below and sealed by O-rings. The tri-metal type with steel back, lead bronze lining and a
oil sump is of dry sump type and includes the main dis- soft and thick running layer.
tributing pipe for lubricating oil. The sump is drained at
Cylinder liner
both ends to a separate system oil tank. For applications
with restricted height a low sump can be specified, how- The centrifugal cast cylinder liner is designed with a high
ever without the hydraulic jacks. and rigid collar, making it resistant against deforma-
tions.
Crankshaft A distortion free liner bore in combination with excellent
The crankshaft design is based on a reliability philoso- lubrication improves the running conditions for the pis-
phy with very low bearing loads. High axial and torsional ton and piston rings and reduces wear.
rigidity is achieved with a moderate bore to stroke ratio. Accurate temperature control of the cylinder liner is
The crankshaft is forged in one piece. In the V-engines achieved with optimally located longitudinal cooling
the connecting rods are arranged side-by-side on the bores.
same crank in order to obtain a high degree of stand- The material composition is based on several years’ ex-
ardisation between in-line and V-engines. For the same perience with a gray-cast iron alloy developed for good
reason the diameters of the crank pins and journals are wear resistance and high strength.
equal regardless of the engine size.
To eliminate the risk of bore polishing, the liner is
Counterweights are fitted on every web. High degree of equipped with an anti-polishing ring.
balancing results in an even and thick oil film for all bear-
The cooling water space between block and liner is
ings.
sealed off by double O-rings.

Piston distribution of the contact pressure. Double valve

springs make the valve mechanism dynamically stable.
The piston is of composite type, having nodular cast iron
skirt and steel top. Camshaft drive
The piston skirt and cylinder liner are lubricated by a The camshafts are driven by the crankshaft through a
unique piston skirt lubricating system equipped with lu- gear train. The driving gear is fixed to the crankshaft by
bricating nozzles in the piston skirt. means of flange connections.
The cooling gallery design assures efficient cooling and
high rigidity to the piston top. Injection system
The injection system for each cylinder consists of one
Piston rings
injection pump, a high pressure pipe and the injection
The piston ring set consists of two directional compres- valve.
sion rings and one spring-loaded conformable oil The injector is designed to have small areas of the noz-
scraper ring. zle tip exposed to the combustion chamber, thus not re-
Cylinder head quiring separate nozzle-cooling system.
The injection pump design is a reliable mono-element
The cylinder head design features high reliability and
type designed for injection pressures up to 1500 bar.
easy maintenance.
The constant pressure relief valve system provides for
A stiff box/cone like design can cope with high combus- optimum injection, free from cavitation and secondary
tion pressure. injection, which guarantees long intervals between
The basic criterion for the exhaust valve design is cor- overhauls.
rect temperature by carefully controlled cooling. A drained and sealed-off compartment between the
The cylinder head is designed for easy maintenance pump and the tappet prevents leakage fuel from mixing
with only four hydraulically tightened cylinder head with lubricating oil.
studs. Each pump is equipped with a pneumatic stop cylinder.
No valve cages are used, which results in very good flow
dynamics in the exhaust gas channel. Turbocharging and charge air cooling
The SPEX (Single Pipe Exhaust System) turbocharging
Camshaft and valve mechanism system combines the advantages of both pulse and
The cams are integrated in the drop forged shaft mate- constant pressure system.
rial. The bearing journals are made in separate pieces In order to optimize the turbocharging system for both
which are fitted to the camshaft pieces by means of high and low load performance a pressure relief valve
flange connections. This solution allows removing of the system “waste gate” is installed on the exhaust gas
camshaft pieces sideways. The bearing housings are in- side. The waste gate is activated at high load. See chap-
tegrated in the engine block casting. The camshaft bear- ter Exhaust gas diagrams.
ings are installed and removed by means of a hydraulic
For cleaning of the turbocharged during operation there
tool. The camshaft covers, one for each cylinder, seal
is, as standard, a washing device for the compressor
against the engine block with a closed sealing profile.
and turbine side.
The valve mechanism guide block is integrated into the
The charge air cooler is as standard of 2-stage type,
cylinder block. The valve tappet is of the piston type with
consisting of HT- and LT-water stage. Fresh water is
a self-adjustment of roller against cam to give an even
used for both circuits.

On variable speed engines a by-pass valve is installed to The injection pump is completely sealed off from the
operate the turbocharged at the optimum point at high camshaft compartment and provided with a separate
load and still have enough safety margin against surging drain for leakage oil.
at part load. The by-pass arrangement features a pipe
with an on/off butterfly valve conducting a part of the Lubricating oil system
charge air directly to the exhaust gas manifold (without As standard the engine mounted system consists of the
passing through the engine) to boost the speed of the by-pass centrifugal filter, and starting-up/running-in fil-
turbocharged at part load. ters.
The turbocharged of the in-line engine is installed trans- All the other equipment belongs to the external lubricat-
versely in either end of the engine. Vertical, inclined and ing oil system. The oil sump is of dry sump type.
horizontal exhaust gas outlets are available. An engine driven lubricating oil pump, located in the free
The turbochargers of the V-engines are installed trans- end of the engine, is available as option.
versely to minimise the required height above the engine
by permitting a horizontal, longitudinal exhaust gas out- Exhaust pipes
let. The turbochargers can be located in either end of the The exhaust pipes are made of a special nodular cast
engine. iron. The connections to the cylinder head are of the
clamp ring type. The complete exhaust gas system is
Cooling system enclosed in an insulating box consisting of easily remov-
The fresh water cooling system is divided into high tem- able panels fitted to a resiliently mounted frame.
perature (HT) and low temperature (LT) cooling system.
Direct water injection (DWI), optional
The HT-water cools cylinders, cylinder heads and the
1st stage of the charge air cooler. Water is supplied from an external pump unit to a mani-
fold in the hot-box, and further via a flow fuse to each in-
The LT-water cools the 2nd stage of the charge air
jector. The injector is equipped with a dual nozzle with
cooler, plus the lubricating oil in an external cooler.
separate needles for water and fuel. Excessive water is
Engine driven HT and LT pumps, located in the free end taken back to an external tank.
of the engine, are available as options.
An engine with DWI equipment can be operated with or
Fuel system without the DWI system in operation.
The fuel system piping and injection equipment are lo-
cated in a hot-box, a proven reliability feature necessary
for heavy fuel operation and providing for maximum
safety when using preheated fuels.

Cross section of an in-line engine (1V58F0010)

Cross section of V-engine (1V58F0009a)

Built-on pumps at the free end of the engine (4V58D0091)

5. Piping design, treatment and installation

General • Pockets shall be avoided and when not possible
This chapter provides general guidelines for the design, equipped with drain plugs and air vents
construction and installation of piping systems, how- • Leak fuel drain pipes shall have continuous slope
ever, not excluding other solutions of at least equal stan- • Vent pipes shall be continuously rising
dard.
• Flanged connections shall be used, Ermeto joints for
Fuel, lubricating oil, fresh water and compressed air pip-
precision tubes
ing is usually made in seamless carbon steel (DIN 2448)
and seamless precision tubes in carbon or stainless • Pipe branches shall have flanged connections
steel (DIN 2391), exhaust gas piping in welded pipes of Maintenance access to coolers, thermostatic valves
corten or carbon steel (DIN 2458). Sea-water piping and other fittings must be ensured
should be in Cunifer or hot dip galvanized steel.
Pipe dimensions
Recommended maximum fluid velocities and flow rates for pipework*

Nominal pipe Flow rate [m/sec]
diameter Flow amount [m³/h]
(Media —> Sea-water Fresh water Lubricating oil Marine diesel oil Heavy fuel oil
Pipe material —> Steel galvanized Mild steel Mild steel Mild steel Mild steel
Pump side —>) suction delivery suction delivery suction delivery suction delivery suction delivery
32 1.0 1.4 1.5 1.5 0.6 1.0 0.9 1.1 0.5 0.6
2.9 4.1 4.3 4.3 1.7 2.9 2.6 3.2 1.4 1.7
40 1.2 1.6 1.7 1.7 0.7 1.2 1.0 1.2 0.5 0.7
5.4 7.2 7.7 7.7 3.2 5.4 4.5 5.4 2.3 3.2
50 1.3 1.8 1.9 1.9 0.8 1.4 1-1 1.3 0.5 0.8
9.2 12.7 13.4 13.4 5.7 9.9 7.8 9.2 3.5 5.7
65 1.5 2.0 2.1 2.1 0.8 1.5 1.2 1.4 0.6 0.9
17.9 23.9 25.1 25.1 9.6 17.9 14.3 16.7 7.2 10.8
80 1.6 2.1 2.2 2.2 0.9 1.6 1.3 1.5 0.6 1.0
29.0 38.0 39.8 39.8 16.3 29.0 23.5 27.1 10.9 18.1
100 1.8 2.2 2.3 2.3 0.9 1.6 1.4 1.6 0.7 1.2
50.9 62.2 65.0 65.0 25.5 45.2 39.6 45.2 19.8 33.9
125 2.0 2.3 2.4 2.4 1.1 1.7 1.5 1.7 0.8 1.4
88.4 101.6 106.0 110.4 48.6 75.1 66.3 75.1 35.3 61.9
150 2.2 2.4 2.5 2.6 1.3 1.8 1.5 1.8 0.9 1.6
140.0 152.7 159.0 165.4 82.7 114.5 95.4 114.5 57.3 108.2
200 2.3 2.5 2.6 2.7 1.3 1.8 — — — —
260.2 282.8 294.1 305.4 147.0 203.6 — — — —
Aluminium brass 2.6
294.0
250 2.5 2.6 2.7 2.7 1.3 1.9 — — — —
441.8 459.5 477.2 477.2 229.8 335.8 — — — —
Aluminium brass 2.7
447.2
300 2.6 2.6 2.7 2.7 1.3 1.9 — — — —
661.7 661.7 687.2 687.2 330.9 483.6 — — — —
Aluminium brass 2.8
712.5
350 2.6 2.6 2.7 2.7 1.4 2.0 — — — —
900.5 900.5 935.2 935.2 484.9 692.7 — — — —
Aluminium brass 2.8
969.8
400 2.6 2.7 2.7 2.7 1.4 2.0 — — — —
1176.2 1221.5 1221.5 1221.5 633.3 904.8 — — — —
Aluminium brass 2.8
1266.7
450 2.6 2.7 2.7 2.7 1.4 2.0 — — — —
1488.6 1545.9 1545.9 1545.9 801.6 1145.1 — — — —
Aluminium brass 2.9
1660.4
500 2.6 2.7 2.7 2.7 1.5 2.1 — — — —
1837.8 1908.5 1908.5 1908.5 1060.4 1484.6 — — — —
Aluminium brass 2.9
2049.9
* The velocities given in the above table are guidance figures only. National standards can also be applied.

Trace heating • A design pressure of not less than 5.0 bar has to be
selected.
The following pipes shall be equipped with trace heating
(steam, thermal oil or electrical). It shall be possible to • The nearest pipe class to be selected is PN6.
shut off the trace heating. • Piping test pressure is normally 1.5 x the design pres-
• All heavy fuel pipes. sure = 7.5 bar.
• All leak fuel and filter flushing pipes carrying heavy Standard pressure classes are PN4, PN6, PN10, PN16,
fuel. PN25, PN40, etc.
Pressure class Pipe class

The pressure class of the piping should be higher than or For the purpose of testing, type of joint to be used, heat
equal to the design pressure, which should be higher treatment and welding procedure, classification societ-
than or equal to the highest operating (working) pres- ies categorize piping systems in classes (e.g. DNV), or
sure, which is equal to the setting of the safety valve in a groups (e.g. ABS). Systems with high design pressures
system with a positive displacement pump or a part of a and temperatures and hazardous media belong to class
system which can be isolated and heated (e.g. a pre- I (or group I), others to II or III as applicable. Quality re-
heated), or equal to the pressure in the system caused quirements are highest on class I.
by a combination of static pressure and the highest point Examples of classes of piping systems as per DNV rules
of (centrifugal) pump curve. are presented in the table below.
Example 1:
Insulation
The fuel pressure before the engine should be 7 bar. The
safety filter in dirty condition may cause a pressure loss The following pipes shall be insulated
of 1.0 bar. The viscosimeter, automatic filter, preheated • All trace heated pipes.
and piping may cause a pressure loss of 2.5 bar. Conse- • Exhaust gas pipes.
quently the discharge pressure of the circulating pumps
Insulation is also recommended for
may rise to 10.5 bar, and the safety valve of the pump is
adjusted e.g. to 12 bar. • Pipes between engine or system oil tank and lubricat-
ing oil separator.
• A design pressure of not less than 12 bar has to be se-
lected. • Pipes between engine and jacket water preheater.
• The nearest pipe class to be selected is PN16. • For personnel protection any exposed parts of pipes
at walkways, etc., to be insulated to avoid excessive
• Piping test pressure is normally 1.5 x the design pres- temperatures.
sure = 18 bar.
Example 2: Local gauges
The pressure on the suction side of the cooling water Local thermometers should be installed wherever a new
pump is 1.0 bar. The delivery head of the pump is 3.0 bar, temperature occurs, i.e. before and after heat
leading to a discharge pressure of 4.0 bar. The highest exchangers, etc.
point of the pump curve (at or near zero flow) is 1.0 bar Pressure gauges should be installed on the suction and
higher than the nominal point, and consequently the dis- discharge side of each pump.
charge pressure may rise to 5.0 bar (with closed or throt-
tled valves).
Classes of piping systems as per DNV rules
Media Class I Class II Class III
bar °C bar °C bar °C
Steam > 16 or > 300 < 16 and < 300 <7 and < 170
Fuel oil > 16 or > 150 < 16 and < 150 <7 and < 60
Other media > 40 or > 300 < 40 and < 300 < 16 and < 200

Cleaning procedures Flexible bellows

All piping should be cleaned before installation and prior Great care must be taken to ensure the proper installa-
to be put in service according to the procedure listed be- tion of flexible bellows between resiliently mounted en-
low. gines and ship’s piping.
• Bellows must not be twisted
System Methods • Installation length of bellows must be correct
Fuel oil A, B, C, D, F • Minimum bending radius must respected
Lubricating oil A, B, C, D, F • Piping must be concentrically aligned
Starting air A, B, C
Cooling water A, B, C • When specified the flow direction must be observed
Exhaust gas A, B, C • Mating flanges shall be clean from rust, burrs and
Charge air A, B, C anticorrosion coatings
A Washing with alkaline solution in hot water at • Bolts are to be tightened crosswise in several stages
80°C for decreasing (only if pipes have been • Flexibles must not be painted
greased) • Rubber bellows must be kept clean from oil and fuel
B Removal of rust and scale with steel brush (not • The piping must be rigidly supported close to the flex-
required for seamless precision tubes) ible bellows.
C Purging with compressed air
Flexible hoses (4V60B0100)
D Pickling
F Flushing
Pickling
Pipes are pickled in an acid solution of 10% hydrochlo-
ric acid and 10% formaline inhibitor for 4-5 hours, rinsed
with hot water and blown dry with compressed air.
After the acid treatment the pipes are treated with a neu-
tralizing solution of 10% caustic soda and 50 grams of
trisodiophosphate per litre of water for 20 minutes at
40...50°C, rinsed with hot water and blown dry with
compressed air.
Flushing
The recommended flushing procedures are described
under the relevant chapters concerning the fuel oil sys-
tem and the lubricating oil system. Provisions to be
made to ensure that necessary temporary bypasses can
be arranged and that flushing hoses, filters and pumps
will be available when required.

6. Fuel system
6. Fuel system
6.1. General The design of the external fuel system may vary from
ship to ship, but every system should provide well
The Wärtsilä 46 engine is designed for continuous heavy cleaned fuel with the correct temperature and pressure
fuel operation. It is, however, possible to operate the en- to each engine. When using heavy fuel it is most impor-
gine on diesel fuel without making any alterations. tant that the fuel is properly cleaned from solid particles
The engine can be started and stopped on heavy fuel and water. In addition to the harm poorly centrifuged
provided that the engine and the fuel system are pre- fuel will do to the engine, a high content of water may
heated to operating temperature. cause big problems for the heavy fuel feed system. For
If the engine is specified to operate only on diesel fuel, the feed system, well-proven components should be
the exhaust valve specification is different. used.
The fuel treatment system should comprise at least one
6.2. Internal fuel system settling tank and two (or several) separators to supply
the engine(s) with sufficiently clean fuel. When operating
The system is designed for heavy fuel operation. It com- on heavy fuel the dimensioning of the separators is of
prises the following equipment, built on the engine: greatest importance and therefore the recommenda-
• heavy fuel injection pumps tions for the design of the separators should be closely
followed.
• injection valves
In multi-engine installations, the following main princi-
• pressure control valve in the outlet pipe ples should be followed when dimensioning the fuel
All engines are furnished with injection pumps, the leak system:
fuel oil of which is drained to atmospheric pressure (the
• Recommended maximum number of engines con-
clean leak fuel system). Leaking fuel from high pressure
nected in parallel to the same fuel feed system is two.
pipes is drained via an alarm device. The clean leak fuel
can be recontacted to the system without treatment. • A separate fuel feed circuit is recommended for each
Concerning quantity of leak fuel, see Technical Data. propeller shaft (two-engine installations); in four- en-
Other possible leak fuel (the “dirty” leak fuel system) is gine installations so that one engine from each shaft is
drained separately. fed from the same circuit.
• Main and auxiliary engines are recommended to be
connected to separate circuits.
6.3. External fuel system
When designing the piping diagram, the procedure to
6.3.1. General flush the fuel system with service air should be clarified
and presented in the diagram.
In ships intended for operation on heavy fuel, heating Remarks:
coils must be installed in the bunker tanks, so that it is
When dimensioning the pipes of the fuel oil system
possible to maintain a temperature of 40 - 50°C (or even
common known rules for recommended fluid velocities
higher temperature, depending on the pour point and
must be followed.
viscosity of the heavy fuel used).
The fuel oil pipe connections on the engine are smaller
Normally the heating coils are dimensioned on basis of
than the pipe diameter on the installation side.
the heat transfer required for raising the temperature of
the tank to the above temperature in a certain time, e.g. Local gauges
1°C/h, as well as on the heat losses when maintaining
the tank at that temperature. Local thermometers should be installed wherever a new
temperature occurs, i.e. before and after each heat
All tanks, from, which heavy fuel is pumped, are to be
exchanger etc.
kept 5 - 10°C above the pour point. Max. allowed pour
point for BSMA-M9 is +30°C. Pressure gauges should be installed on the suction and
discharge side of each pump.

6. Fuel system
Fuel oil viscosity-temperature diagram for determining the preheating temperatures of fuel oils
(4V92G0071a)
Example: A fuel oil with a viscosity of 380 cSt (A) at 50°C in parallel to the nearest viscosity/temperature line in the
(B) or 80 cSt at 80°C (C) must be preheated to 115 - diagram.
130°C (D-E) before the fuel injection pumps, to 98°C (F) Example: Known viscosity 60 cSt at 50°C (K). The fol-
at the centrifuge and to minimum 40°C (G) in the storage lowing can be read along the dotted line: viscosity at
tanks. The fuel oil may not e pumpable below 36°C (H). 80°C = 20 cSt, temperature at fuel injection pumps 74 -
To obtain temperatures for intermediate viscosities, 87°C, centrifuging temperature 86°C, minimum storage
draw a line from the known viscosity/temperature point tank temperature 28°C.

6. Fuel system
Internal fuel system, in-line engine (4V69E8139-1d)
System components Electrical Instruments

01 Injection pump PT101 Fuel oil inlet pressure
02 Injection valve TE101 Fuel oil Inlet temperature
03 Pressure control valve LS103 Clean fuel oil leakage level
04 Clean fuel oil leakage collector A161 Speed setting device
05 Dirty fuel oil leakage collector GT165 Fuel rack position
06 Flywheel GT166 Overload
07 Camshaft GS172 Mechanical overspeed
08 Mechanical overspeed trip device ST173... Engine speed
09 Fuel rack ST191 Torsional vibration
M755 Electric motor for turning gear
GS792 Turning gear position
Pipe connections
101 Fuel oil inlet
102 Fuel oil outlet
103 Clean fuel oil leakage
104 Dirty fuel oil leakage

6. Fuel system
Internal fuel system, V-engine (4V69E8140-1d)
System components Electrical Instruments

01 Injection pump PT101 Fuel oil inlet pressure
02 Injection valve TE101 Fuel oil Inlet temperature
03 Pressure control valve LS103A Clean fuel oil leakage level, A-bank
04 Clean fuel oil leakage collector LS130B Clean fuel oil leakage level, B-bank
05 Dirty fuel oil leakage collector A161 Speed setting device
06 Flywheel GT165 Fuel rack position
07 Camshaft GT166 Overload
08 Mechanical overspeed trip device GS172 Mechanical overspeed
09 Fuel rack ST173... Engine speed
ST191 Torsional vibration
M755 Electric motor for turning gear
Pipe connections GS792 Turning gear position
101 Fuel oil inlet
102 Fuel oil outlet
103A Clean fuel oil leakage, A-bank
103B Clean fuel oil leakage, B-bank
104A Dirty fuel oil leakage, A-bank
104B Dirty fuel oil leakage, B-bank

6. Fuel system
6.3.2. Transfer and separation system • Operating pressure, max. 5 bar

Heavy fuel (residual, and mixtures of residuals and distil- • Operating temperature
lates) must be cleaned in an efficient centrifugal separa- - HFO 100°C
tor before entering the day tank. In case pure distillate - MDO 40°C
fuel is used, centrifuging is still recommended as the fuel • Viscosity for dimensioning
may be contaminated in the storage tanks. The rated ca- of electric motor:
pacity of the separator may be used provided the fuel - HFO 2000 cSt
viscosity is less than 12 cSt at centrifuging temperature. - MDO 40 cSt
Marine Gas Oil viscosity is normally less than
12 cSt/15°C. Preheater of separator
The preheated is normally dimensioned according to
Settling tank, heavy fuel
the pump capacity and a given settling tank tempera-
The settling tank should normally be dimensioned to en- ture. The heater surface temperature must not be too
sure fuel supply for min. 24 operating hours when filled high in order to avoid cracking of the fuel.
to maximum. The tank should be designed to provide The heater should be thermostatically controlled for
the most efficient sludge and water rejecting effect. The maintaining the fuel temperature within ± 2°C. The rec-
bottom of the tank should have slope to ensure good ommended preheating temperature for heavy fuel is
drainage. The tank is to be provided with a heating coil 98°C. For MDO the preheating temperature according
and should be well insulated. to the separator supplier.
The temperature in the settling tank should be between Design data:
50 - 70°C.
The required maximum capacity of the heater is:
The min. level in the settling tank should be kept as high
as possible. In this way the temperature will not de- m[l/h ] · t[°C ]
crease too much when filling up with cold bunker. P[kW ]=
1700
Settling tank, diesel fuel m = capacity of the separator feed pump
t = temperature rise in heater
As heavy fuel settling tank, but without heating coils and
insulation. For heavy fuels t = 48°C can be used, i.e. a settling tank
temperature of 50°C. Fuels having a viscosity higher
The temperature in the diesel oil settling tank should be
than 5 cSt at 50°C need preheating before the separa-
between 20 - 40°C.
tor.
Suction filter of separator feed pump The heaters to be provided with safety valves with es-
A suction filter with a fineness of 0.5 mm should be fitted cape pipes to a leakage tank (so that the possible leak-
to protect the feed pump. The filter should be equipped age can be seen).
with heating jacket in case the installation place is cold.
Separator
The filter can be either a duplex filter with change-over
valves or two separate simplex filters. The design of the Two separators, both of the same size, should be in-
filter should be such that air suction cannot occur. stalled. The capacity of one separator should be suffi-
cient for the total fuel consumption.
Feed pump of separator The fuel oil separator should be sized according to the
The use of a high temperature resistant screw pump is recommendations of the separator manufacturer.
recommended. The pump should be separate from the The maximum service throughput of a separator for the
separator and electrically driven. specific application should be:
Design data: P[kW] · b ·[g/kWh] · 24[h]
The pump should be dimensioned for the actual fuel Q[l/h] =
p [kg/m³] · t[h]
quality and recommended throughput through the sep-
arator. The flow rate through the separators should, P = max. Continuous rating of the diesel engine
however, not exceed the maximum fuel consumption by b = specific fuel consumption +15% safety margin
more than 10%. No control valve should be used to re- p = density of the fuel
duce the flow of the pump. t = daily separating time for self-cleaning separator
(usually = 23 h or 23,5 h)
For pure distillate fuel, a separate purifier should be in-
stalled.

6. Fuel system
For MDO (max. viscosity 11 cSt at 50°C) a flow rate of HFO separating system (3V69E2859)
80% and a preheating temperature of 45°C are recom-
mended. The flow rates recommended for the separator
for the grade of fuel in use are not to be exceeded. The
lower the flow rate, the better the efficiency.
Sludge tank
The sludge tank should be placed below the separators
as close as possible. The sludge pipe should be continu-
ously falling without any horizontal parts.
Day tank, heavy fuel
See Fuel Feed system.
Day tank, diesel fuel

See Fuel Feed system.
System components
10 Settling tank
11 Suction filter
12 Feed pump
13 Heater
14 Separator
15 Transfer pump
16 Bunker tank
17 Overflow tank
18 Sludge tank
19 Day tank

6. Fuel system
6.3.3. Fuel feed system, heavy fuel oil (HFO) black-out, the day tank should be placed min. 15 m
above the engine crankshaft centre line.
General
Suction strainer, HFO system
A pressurized fuel feed system is to be installed in HFO
installations. The over pressure in the system prevents A suction strainer with a fineness of 0.5 mm should be
the formation of gas and vapour in the return lines from installed for protecting the feed pumps. The strainer
the engines. should be equipped with heating jacket. The strainer
For marine diesel oil (MDO) a system with an open may be either of duplex type with change-over valves or
de-aeration tank may be installed, if the tanks can be lo- two simplex strainers in parallel. The design should be
cated high enough to prevent cavitation in the fuel feed such that air suction is prevented.
pump. Feed pump, HFO system
The heavy fuel pipes shall be properly insulated and
The feed pump maintains the pressure in the fuel feed
equipped with trace heating. It has to be possible to
system. It is recommended to use a high temperature
shut- off the heating of the pipes when running with
resistant screw pump as feed pump.
MDO (the tracing pipes to be grouped together accord-
ing to their use). Any provision to change the type of fuel Design data:
during operation should be designed to obtain a smooth Capacity to cover the total consumption of the engines
change in fuel temperature and viscosity. When chang- and the flush quantity of a possible automatic filter
ing from HFO to MDO or gas oil the viscosity at the en- Operating pressure head 6 bar
gine should be above 2.8 cSt, and not drop below 2.0
Design pressure 16 bar
cSt even during short transient conditions. In certain ap-
plications a cooler may be necessary. Design temperature 100°C
A connection for compressed service air should be ar- Viscosity (for dimensioning
ranged before the safety filter, together with a drain line the electric motor) 1000 cSt
from the return line to the clean fuel leakage or overflow Pressure control valve of the fuel feed pump, HFO
tank, to enhance maintenance and work on the fuel system
pumps by blowing out the fuel before starting the work,
thus avoiding spilling fuel into the hot-box. The pressure control valve maintains the pressure in the
de-aeration tank directing the surplus flow to the HFO
As per Solas rules 1 July 1997, two day tanks have to be
day tank.
installed.
Set point 3 - 5 bar
Day tank, heavy fuel
Automatically cleaned fine filter, HFO system
The heavy fuel day tank should normally be
dimensioned to ensure fuel supply for about 24 operat- The use of automatically back-flushing filters is recom-
ing hours when filled to maximum. The design of the mended, normally as a duplex filter with an insert filter as
tank should be such that water and dirt particles do not the stand-by half. For back-flushing filters the pump ca-
collect in the suction pipe. The tank has to be provided pacity should be sufficient to prevent pressure drop dur-
with a heating coil and should be well insulated. Maxi- ing the flushing operation.
mum recommended viscosity in the day tank is 140 cSt. Design data:
Due to the risk of vax formation, fuels with a lower vis- Fuel viscosity acc. to specification
cosity than 50 cSt/50°C must be kept at higher tempera- Design temperature 100°C
tures than what the viscosity would require.
Preheating from 180 cSt/50°C
Fuel viscosity Minimum day tank Flow see Technical Data
(cSt at 50°C) temperature (°C)
Design pressure 16 bar
730 80 Fineness:
380 70 – back-flushing filter 90% separation above
180 55 20 mm (mesh size
max. 35 mm)
The tank and pumps should be placed so that a positive – insert filter 60% separation
static pressure of 0.3 - 0.5 bar is obtained on the suction above 15 mm
side of the pumps. with one through-flow
Day tank, diesel fuel Maximum permitted
pressure drop for normal
The diesel fuel day tank should normally be filters at 14 cSt:
dimensioned to ensure fuel supply for 12 - 24 operating – clean filter 0.2 bar
hours when filled to maximum. – alarm 0.8 bar
In installations when the stand-by engines are to be fed The automatic filter is recommended be placed be-
from the diesel fuel tank at start in case of occasional tween the feeder pumps and the de-aeration tank to

6. Fuel system
avoid clogging of the filter mesh due to cracking of the To compensate for heat losses due to radiation a certain
fuel. allowance should be added, e.g. 10% + 5 kW.
Fuel consumption meter, HFO system The heaters to be provided with safety valves with es-
cape pipes to a leakage tank (so that the possible leak-
If a fuel consumption metre is required, it should be fit- age can be seen).
ted between the fuel feed pumps and the de-aeration
tank together with a by-pass line. If the metre is provided Viscosimeter, HFO system
with a prefilter, it is recommendable to install an alarm For the control of the heater(s) a viscosimeter has to be
for high pressure difference across the filter. installed. A thermostatic control shall also be fitted, to
De-aeration tank, HFO system be used as safety when the viscosimeter is out of order.
The viscosimeter should be of a design which stands
The volume of the de-aeration tank should be about 60 - the pressure peaks caused by the injection pumps of
150 l. It shall be equipped with a vent valve and a low the diesel engine.
level alarm. It shall also be insulated and equipped with a
Design data:
heating coil. The vent pipe should, if possible, be led
downwards, e.g. to the overflow tank. Viscosity range
(at injection pumps) 10 - 24 cSt
Circulating pump, HFO system Design temperature 180°C
The purpose of this pump is to circulate the fuel in the Design pressure 40 bar
system and maintain the correct pressure at the engine.
Design data: Fuel oil safety filter, HFO system
Capacity about 3.0 - 3.5 times the The fuel oil safety filter is a full flow duplex type filter with
max. fuel consumption steelnet. This filter must be installed as near the engine
plus the capacity requi- as possible. The filter should be equipped with heating
red for flushing of the jacket.
automatic filter Design data:
Operating pressure head 10 bar Fuel viscosity acc. to specification
Design pressure 16 bar Design temperature 150°C
Operating temperature 150°C Flow see Tech Data
Viscosity (for dimensioning Design pressure 16 bar
the electric motor) 500 cSt Fineness 90% separation
above 20 mm
Heater, HFO system
(mesh size max. 35 mm)
The heater(s) is normally dimensioned to maintain an in-
Maximum permitted pressure
jection viscosity of 14 cSt (for fuels having a viscosity
drops at 14 cSt:
higher than 380 cSt/50°C the temperature at the engine
– clean filter 0.2 bar
inlet should not exceed 135°C) at the maximum fuel
– alarm 0.8 bar
consumption and a given day tank temperature.
The day tank temperature depends on the separating Leak fuel tank, clean fuel, HFO system
temperature, tank heating arrangements and heat Clean leak fuel draining from the injection pumps can, if
losses of the separator piping and the tank itself. It may desired, be re-used without repeated treatment. The
also be prudent to include a certain temperature drop of fuel should then be drained to a separate leak fuel tank
the day tank, if the separation is interrupted in port, in or- and, from there, be pumped to the day tank. Alterna-
der to have sufficient heater capacity for a departure be- tively, the clean leak fuel tank can be drained to another
fore the day tank temperature has reached its normal tank for clean fuel, e.g. the bunker tank, the overflow
level. tank etc. The pipes from the engine to the drain tank
Each heater should be dimensioned according to the should be arranged continuously sloping and should be
above mentioned criterion, with another heater of equal provided with heating and insulation.
size as stand-by.
Leak fuel tank, dirty fuel, HFO system
To avoid cracking of the fuel the surface temperature in
the heater must not be too high. The surface power of Normally no fuel is leaking out of the dirty system during
electric heaters should not be higher than about operation. Fuel, lubricating oil, water or sludge is
1 W/cm². The output of the heater shall normally be con- drained only in case of a possible leakage.
trolled by a viscosimeter. As a reserve a thermostatic The pipes to the sludge tank should, if possible, be
control may be fitted. drawn along the pipes for clean fuel in order to achieve
The set point of the viscosimeter shall be somewhat heating, and be insulated.
lower than the required viscosity at the injection pumps
to compensate for heat losses in the pipes.

6. Fuel system
Fuel feed unit, HFO system Adjustment of pressure levels

If required, a completely assembled fuel feed unit can be Control valves have to be adjusted to lower pressure
supplied as an option. level before the first start of the pumps and then care-
This unit comprises normally the following equipment: fully increase the pressure to the correct value. To avoid
damages maximum pressures of all the equipment in
• two suction strainers the system have to be checked and they must not be ex-
• two feed pumps of the screw type, equipped with ceeded during adjustments.
built-on safety valves and electric motors The first step is to adjust the pressure relief valves built
• one pressure control/overflow valve on the feed (item 09 in 3V69E3615) and circulating
• one automatic back-flushing filter with by-pass filter pumps (12). These valves act only as safety devices to
protect the pumps against mechanical failures in case of
• one pressurized de-aeration tank, equipped with a closed valve on the pressure side of the pump. The
level switch and hand-operated vent valve pressure relief valves of the pumps should be com-
• two circulating pumps, same type as above pletely closed during normal operation and it is not al-
• two heaters, steam or electric, one in operation and lowed to use these valves for adjusting the operating
the other as spare pressure of the system. The opening pressure has to be
approximately 2 bar above the maximum pressure in the
• one viscosimeter for the control of the heaters
system. Opening pressure is adjusted by running the
• one steam control valve or control cabinet for electric pump for a short period against a closed valve.
heaters
Note: Long time running overheat the pump!
• one thermostatic valve for emergency control of the The next step is to adjust the pre-pressure valve (19).
heaters This can be done when both the feed (9) and the circulat-
• control cabinets with starters for pumps, automatic ing (12) pump are in normal operation.
filter and viscosimeter The opening pressure of an overflow (16) valve (if in-
• one alarm panel stalled) has to be adjusted clearly above the opening
The above equipment is built on a steel frame, which can pressure of the pressure control valve of the engines.
be welded or bolted to its foundation in the ship. All For adjusting the overflow valve the engine fuel oil outlet
heavy fuel pipes are insulated and provided with trace has to be closed.
heating. The pressure level of the circulating system is kept con-
When installing the unit only power supply, group alarms stant by the pressure control valve on engine (04). This
and fuel, steam and air pipes have to be connected. valve is adjusted when the engine is stopped, but whole
fuel oil feed system is in normal operation.
It is recommended to supply not more than two engines
from the same system. Alternatively, an individual circu- It is important in multi-engine installations that the pres-
lation pump (and a stand-by pump if required) should be sure levels of all engines are as close to each other as
provided for each engine. It is very important to obtain possible. This is necessary in order to get equal fuel oil
the correct and sufficient flow to the engine, ensuring flow to each engine. In installations where engines of dif-
that nothing is “lost” in pressure control valves, safety ferent size are connected to the same system or back
valves, overflow valves, etc. pressures of some of the engines differ from other spe-
cial consideration has to be given to get the correct fuel
oil flow to each engine.
From the table below we can conclude that the pressure
class has to be (at least) PN16, when the relief valve is
adjusted to 12 bar.
An example of the pressure adjustment in a standard fuel oil feed system

Pressure relief valve of the feed pump (09) 7 bar Measured at the pressure side of the pump
Pre-pressure control valve (19) 4 bar Measured at the pressure side of the feed
pump
Pressure relief valve of the circulating pump (12) 12 bar Measured at the pressure side of the pump,
when the feed pump is running
Pressure at engine inlet (101) 8 bar Measured at the local control panel
De-aeration tank safety valve 10 bar Measured at the pressure side of the feed
pump
Overflow valve (if installed) (16) 9 bar Measured at the local control panel

6. Fuel system
6.3.4. Fuel feed system, marine diesel oil (MDO) De-aeration tank, MDO system
Day tank, diesel fuel The volume of the de-aeration tank should be about
60-150 l.
The diesel fuel day tank should normally be
If a fuel consumption metre is not required, the easiest
dimensioned to ensure fuel supply for 12 - 24 operating
solution is to conduct the return line directly to the day
hours when filled to maximum.
tank, avoiding the need to install a de-aeration tank.
In installations when the stand-by engines are to be fed
from the diesel fuel tank at start in case of occasional Automatically cleaned fine filter, MDO system
black-out, the day tank should be placed min. 15 m The use of automatically back-flushing filters is recom-
above the engine crankshaft centre line. mended, normally as a duplex filter with an insert filter as
Suction strainer, MDO system the stand-by half. For back-flushing filters the circulat-
ing pump capacity should be sufficient to prevent pres-
As in heavy fuel system, without heating coils. sure drop during the flushing operation.
Feed pump, MDO system Design data:
Feed pumps are not needed if there is enough gravity. Fuel viscosity acc. to specification
Design temperature 50°C
Circulating pump, MDO system
Flow see Technical Data
The purpose of the pump is to circulate the fuel in the
system and maintain the correct pressure at the engine. Design pressure 16 bar
Design data: Fineness
– back-flushing filter: 90% separation above
Capacity about 3.0 - 3.5 times the 20 mm (mesh size
max. fuel consumption max. 35 mm)
plus the capacity – insert filter: 60% separation
required for flushing of above 15 mm
the automatic filter with one through-flow
Operating pressure head 10 bar Maximum permitted pressure drop
Design pressure 16 bar for normal filters at 14 cSt:
Design temperature 50°C – clean filter 0.2 bar
Viscosity (for dimensioning – alarm 0.8 bar
the electric motor) 90 cSt Fuel oil safety filter, MDO system
Pressure control valve of the fuel feed pump The fuel oil safety filter is a full flow duplex type filter with
MDO system steelnet. This filter must be installed as near the engine
as possible.
See heavy fuel system.
Design data:
Fuel consumption meter, MDO system
Fuel viscosity acc. to specification
If a fuel consumption metre is required, it should be fit- Design temperature 50°C
ted before the mixing tank. If the metre is provided with a
Flow see Tech Data
prefilter, it is recommendable to install an alarm for high
pressure difference across the filter. Design pressure 16 bar
The common resistance of the flow metre and the Fineness 90% separation
prefilter must not be higher than the static height differ- above 20 mm
ence. (mesh size max. 35 mm)
Maximum permitted pressure
drops at 14 cSt:
– alarm 0.8 bar
Leak fuel tanks, MDO system
See heavy fuel system.

6. Fuel system
Fuel feed unit, diesel fuel When installing the unit only power supply, group
alarms and fuel and air pipes have to be connected.
If required, a completely assembled fuel feed unit can be
supplied as an option. Fuel oil cooler, MDO system
This unit comprises normally the following equipment: The minimum viscosity of the fuel supplied to the engine
• two suction strainers is 2.8 cSt. To prevent the viscosity from dropping below
• two circulation pumps of the screw type, equipped this value a cooler may be necessary, especially when
with built-on safety valves and electric motors running on Marine Gas Oil (MGO). The temperature of
the day tank should be estimated at the design stage. It
• one pressure control/overflow valve should also be taken into consideration that heat is
• one mixing tank transferred from the engine to the return fuel; 4 kW/cyl at
• one automatic back-flushing filter with by-pass filter full load and 0.5 kW/cyl at zero load.
• control cabinets with starters for pumps and auto- The light fuel oil system should be designed to avoid a
matic filter higher temperature than 45...50°C.
• one alarm panel
The above equipment is built on a steel frame, which can
be welded or bolted to its foundation in the ship.

6. Fuel system
Pressurized fuel feed system heavy fuel oil (3V69E3615c)
system components Pipe connections Pipe dimensions

01 Diesel engine L46: V46:
03 Safety filter 101 Fuel inlet * DN32 DN32
04 Pressure control valve 102 Fuel outlet * DN32 DN32
05 Day tank, heavy fuel 103 Leak fuel drain, clean fuel Ø28 Ø28
06 Day tank, diesel fuel 104 Leak fuel drain, dirty fuel DN40 DN40
07 Change-over valve
08 Suction filter
09 Fuel feed pump
10 Flow meter
Size of the piping in the installation to be calculated case by
11 De-aeration tank
case, having typically a larger diameter than the connection on
12 Circulating pump
the engine.
13 Heater
14 Automatic filter
15 Viscosimeter * Elastic hoses are used on all engines (also rigidly mounted)
16 Overflow valve to reduce pressure peaks.
17 Leak fuel tank, clean fuel
18 Leak fuel tank, dirty fuel
19 Pressure control valve
20 Cooler

6. Fuel system
External HFO fuel oil feed system, 1 x Wärtsilä 46 (3V69E8161)
System components Pipe connections Pipe dimensions

05 Day tank, heavy fuel 103 Leak fuel drain, clean fuel Ø28 Ø28
06 Day tank, diesel fuel 104 Leak fuel drain, dirty fuel DN40 DN40
07 Change-over valve
08 Suction filter
09 Fuel feed pump
Size of the piping in the installation to be calculated case by
10 Flow metre
case, having typically a larger diameter than the connection on
11 De-aeration tank
the engine.
12 Circulating pump
13 Heater
14 Automatic filter * Elastic hoses are used on all engines (also rigidly mounted) to
15 Viscosimeter reduce pressure peaks.
20 Cooler

6. Fuel system
Fuel feed system, diesel fuel (3V69E3762c)

06 Day tank, diesel fuel 103 Leak fuel drain, clean fuel Ø28 Ø28
08 Suction filter 104 Leak fuel drain, dirty fuel DN40 DN40
10 Flow meter
12 Circulating pump
14 Automatic filter
16 Overflow valve
Size of the piping in the installation to be calculated case by case.
* Elastic hoses are used on all engines (also rigidly mounted) to reduce pressure peaks.

6. Fuel system
Fuel feed unit, example (2V76F5613)
The frame of panel to be supported

to ship’s steelstructure.
Dimension tolerances for locations of pipe connections ±25 mm
Counter flanges DIN2633 or DIN2576 Np16 included
Fuel booster units

Cylinders Unit type Dimensions
L* B* H
6 AMB-M15 SS 3120*1200*2050mm
8 AMB-M15 SS 3120*1200*2050mm
9 AMB-M15 SS 3120*1200*2050mm
12 AMB-M15 SS 3120*1200*2050mm
16 AMB-M26 SS 3120*1200*2050mm
18 AMB-M26 SS 3120*1200*2050mm
24 AMB-M36 SS 3200*1600*2050mm
27 AMB-M36 SS 3200*1600*2050mm
32 AMB-M36 SS 3200*1600*2050mm
36 AMB-M50 SS 4300*1800*2050mm
Mixing tank 100 litres, automatic filter at cold side 34 microns.

6. Fuel system
Internal fuel oil system of fuel feed unit (4V76F5614)

7. Lubricating oil system

7.1. Internal lubricating oil system straight as possible. A pressure gauge shall be installed
close to the inlet of the pump in order to make it possible
As a standard the engine is equipped with a built-on side to check the suction height. The suction pipe should be
stream centrifugal filter and starting-up/running-in fil- equipped with a non-return valve of the flap type without
ter(s). An engine driven pump located at the free end of spring, and installed in such a position as to ensure
the engine is available as an option, however, not for in- self-closing.
stallations with fixed-pitch propellers.
The suction and return pipes for the separator should
The suction height must not exceed the capacity of the not be located near to each other The tank must not be
pump, which for the built-on pump is 0.4 bar including placed so that the oil is cooled so much that the recom-
losses in piping. All the other equipment belongs to the mended lubricating oil temperature cannot be main-
external lubricating oil system. The oil sump is of dry tained.
sump type.
Design data
Centrifugal filter Oil volume 1.2 - 1.5 l/kW see also
The centrifugal filter in by-pass is used as an indicator fil- Technical data
ter. Oil level at service 75 - 80% of tank volume
• Capacity per filter 3.5 m³/h Oil level alarm 60% of tank volume
• Filtering properties down to 1mm Suction strainer
Starting-up or running-in filter If necessary, a suction strainer completed by magnetic
All engines are provided with a full-flow paper cartridge bars can be fitted in the suction pipe to protect the lubri-
filter in the oil inlet line to each main bearing. The car- cating oil pump.
tridge is used only during running-in and at the first start- The suction strainer as well as the suction pipe diameter
ing-up of the installation. should be amply dimensioned to minimize the flow re-
sistance.
7.2. External lubricating oil system Fineness 0.5 - 2.0 mm
Each engine should have a separate lubricating oil sys- Lubricating oil pump
tem of its own. Engines operating on heavy fuel should The lubricating oil pump is normally of screw type and
have continuous centrifuging of the lubricating oil. should be provided with an overflow valve.
When designing the piping diagram, the procedure to Design data:
flush the system should be clarified and presented in the Capacity see Technical data
diagram.
Operating pressure, max. 8 bar
System oil tank Operating temperature, max. 100°C
The engine dry sump has two drain outlets at each end. Lubricating oil viscosity SAE 40
At least one outlet in each end should be used. Totally at
least three outlets should be used on the 8L, 9L, 16V and Prelubricating pump
18V46 engines. If the engine is installed inclined, two The prelubricating pump is a separately installed electri-
outlets should be used in the lower end, which typically cally driven screw pump, equipped with a safety valve.
is the driving end. When a mechanically driven oil pump The pumps is used for:
is specified, the outlet closest to the pump (in the free 1. Filling of the diesel engine lubricating oil system
end) may be unpractical to use due to space consider- and getting some pressure before starting and
ations. preheating of the engine, when there is an engine
The pipe connection between the sump and the system driven pump.
oil tank should be arranged flexible enough to prevent 2. Providing additional capacity to the engine driven
damages due to thermal expansion. The drain pipe from lubricating oil pump in certain installations where
the oil sump to the system oil tank shall end below the the diesel engine speed drops below a certain
min. oil level and shall not be led to the same place as the value. In these cases, the discharge head of the
suction pipe. pump should be selected accordingly, and the
The end of the suction pipe should be trumpet-shaped pump should start and stop automatically on
or conical in order to reduce the pressure loss. For the signals from the speed measuring system.
same reason the suction pipe shall be as short and

The installation of a prelubricating pump is compulsory. Thermostatic valve

An electrically driven main pump or stand-by pump (with
Design data:
full pressure) cannot work as a prelubricating pump, as a
lower pressure (max. 2 bar) is required during stand-still Inlet oil temperature to
to avoid leakage into the charge air manifold through the be kept constant, set point 63°C
labyrinth seal of the turbocharger. Such a leak does not Operating pressure, max. 8 bar
occur when the engine is running due to the charge air To achieve the desired oil temperature at the engine in-
pressure. The pressure of an electrically driven main let of 63°C, a thermostatic valve with suitable character-
pump may be excessive also if operated at reduced istics has to be selected. In case of a thermostatic valve
speed with a 2-speed electric motor. with wax elements the set point could be e.g. 57°C, in
The piping shall be arranged in such a way as to permit which case the opening starts at 54°C and the valve is
oil from the prelubricating oil pump to fill the pump body completely open at 63°C. If a set point of 63°C is se-
of the mechanically driven main pump, for good sealing lected, it may be fully open at e.g. 68°C, which is too
and lubrication of the pump. high when the engine is running at full power.
Concerning flows and pressures, see Technical Data. Automatic filter
The suction height of the system should not exceed the
capacity of the pump. An automatic self-cleaning filter must be installed.
Design data:
Lubricating oil cooler
Lubricating oil viscosity SAE 40
Design data: Operating pressure, max. 8 bar
Nominal heat dissipation see Technical data Test pressure, min. 12 bar
Safety margin to be added 15% +margin for fouling
Operating temperature, max. 100°C
Oil temperature to engine inlet nominal 63°C
Fineness 90% separation above
Design pressure 10 bar 20 mm (absolute mesh
Viscosity class SAE 40 width max. 35 mm
Oil flow through oil cooler see Technical data Max. permitted pressure
Water flow through oil cooler see Technical data drop for normal filters:
Local gauges – alarm 0.8 bar
Local thermometers should be installed wherever a new
temperature occurs, i.e. before and after heat ex- Lubricating oil safety filter
changers, etc. The lubricating oil safety filter is a duplex filter with
Pressure gauges should be installed on the suction and steelnet filter elements.
discharge side of each pump. Design data:
Lubricating oil viscosity SAE40
Orifice
Operating pressure, max. 8 bar
An orifice can sometimes be useful in the by-pass line to
balance the pressure drop, unless included in the ther- Test pressure, min. 12 bar
mostatic valve. Operating temperature, max. 100°C
Fineness 90% separation above
50 mm at one through-
flow (absolute mesh
width max. 60 mm)
Max. permitted pressure
drop for normal filters:
– alarm 0.8 bar

Pressure peak damper Separator pump

The 12V46 engine is delivered with a damper to be in- The separator pump can be directly driven by the sepa-
stalled in the external piping in accordance with rator or separately driven by an electric motor. The flow
3V35L3112. should be adapted to achieve the above mentioned op-
timal flow.
Lube oil damper arrangement to external piping
(3V35L3112) Separator preheater
The preheated can be a steam or an electric heater. The
surface temperature of the heater must not be too high
in order to avoid coking of the oil.
Design data
• For engines with centrifuging during operation, the
heater should be dimensioned for this operating con-
dition. The temperature in the separate system oil
tank in the ship’s bottom is normally 65 - 75°C.
• For engines with centrifuging when stopped engine,
the heater should be large enough to allow centrifug-
ing at optimal rate of the separator without heat sup-
ply from the diesel engine.
Note!
The heaters to be provided with safety valves with es-
cape pipes to a leakage tank (so that the possible leak-
age can be seen).
Lubrication oil gravity tank
In installations without an engine driven pump it is rec-
ommended to have a lubricating oil gravity tank ar-
Separator rangement for black-out situations.
The separator should be dimensioned for continuous The required height of the tank is to obtain a pressure of
centrifuging. Each lubricating oil system should have a min. 0.5 bar measured on the instrument panel of the
separator of its own. The separator system must not be engine.
designed for water mixing when centrifuging. Engine type Tank volume (m³)
Design data:
6L46 1.0
Lubricating oil viscosity SAE 40
8L46, 9L46, 12V46 2.0
Lubricating oil density 880 kg/m 3
16V46, 18V46 3.0
Centrifuging temperature 90 - 95°C
The following rule, based on a separation time of 23
h/day, can be used for estimating the nominal capacity
of the separator:
(1.2...1.5) ·P ·m
V(l/h) =
23
P = total engine output (kW)

m = 4 for MDO
m = 5 for HFO

Internal lubricating oil system, in-line engine (4V69E8139-2d)
System components Electrical instruments
01 Oil sump PSZ201 Lube oil inlet pressure

02 Centrifugal filter PSZ201.1 Prelube oil inlet pressure
03 Sampling cock PT201 Lube oil inlet pressure
04 Running-in filter TE201 Lube oil inlet temperature
05 Turbine TSZ201 Lube oil inlet temperature
06 Compressor PS210 Lube oil inlet pressure (stand-by)
07 Crankcase breather PT274 Lube oil before TC pressure
08 Lube oil main pump QS700... Oil mist in crankcase
TE700... Main bearing temperature
Pipe connections
Internal connections
201 Lube oil inlet (to manifold)
202A Lube oil outlet (from oil sump), A-side X Crankcase breather drain
202B Lube oil outlet (from oil sump), B-side Y Lube oil to intermediate gear wheels
203 Lube oil to engine driven pump Z Lube oil to valve gear, camshaft, injection
204 Lube oil from engine driven pump pumps etc.
701 Crankcase air vent

Internal lubricating oil system, V-engine (4V69E8140-2d)
01 Oil sump PSZ201 Lube oil inlet pressure

02 Centrifugal filter PSZ201.1 Prelube oil inlet pressure
03 Sampling cock PT201 Lube oil inlet pressure
04 Running-in filter TE201 Lube oil inlet temperature
05 Turbine TSZ201 Lube oil inlet temperature
06 Compressor PS210 Lube oil inlet pressure (stand-by)
07 Crankcase breather PT274 Lube oil before TC pressure, A-bank
08 Lube oil main pump PT284 Lube oil before TC pressure, B-bank
09 Pressure control valve QS700... Oil mist in crankcase
TE700... Main bearing temperature
Pipe connections
201 Lube oil inlet (to manifold)
Internal connections
202A Lube oil outlet (from oil sump), A-side
202B Lube oil outlet (from oil sump), B-side XA Crankcase breather drain, A-bank
203 Lube oil to engine driven pump XB Crankcase breather drain, B-bank
204 Lube oil from engine driven pump Y Lube oil to intermediate gear wheels
701A Crankcase air vent, A-bank ZA Lube oil to valve gear, camshaft, injection
pumps etc, A-bank
701B Crankcase air vent, B-bank
ZB Lube oil to valve gear, camshaft, injection
pumps etc, B-bank

Lubricating oil system, dry sump (3V69E3618d)

01 Diesel engine Wärtsilä L46/V46 L46: V46:
02 Pressure control valve 201 Lubricating oil inlet DN125 DN150
03 Centrifugal oil cleaner 202 Lubricating oil outlet1) DN200 DN250
04 Oil cooler 224 Control oil to pressure control valve M18*1.5 M18*1.5
05 Thermostatic valve 701 Crankcase air vent Ø114 2*Ø114
06 Safety filter
07 Orifice
08 Automatic filter
09 Lube oil pump 1 1)
10 Lube oil pump 2 Two outlets in each end are available, outlets to be used:
11 Separator pump Free end Driving end
12 Heater 6L, 12V 1 1
13 Separator 8L, 9L, 16V, 18V 1 2
14 System oil tank
15 Sludge oil tank
16 Crankcase breather
17 Gravity tank
18 Prelubricating oil pump * The non-Return valve should be located at a sufficient distance
19 Orifice ø5 - 6 mm vertically below the gravity tank to ensure proper opening of the
20 Condensate trap valve, especially if it is of the spring-loaded type.
21 Damper (only 12V46)
22 Sight glass

Main engine external lubricating oil system, engine driven pumps (3V69E8163)

6L46 8L,9L46 8L,9L46 V46
01 Diesel engine Wärtsilä L46/V46 constant variable
02 Pressure control valve speed speed
03 Centrifugal oil cleaner 201 Lubricating oil inlet DN125 DN125 DN125 DN200
04 Oil cooler 202 Lubricating oil outlet1) DN200 DN200 DN200 DN250
05 Thermostatic valve 203 Lube oil to engine DN250 DN250 DN300 DN300
06 Safety filter driven pump
07 Orifice 204 Lube oil from engine DN150 DN150 DN200 DN200
08 Automatic filter driven pump
09 Lube oil pump, Engine driven 701 Crankcase air vent Ø114 Ø114 Ø114 2*Ø114
10 Lube oil stand-by pump
11 Separator pump
12 Heater 1)
13 Separator Two outlets in each end are available, outlets to be used:
14 System oil tank Free end Driving end
15 Sludge oil tank 6L, 12V 1 1
16 Crankcase breather 8L, 9L, 16V, 18V 1 2
18 Prelubricating oil pump
20 Condensate trap
21 Damper (only 12V46)

Lubricating oil cooler, example (4V47F0003)
In-line engines
Engine Dimensions, C
6L46 1105
8L46 1455
9L46 1455
V-engines
Engine Dimensions, C
12V46 1435
16V46 1735
18V46 2035

Thermostatic valve DN 125 for lubricating oil (4V34L0150)

Thermostatic valve DN 150 for lubricating oil (4V34L0149)

Electrically driven pumps

Example, for guidance only.
6L46 8L46 9L46 12V46 16V46 18V46
Main/standby oil pump, 50 Hz
Speed RPM 1450 1490 1475 1480 990 990
Power requirement at oil temperature 75°C kW 39 40 47 63 72 79
Electric motor kW 48 48 57 75 90 90
Main/standby oil pump, 60 Hz
Speed RPM 1180 1180 1180 1200 900 1200
Prelubricating oil pump, 50 Hz
Speed RPM 1490 1450 1480 1480 1000 990
Prelubricating oil pump, 60 Hz
Speed RPM 1800 1190 1190 1180 1190 1200

8. Cooling water system

8.1. General 8.2. Internal cooling water system
For the cylinder cooling as well as the charge air and oil The proper combustion of heavy fuel at all loads re-
cooling fresh water is used. The pH-value and hardness quires a.o. optimum process temperatures. At high
of the water should be within normal values. The chlo- loads, the temperature must be low enough to limit ther-
rine and sulphate content should be as low as possible. mal load and prevent hot corrosion of the components
To prevent forming of rust in the cooling water system, a in the combustion chamber. At low loads, the tempera-
corrosion inhibitor must be added to the water accord- ture must be high enough to ensure complete combus-
ing to the instructions in the Instruction Book. tion and prevent cold corrosion in the combustion
Shore water is not always suitable. The hardness of space. These requirements are fulfilled by the high com-
shore water may be too low, which can be compensated pression temperature caused by the high compression
by additives, or too high, causing scale deposits even ratio.
with additives. The engine is as standard equipped with a built-on
Fresh water generated by a reverse osmosis plant two-stage charge air cooler for increased heat recovery
onboard often has a high chloride content (higher than or heating of cold combustion air.
the permitted 80 mg/l) causing corrosion. The in-line engine has one cooler of the self-supporting
For ships with a wide sailing area a safe solution is to use block type. The V-engine has two coolers of the insert
fresh water produced by an evaporator (onboard), using type.
additives according to the Instruction Book (important). The cooling water system comprises a low-temperature
Sea-water will cause severe corrosion and deposits for- (LT) circuit and a high-temperature (HT) circuit. The
mation even in small amounts. LT-circuit includes the LT-charge air cooler and lubri-
cating oil cooler (separately installed) while the HT-cir-
Rain water is unsuitable as cooling water due to a high
cuit includes the cylinders and the HT-charge air cooler.
oxygen and carbon dioxide content, causing a great risk
for corrosion. The HT-side of the charge air cooler is connected in se-
To allow start on heavy fuel, the HT cooling water sys- ries with the cylinders.
tem has to be preheated to a temperature as near to the The charge air temperature is controlled by letting a part
operating temperature as possible, however min. 60°C. of the LT-water by-pass the charge air cooler at low
load. A temperature sensor in the charge air receiver
controls a LT-water thermostatic valve on the outlet
side. With this arrangement the charge air temperature
can be kept at a desired and constant temperature irre-
spective of variations in the engine load or LT-water
temperature, thus minimizing the amount of condensate
water in tropical conditions.

Circulating pumps Engine driven pumps, located at the free end of the en-
gine, are available as options.
The LT- and HT-cooling water circuit pumps are nor-
mally separately installed electrically driven pumps and The pump curves of built-on engines are shown in the
normally of centrifugal type. diagrams below.
Pump curves
L46, HT and LT - pumps 500 rpm (based on 4V19L0332)
45
40
35
Delivery head, m
30
25 9L46 (Ø220)
8L46 (Ø210)
20 6L46 (Ø200)
15
10
0
0 50 100 150 200 250 300
Flow, m3/h
L46, HT- and LT -pumps 514 rpm (based on 4V19L0332)
45
40
35
Delivery head, m
30
25 9L46 (Ø220)
8L46 (Ø210)
20 6L46 (Ø200)
15
10
0
0 50 100 150 200 250 300
Flow, m3/h

V46, HT- and LT -pumps 500 rpm (based on 4V19L0333)
40
35
30
Delivery head, m
25
18V46 (Ø232)
20 16V46 (Ø225)
12V46 (Ø220)
15
10
0
0 50 100 150 200 250 300 350 400 450 500 550
Flow, m3/h
V46, HT- and LT -pumps 514 rpm (based on 4V19L0333)
40
35
30
Delivery head, m
25
18V46 (Ø232)
20 16V46 (Ø225)
12V46 (Ø220)
15
10
0
0 50 100 150 200 250 300 350 400 450 500 550
Flow, m3/h

8.3. External cooling water system Design data:

• Fresh water flow see Technical Data
In large multi-engine plants it is recommended to install
a part of the engines in one circuit and the other engines • Pressure drop on fresh water
in another circuit, main and auxiliary engines in separate side, max. 0.6 bar
circuits etc. This gives safety against malfunctions like • If the flow resistance in the external pipes is high it
loss of cooling water due to a broken elastic pipe con- should be observed when designing the cooler.
nection or other piping component, loss of circulation • Sea-water flow acc. to cooler
due to entrained air after overhaul, or entrained gases or manufactorer,
similar accumulating in some cooling water pump. In normally 1.2 - 1.5 x
case of a large LT-water system it may also be prudent the fresh water flow
to separate the HT-circuit from the LT-circuit with a heat
exchanger. • Pressure drop on sea-water
side, norm. 0.8 - 1.4 bar.
The maximum water velocities mentioned in chapter
“Piping design, treatment and installation” should not • Fresh water temperature after
be exceeded. cooler (before engine), max. 38°C.
Especially the sea-water suction pipes should be de- • Heat to be dissipated see Technical Data
signed and installed to minimize the flow resistance as • Safety margin to be added 15% + margin for
much as possible. fouling
Sea-water pump Circulating water pumps, LT- and HT-circuit
The sea-water pumps have to be electrically driven. The The pumps should normally be of the centrifugal type
capacity of the pumps is determined by the type of the and driven by an electric motor. Concerning capacity,
coolers used and the heat to be dissipated. see Technical Data. The delivery head of the pumps
Ships (with ice class) designed for cold sea-water should be determined according to the actual flow resis-
should have temperature regulation with a recirculation tance in the engine, in the external pipes and in the
back to the sea chest: valves.
• for heating of the sea chest to melt ice and slush, to The HT-circuit must have individual pumps for each cir-
avoid clogging the sea-water strainer cuit.
• to increase the sea-water temperature to enhance the The LT-water circuit can have individual pumps for each
temperature regulation of the LT-water engine, or for each engine, or two or three engines in the
same circuit can be supplied by the same separately in-
Fresh water central cooler stalled pump. This feature permits a reduction of engine
The fresh water cooler can be of either tube or plate room components, as also other equipment can be
type. Due to the smaller dimensions the plate cooler is cooled by the same separately installed pumps, such as
normally used. The fresh water cooler can be common reduction gear, propeller hydraulics, shaft line compo-
for several engines, also one independent cooler per en- nents, compressors, steering gear hydraulics, genera-
gine is used. tors etc.
Lubricating oil cooler
The plate type lubricating oil cooler is intended to be
cooled by fresh water and connected in series with the
charge air cooler.
For technical data, see “Lubricating oil system”.

Thermostatic valve, LT-circuit same V-engine. Venting of several engines should never
be combined.
The thermostatic valve of the LT-circuit is installed to
control the charge air temperature. Permanent venting pipes to be installed to the expan-
sion tank from all high points of the piping system,
This arrangement minimises the amount of condensate
where air and gases can accumulate.
in the charge air.
The balance pipe down from the expansion tank should
Thermostatic valve, HT-circuit have a cross-section area at least four times as big as
Normally the outlet temperature of HT-water from the the combined cross-section area of the venting pipes.
engine is controlled. Each engine must have own tem-
Preheating pump
perature control valve.
Engines require preheating of the HT-cooling water.
The water temperature after leaving the charge air
cooler is approximately 91°C at full load. The set point of Design data of the pump:
the HT-thermostatic valve after the engine is 91°C. Capacity 1.6 m³/h x cyl.
Expansion tank Pressure about 0.8 bar
The expansion tank should compensate for volume Preheater

changes in the cooling water system, serve as venting A preheating arrangement of the HT-water should be in-
arrangement and provide sufficient static pressure in stalled.
the cooling water system to achieve a pressure of 3.2 -
The energy required for heating of the HT-cooling water
4.8 bar on the engine inlet considering also pressure
can be taken from a running engine or a separate
losses in the piping.
source. In both cases a separate circulating pump
Pressure from the should be used. If the engines have their own cooling
expansion tank 0.7 - 1.5 bar water systems, which are separated from each other,
Volume, min. 10% of the water the energy for preheating is recommended to be trans-
volume of the system mitted through a heat exchanger.
Concerning the engine water volumes, see Technical When preheating, the cooling water temperature of the
data. engines should be kept as near the operating value as
The tank should be equipped so that it is possible to possible.
dose water treatment agents. Design data:
The expansion tank is to be provided with inspection de- Preheating temperature, min. 60°C
vices. Required heating power, about 12 kW/cyl
LT-piping, HT-piping, LT-coolers, HT-coolers and turbo Special design criteria for cold climate are mentioned in
chargers to have separate venting pipes (from all en- the chapter “Cold conditions”.
gines), provided with name plates at the expansion tank.
The vent pipes are to be led to the tank separately, con- Preheating unit
tinuously rising, and the outlets are to be drawn below A complete preheating unit can be supplied as option.
the water level, so that the possible formation of gas can The unit comprises:
be noticed.
• electric or steam heaters
Vent pipes from the LT- and HT-circuits should not be
grouped to a common line, as there may be a clear pres- • circulating pump
sure difference creating a short circuit resulting in a mal- • control cabinet for heaters and pump
function of the venting, as the bubbles may flow back • safety valve
into the system. For proper indication, the vent from the
cylinders should be separate from the HT-side of the air
• one set of thermometers
cooler. For the same reason both cylinder banks in For installations with several engines the preheated unit
V-engines should be separately vented, but the vent can be dimensioned for heating up two engines. If the
from the HT air coolers could have a common line and heat from a running engine can be used the power con-
from the LT air coolers another common line on the sumption of the heaters will be less than the nominal ca-
pacity.

Air separator Local thermometers

Air and gas may be entrained in the piping after over- Local thermometers should be installed wherever a new
haul, centrifugal pump seals may leak, or air or gas may temperature occurs, i.e. before and after each heat
leak from in any equipment connected the HT- or LT-cir- exchanger, etc.
cuit, such as diesel engine, water cooled starting air Pressure gauges should be installed on the suction and
compressor etc. discharge side of each pump.
As presented in the external cooling diagrams, it is rec-
ommended that following air separators are installed: Orifices
1. At the HT-outlet from the engine. This is necessary for Orifices must be mounted in all main streams and
a quick venting after starting the engine, especially after by-pass lines to adjust and balance the pressure drop in
overhaul when entrained air may remain in the system, all running modes.
and especially at departures at low load, when the HT Waste heat recovery
thermostatic valve recirculates all water. At higher load
when a part of the HT-water goes to the cooler, any pos- The waste heat of the HT-circuit may be used for fresh
sible air or gas bubbles may still be recirculated depend- water production, central heating, tank heating etc. In
ing on the geometry and position of the HT thermostatic such cases the piping system should permit by-passing
valve. If the branch to the cooler is vertically down the of the central cooler. With this arrangement the HT-wa-
bubbles may be conducted to the by-pass line and back ter flow through the heat recovery can be increased.
into circulation. Note!
2. One in the common HT/LT line for venting of any en- The heat flow in the cooling water is affected by the am-
trained air in the HT- or LT-system. bient conditions. The available heat is reduced due to
leakages in the thermostatic valves, flow to the expan-
The drawing below indicates rough dimensions.
sion tank and radiation losses from the piping. In prac-
Air separator (3V76C4757) tice approx. 90% of the heat dissipation shown in the
diagrams (valid in ISO conditions) in chapter 3 may be
available. The HT heat flow in ISO conditions is clearly
lower than in tropical conditions.
Elysator
As an alternative to the approved cooling water addi-
tives, the elysator cooling water treatment system can
also be used. The elysator protects the engine from cor-
rosion without any chemicals. It provides a cathodic
protection to the engine’s cooling water system by let-
ting magnesium anodes corrode instead of the engine
itself. Raw water quality specification is the same as in
connection with cooling water additives.

Internal cooling water system, in-line engine (4V69E8139-4d)

01 Charge air cooler (HT) PSZ401 HT-water inlet pressure
02 Charge air cooler (LT) PT401 HT-water inlet pressure
03 HT-water pump TE401 HT-water inlet temperature
04 LT-water pump TE402 HT-water outlet temperature
05 Non return valve TSZ402 HT-water outlet temperature
PS410 HT-water inlet pressure (stand-by)
PT451 LT-water inlet pressure
Pipe connections
TE451 LT-water inlet temperature
401 HT-water inlet TE452 LT-water outlet temperature
402 HT-water outlet PS460 LT-water inlet pressure (stand-by)
404 HT-water air vent
406 Water from preheater to HT-circuit
408 HT-water from stand-by pump
411 HT-water drain
416 HT-water air vent from CAC
451 LT-water inlet
452 LT-water outlet
454 LT-water air vent from CAC
468 LT-water to by-pass/from stand-by pump

Internal cooling water system, V-engine (4V69E8140-4d)

01 Charge air cooler (HT) PSZ401 HT-water inlet pressure
02 Charge air cooler (LT) PT401 HT-water inlet pressure
03 HT-water pump TE401 HT-water inlet temperature
04 LT-water pump TE402 HT-water outlet temperature, A-bank
05 Non return valve TE403 HT-water outlet temperature, B-bank
TSZ402 HT-water outlet temperature, A-bank
TSZ403 HT-water outlet temperature, B-bank
Pipe connections
PS410 HT-water inlet pressure (stand-by)
401 HT-water inlet PT451 LT-water inlet pressure
402 HT-water outlet TE451 LT-water inlet temperature
404A HT-water air vent, A-bank TE452 LT-water outlet temperature
404B HT-water air vent, B-bank PS460 LT-water inlet pressure (stand-by)
406 Water from preheater to HT-circuit
408 HT-water from stand-by pump
411 HT-water drain
416A HT-water air vent from CAC, A-bank
416B HT-water air vent from CAC, B-bank
451 LT-water inlet
452 LT-water outlet
454A LT-water air vent from CAC, A-bank
454B LT-water air vent from CAC, B-bank
468 LT-water to by-pass/from stand-by pump
474 LT-water to engine driven pump
475 LT-water from engine driven pump

Cooling water system, 1 x Wärtsilä L46 (3V69E3621b)
System components 22 LT-thermostatic valve, 38ºC

01 Diesel engine
02 HT-air cooler Pipe connections Pipe dimensions
03 LT-air cooler
401 HT-water inlet DN150
04 Lube oil cooler
402 HT-water outlet DN150
05 Orifice
404 HT-water air vent ø22
06 LT-thermostatic valve
411 HT-water drain ø48
07 HT-thermostatic valve, 91ºC
416 HT-water air vent from CAC ø12
08 HT-circulating pump
451 LT-water inlet DN150
09 HT-stand-by pump
452 LT-water outlet DN150
10 LT-circulating pump
454 LT-water air vent ø22
11 LT-stand-by pump
12 Preheating pump
13 Preheater The drain line from connection 411 should have a
14 Heat recovery continuous slope downwards to the cooling water drain
15 Thermostatic valve, 60ºC tank.
16 Central cooler The vent pipes should have a continuous slope
17 Air separator upwards to the expansion tank.
18 Expansion tank Size of the piping in the installation to be calculated
19 Drain tank case by case, having typically a larger diameter than
20 Transfer pump the connection on the engine.
21 Additive dosing tank

Cooling water system, 1 x Wärtsilä L46 without built-on pumps (3V69E8164)

01 Diesel engine 401 HT-water inlet DN150
02 HT-air cooler 402 HT-water outlet DN150
03 LT-air cooler 404 HT-water air vent Ø22
04 Lubricating oil cooler 411 HT-water drain Ø48
05 Orifice 416 HT-water air vent from CAC Ø12
06 LT-thermostatic valve 451 LT-water inlet DN150
07 HT-thermostatic valve, 91ºC 452 LT-water outlet DN150
08 HT-circulating pump 454 LT-water air vent Ø22
09 HT-standby pump
10 LT-circulating pump
The drain line from connection 411 should have a
11 LT-standby pump
continuous slope downwards to the cooling water drain
12 Preheating pump
tank.
13 Preheater
14 Heat recovery The vent pipes should have a continuous slope
15 Thermostatic valve, 60°C upwards to the expansion tank.
16 Central cooler Size of the piping in the installation to be calculated
17 Air separator case by case, having typically a larger diameter than the
18 Expansion tank connection on the engine.
19 Drain tank
20 Transfer pump
21 Additive dosing tank
22 LT-thermostatic valve, 38°C

Cooling water system, 2 x Wärtsilä L46 with built-on pumps (3V69E8166)
System components 24 Transfer pump

01 Diesel engine 25 Orifice
02 HT-air cooler Pipe connections Pipe dimensions
03 LT-air cooler 401 HT-water inlet DN150
04 Lubricating oil cooler 402 HT-water outlet DN150
05 HT-thermostatic valve, 91°C 404 HT-water air vent Ø22
06 LT-thermostatic valve 406 Water from preheater to DN40
07 HT-circulating pump HT-circuit
08 LT-circulating pump 411 HT-water drain Ø48
09 Preheater 416 HT-water air vent from CAC Ø12
10 Preheating pump 451 LT-water inlet DN150
11 Heat recovery 452 LT-water outlet DN150
12 Thermostatic valve, 60°C 454 LT-water air vent Ø22
13 Central cooler 468 LT-water, air cooler bypass DN150
14 Circulating pump (if necessary)
15 Air separator
16 Expansion tank
17 Fresh water pump
tank.
18 Sea water pump
19 Gear oil, CPP hydr. oil cooler, etc. The vent pipes should have a continuous slope
20 Auxiliary equipment upwards to the expansion tank.
21 Thermostatic valve for central coolers, 38°C Size of the piping in the installation to be calculated
22 Additive dosing tank case by case, having typically a larger diameter than the
23 Drain tank connection on the engine.

Cooling water system, 1 x Wärtsilä L46 with built-on pumps (3V69E8167)
System components 25 HT-water standby pump

01 Diesel engine 26 LT-water standby pump
02 HT-air cooler 27 Orifice
03 LT-air cooler
04 Lubricating oil cooler Pipe connections Pipe dimensions
05 HT-thermostatic valve, 91°C 401 HT-water inlet DN150
06 LT-thermostatic valve 402 HT-water outlet DN150
07 HT-circulating pump 404 HT-water air vent Ø22
08 LT-circulating pump 408 HT-water from standby pump DN150
09 Preheater 411 HT-water drain Ø48
10 Preheating pump 416 HT-water air vent from CAC Ø12
11 Heat recovery 451 LT-water inlet DN150
12 Thermostatic valve, 60°C 452 LT-water outlet DN150
13 Central cooler 454 LT-water air vent Ø22
14 Circulating pump (if necessary) 468 LT-water, air cooler bypass DN150
15 Air separator
16 Expansion tank
17 Fresh water pump The drain line from connection 411 should have a
18 Sea water pump continuous slope downwards to the cooling water drain
19 Gear oil, CPP hydr. oil cooler, etc. tank.
20 Auxiliary equipment The vent pipes should have a continuous slope
21 Thermostatic valve for central coolers, 38°C upwards to the expansion tank.
22 Additive dosing tank Size of the piping in the installation to be calculated
23 Drain tank case by case, having typically a larger diameter than the
24 Transfer pump connection on the engine.

Cooling water system, 2 x Wärtsilä V46 with built-on pumps (3V69E8168)

01 Diesel engine, 12V46, TC in free end 401 HT-water inlet DN200
02 Diesel engine, 12V46, TC in driving end 402 HT-water outlet DN200
03 HT-air cooler 404 HT-water air vent Ø12
04 LT-air cooler 406 HT-water from preheater DN150
05 Lubricating oil cooler 411 HT-water drain DN40
06 HT-thermostatic valve, 91°C 416 HT-water air vent from CAC Ø12
07 LT-thermostatic valve 451 LT-water inlet DN200
08 HT-circulating pump 452 LT-water outlet DN200
09 LT-circulating pump 454 LT-water air vent Ø12
10 Preheater 468 LT-water, air cooler bypass DN200
11 Preheating pump (only with TC in free end)
12 Heat recovery 474 LT-water to engine driven pump DN200
13 Thermostatic valve, 60°C 475 LT-water from engine driven pump DN200
14 Central cooler (only with TC in driving end)
15 Circulating pump (if necessary)
16 Air separator
17 Expansion tank
18 Fresh water pump
tank.
19 Sea water pump
20 Auxiliary equipment The vent pipes should have a continuous slope upwards to
21 Thermostatic valve for central coolers, 38°C the expansion tank.
22 Additive dosing tank Size of the piping in the installation to be calculated case by
23 Drain tank case, having typically a larger diameter than the connection
24 Transfer pump on the engine.

Central cooler (4V47F0004)

Example, for guidance only
Number of A B C H T Weight
cylinders (kg)
6 1910 720 1135 55 450 1350
8 1910 720 1135 55 450 1400
9 1910 720 1435 55 450 1430
12 1910 720 1435 55 450 1570

16 2080 790 2060 55 500 2020
18 2080 790 2060 55 500 2070
24 2690 1030 2380 0 500 3660

Preheating unit, steam (4V60L0790)
Counter flanges DIN 2633 or DIN 2576 NP16 included. Pump capacity Heater capacity Type
Connections [m³/h] [kW]
A DN50 HT-water inlet
10 72 10-72S
B DN50 HT-water outlet
13 72 13-72S
C DN25 Steam inlet
13 108 13-108S
D DN25 Condensate outlet

Preheating unit, electric (4V47K0045)
1 Electric flow heater

2 Switch cabinet
3 Circulating pump
4 Non-return valve
5 Safety valve
Connection flange DIN 2631
operating pressure max. 6 bar
operating temperature max. 95°C
Type A B B1 C ØD E H K L M N SA SB Z
KVES/TP 36 250 560 175 1465 290 760 400 525 360 370 1210 800 500 900
KVES/TP 45 275 615 200 1460 350 810 450 550 385 375 1205 850 550 720
KVES/TP 54 275 615 200 1460 350 810 450 550 385 380 1190 850 550 900
KVES/TP 60 300 665 225 1455 400 910 500 575 410 400 1185 950 600 720
KVES/TP 72 300 665 225 1455 400 910 500 575 410 400 1185 950 600 900
KVES/TP 81 300 665 225 1455 400 910 500 575 410 400 1185 950 600 900
KVES/TP 108 325 715 250 1445 450 960 550 630 440 400 1175 1000 650 900
KVES/TP 135 325 715 250 1645 450 960 550 630 440 400 1375 1000 650 1100
KVES/TP 147 350 765 275 1640 500 1060 600 680 490 400 1370 1100 700 1100
KVES/TP 169 350 765 275 1640 500 1060 600 680 490 400 1370 1100 700 1100
KVES/TP203 375 940 300 1710 550 1160 750 765 520 420 1440 1200 850 1100
KVES/TP 214 375 940 300 1710 550 1160 750 765 520 420 1440 1200 850 1100
KVES/TP 247 400 990 325 1715 600 1210 800 790 545 435 1435 1250 900 1100
KVES/TP 270 400 990 325 1715 600 1210 800 790 545 435 1435 1250 900 1100

Type Capacity Resistors Dim. Pump Pump Water Weight

50 Hz 60 Hz content
(kW) (kW) (kg) (kg)
KVES/TP 36 36 18/18 DN40 TP 40-120, 0.37kW TP 40-160, 0.75kW 29 150
KVES/TP 45 45 22.5/22.5 6 m³/h, 9mWS 12 m³/h, 11mWS 47 180
KVES/TP 54 54 27/27 TP 40-180, 0.55kW 46 185
KVES/TP 60 60 15/22.5/22.5 12 m³/h, 10mWS 67 225

KVES/TP 72 72 18/27/27 67 225
KVES/TP 81 81 27/27/27 67 225

KVES/TP 108 108 36/36/36 DN50 TP 50-180, 0.75kW TP 50-160, 1.1kW 91 260
KVES/TP 135 135 45/45/45 22m³/h, 9 mWS 22 m³/h, 11mWS 109 260
KVES/TP 147 147 34/34/34/45 143 315
KVES/TP 169 169 34/45/45/45 142 315

KVES/TP203 203 34/34/45/45/45 DN65 TP 65-180, 1.1kW TP 65-160, 1.5kW 190 375
KVES/TP 214 214 34/45/45/45/45 29 m³/h, 10 mWS 29 m³/h, 11 mWS 190 375
KVES/TP 247 247 45/45/45/56/56 230 400
KVES/TP 270 270 45/56/56/56/56 229 400

9. Starting air system

9.1. Internal starting air system The number and the capacity of the air receivers for pro-
pulsion engines depend on the requirements of the clas-
All engines are started by means of compressed air with sification societies and the type of installation.
a nominal pressure of 30 bar, the minimum recom-
See the tables “Starting air compressor and receiver ca-
mended air pressure is 15 bar (normally 10 bar is still suf-
pacities”.
ficient to start the engine). The start is performed by
direct injection of air into the cylinders through the start- If the receivers are installed horizontally, there must be a
ing air valves in the cylinder heads. The 12V-engines are slope of 3 - 5° towards the bottom-end to provide good
provided with starting air valves for the cylinder on A draining.
bank, 16V- and 18V-engines on both banks. The master
Oil and water separator
starting valve is built on the engine and can be operated
both manually and electrically. An oil and water separator should always be installed in
The compressed air system for operation of the starting the pipe between the compressor and the air receiver.
fuel limiter, the electro-pneumatic overspeed trip as well Depending on the operation conditions of the installa-
as control air for starting, slow turning and starting air tion, an oil water separator may be needed in the pipe
booster for speed governor has its own connection from between the air receiver and the engine.
the external 30 bar starting air system. The starting air pipes should always be drawn with slope
and be arranged with manual or automatic draining at
the lowest points.
9.2. External starting air system
Starting air compressor
The design of the starting air system is partly determined
by the rules of the classification societies. At least two starting air compressors must be installed.
It should be possible to fill the starting air receiver from
Starting air receiver minimum to maximum pressure in 30 minutes. For exact
The starting air receiver should be dimensioned for a determination of the capacity, the rules of the classifica-
nominal pressure of 30 bar. tion societies should be followed.
See the tables “Starting air compressor and receiver ca-
pacities”.

Starting air compressor and receiver capacities
Installation with nonreversible engines and CP-propeller
Number of cylinders 6 8 9 12 16 18
Single screw vessel with 1 engine Receiver m³ 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.5 2 x 1.5
Number of starts: 6 Compressor m³/h 2 x 30 2 x 30 2 x 30 2 x 30 2 x 45 2 x 45
Single screw vessel with 2 engines Receiver m³ 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.5 2 x 1.5
Number of starts: 6 (1), (2) Compressor m³/h 2 x 30 2 x 30 2 x 30 2 x 30 2 x 45 2 x 45
Twin screw vessel with 1 engine/shaft Receiver m³ 2 x 1.5 2 x 1.5 2 x 2.0 2 x 2.0 2 x 2.5 2 x 3.0
Number of starts: 12 (1) Compressor m³/h 2 x 45 2 x 45 2 x 60 2 x 60 2 x 75 2 x 90
Twin screw vessel with 2 engines/shaft Receiver m³ 2 x 1.5 2 x 1.5 2 x 2.0 2 x 2.0 2 x 2.5 2 x 3.0
Number of starts: 12 (1), (2) Compressor m³/h 2 x 45 2 x 45 2 x 60 2 x 60 2 x 75 2 x 90
The following classification societies have been consid- Configuration Factor

ered:
• American Bureau of Shipping
• Bureau Veritas Twin engines with clutches 1.5
on single propeller
• Det Norske Veritas
• Germanischer Lloyd
• Lloyd’s Register of Shipping
• Registro Italiano Navale
• Maritime Register
Two engines
1.5
on two propellers
(1) For multi-engine installations the number of starts
required by the classification societies is normally
not specified in the rules. If the requirements differ
from the number of starts specified above, the
capacities must be corrected in the same
proportion.
(2) For installation with clutches.
Configuration table (4V59L0168) Double - twin engines
with clutches 2
In multiple engine propulsion installations the minimum on two propellers
capacity of the starting air vessels shall be multiplied by
the factor mentioned in table 4V59L0168, or at least as
required as rules.

Internal starting and compressed air system, in-line engines (4V69E8139-3d)
System components Pipe connections
01 Starting air master valve 301 Starting air inlet, 30 bar

02 Blocking valve, when turning gear engaged 302 Control air inlet, 30 bar
03 Shut-off valve 303 Driving air to oil mist detector, 2 - 12 bar*
04 Starting booster for speed governor 304 Speed setting air to governor*
05 Flame arrestor 311 Control air to WG, BP and TC-cleaning, 4-8 bar*
06 Starting air valve in cylinder head
07 Starting air distributor
Electrical instruments
08 Pneumatic cylinder at each injection pump
09 Valve for automatic draining
Y151 Fuel limiting
10 High pressure filter
Y153 Autostop
11 Air container
Y154 Emergency stop
12 Stop valve
PT301 Starting air pressure, inlet
13 Starting fuel limiter
PT311 Control air pressure
Y321 Starting
18 Oil mist detector
Y331 Slow turning
19 Speed governor
Y519 I/P converter for waste gate valve
20 Turbine and compressor cleaning unit
Y643 By-pass valve
(see page 5)
* Clean and dry control air

Internal starting and compressed air system, V-engines (4V69E8140-3d)
System components Pipe connections

01 Starting air master valve 301 Starting air inlet, 30 bar
02 Drain valve 302 Control air inlet, 30 bar
03 Pressure control valve 303 Driving air to oil mist detector, 2-12 bar*
04 Slow turning valve 304 Speed setting air to governor*
05 Starting booster for speed governor 311 Control air to WG, BP and TC-cleaning, 4-8 bar*
06 Flame arrestor
07 Starting air valve in cylinder head
Electrical instruments
08 Starting air distributor
09 Pneumatic sylinder at each injection pump Y151 Fuel limiting
10 Valve for automatic draining Y153 Autostop
11 High pressure filter Y154 Emergency
12 Air container PT301 Starting air inlet pressure
13 Stop valve PT311 Control air pressure
14 Blocking valve, when turning gear engaged Y321 Starting
15 Starting fuel limiter Y331 Slow turning
16 Closing valve Y519 I/P converter for waste gate valve
17 Mechanical overspeed trip device
19 Oil mist detector *) clean and try control air
20 Speed Governor
21 Turbine and compressor cleaning unit

Starting air system, 2 x Wärtsilä 46 (3V69E3648b)

01 Diesel engine L46, 12V46 16, 18V46
02 Starting air vessel 301 Starting air inlet 30 bar DN50 2*DN50
03 Starting air compressor 302 Control air inlet 30 bar Ø18 Ø18
04 Oil and water separator 303 Driving air to oil mist detec- Ø10 Ø10
05 Manual drainage (from lowest point) tor 2-12 bar, clean and dry
06 Control air filter and dryer 304 Speed setting air to governor Ø6 Ø6
07 Propulsion plant remote control system 311 Control air to WG, BP and
TC-cleaning, 4 - 8 bar Ø8 Ø8
Connection 301: Connection 303:

- Compressed air to cylinders for starting and - Control air to oil mist detector
slow-turning Connection 304:
Connection 302: - Speed setting air to governor (only in case of
- Starting booster for speed governor mechanical governor with pneumatic speed setting
- Fuel pump stop cylinders Connection 311:
- Starting fuel limiter - Control air to 1/P convertor for waste-gate valve
- Pilot air for starting, slow-turning and stop valves - Control air to charge air by-pass valve if installed
- Overspeed trip device (V46 only) - Turbine and compressor cleaning unit
Recommended size for the main starting air pipe in the installation
6L DN 65 Recommended pressure losses in the piping between
8L, 9L DN 80 the starting air vessel and the engine are about 1 bar
12V DN 80, starting air to A-bank during the starting process. The recommended size for
16V, 18V DN 100, starting air to A- and B-banks the piping is based on pressure losses in a piping with a
length of 40 m.

Starting air vessel (4V49A0019)
Connections Size Dimensions Weight

A Inlet R 3/4 in [liters] [kg]
B Outlet Ø 50 L D
C Pressure gauge R 1/4 in
D Drain R 1/4 in 500 3204 480 480
1000 3560 650 890
E Auxiliary connection R ½ in
1500 3460 800 1090
G Safety valve R ½ in
2000 4610 800 1450

10. Turbocharger and air cooler cleaning system
10.Turbocharger and air cooler cleaning sys-

tem
10.1. Turbocharger cleaning system specified range of engine loading (exhaust gas temper-
ature).
An automatic turbine and compressor cleaning system
To prevent deposits in the pipes to the turbocharger, the
is available for ABB TPL turbochargers. The system
pipe connections from the valve unit on the engine are
consists of a supply unit serving cleaning water to 1 - 4
blown clear with air following every water injection. The
engines and valve units mounted on each engine.
connecting pipe from the valve unit to the gas inlet cas-
The figure shows schematically how cleaning control ing is also blown out with air periodically to prevent de-
can be provided for automatic cleaning of the compres- posits adhering from the turbine (blowout interval:
sor and the turbine on one or more turbochargers on one approx. 5 hours; air pulse duration: approx. 5 seconds)
engine at a time.
Two alternative washing programmes are used for tur-
Cleaning is controlled electrically. The cleaning se- bine cleaning:
quences are started manually and stopped automati-
cally at the end of the cleaning sequence. 1. High load shock washing using short water
injection periods when the engine is still operating
The engine load is monitored by the control system, so close to normal service power. Efficient under
that a cleaning operation can be performed only in the normal conditions.
2. Low load turbine washing where higher water
quantities are used for cleaning when the engine
is operating at low load.

Turbocharger cleaning system (3V69E8155a)

Operating parameters
Engine Water feed unit TC unit
Engine Turbo- Water inlet Water inlet Air inlet Air inlet flow Water tank Air inlet
charger pressure flow rate pressure rate [l/s] volume [l] pressure
[bar] [l/min] [bar] [bar]
6L46 TPL 73 2.0 - 6.0 37.5 5.5 - 8.0 3.0 20 4.0 - 8.0
8L46 TPL 77 2.0 - 6.0 55.0 5.5 - 8.0 3.0 20 4.0 - 8.0
9L46 TPL 77 2.0 - 6.0 55.0 5.5 - 8.0 3.0 20 4.0 - 8.0
12V46 2 x TPL 73 2.0 - 6.0 75.0 5.5 - 8.0 6.0 20 4.0 - 8.0
16V46 2 x TPL 77 2.0 - 6.0 110.0 5.5 - 8.0 6.0 40 4.0 - 8.0
18V46 2 x TPL 77 2.0 - 6.0 110.0 5.5 - 8.0 6.0 40 4.0 - 8.0
Cleaning parameters
Component Cleaning Turbo- Temp. at Injection Water Water Injection Amount of
method charger turbine time per volume per pressure interval injections
inlet [°C] injection [s] inj.[l]1) [bar] [min]
Turbine Thermal TPL 73 430 - 500 2-4 3.8 - 7.6 5.0 - 6.0 3 4
shock
Compressor Compressor TPL 73 10 2.3 5.0 - 6.0 1

washing
Turbine Thermal TPL 77 430 - 500 2-4 5.4 - 10.8 5.0 - 6.0 3 4
shock
Compressor Compressor TPL 77 10 2.8 5.0 - 6.0 1

washing
1)
The water volume is specified per turbocharger.
Pos. Pipe connection 05 Max. pipeline length between water feed unit
and turbocharger is 30 m.
01 Diesel engine The water feed unit is allowed to be located
02 TC washing unit (in-line engine) max. 1 m below or 10 m above the engine feet.
03 TC washing unit (V-engine) Pipe connections
04 Rubber hose
05 Water feed unit Pos Pipe connection Size
Note! - Water inlet to water feed unit G1

All pressure valves are over pressures (pabs -pamb) - Air inlet to water feed unit G1/2
- Water outlet from water feed unit G2
04 The rubber hose length 1 m - Rubber hose connection to pipeline DN50
507 Cleaning water to TC unit G2

Water feed unit for turbine and compressor washing (4V37C1579-2a)

10.2. Charge air cooler cleaning system

(optional)
A charge air cooler cleaning system can be supplied as
an option. The system consists of a separately installed
pressure tank and fixed nozzles on the engine. The
cleaning liquid is injected into the charge air cooler be-
fore the air cooler while the engine is running.
Cleaning equipment for charge air cooler (3V37E0003a)
Compressed air
Cleaning liquid
25 Liters pressure tank
To Spray
nozzles
Spray nozzles mounted
on engine

11. Engine room ventilation
11.Engine room ventilation

General The heat emitted by the engine is listed in the Technical
To obtain good working conditions in the engine room Data.
and to ensure trouble free operation of all equipment at- The ventilation air is to be equally distributed in the en-
tention shall be paid to the engine room ventilation and gine room considering air flows from points of delivery
the supply of combustion air. towards the exits. This is usually done so that the funnel
The air intakes to the engine room must be so located serves as an exit for the majority of the air. To avoid stag-
that water spray, rain water, dust and exhaust gases nant air, extractors can be used.
cannot enter the ventilation ducts and the engine room. It is good practice to provide areas with significant heat
The dimensioning of blowers and extractors should en- sources, such as separator rooms with their own air
sure that an overpressure of about 5 mmWC is main- supply and extractors.
tained in the engine room in all running conditions. Combustion air
For the minimum requirements concerning the engine Usually, the air required for combustion is taken from
room ventilation and more details, see applicable stan- the engine room through a filter fitted on the
dards, such as ISO 8861. turbocharger. This reduces the risk for too low tempera-
For guide lines for cold conditions, see chapter 19.8. tures and contamination of the combustion air. It is im-
perative that the combustion air is free from sea water,
Ventilation
dust, fumes, etc.
The amount of air required for ventilation is calculated The combustion air should be delivered through a dedi-
from the total heat emission F to evacuate. To deter- cated duct close to the turbocharger(s), directed to-
mine F, all heat sources shall be considered, e.g.: wards the turbocharger air intake(s). Also auxiliary
• Main and auxiliary diesel engines engines shall be served by dedicated combustion air
• Exhaust gas piping ducts.
• Alternators For the required amount of combustion air, see Techni-
cal Data.
• Electric appliances and lighting
If necessary, the combustion air duct can be directly
• Boilers connected to the turbocharger with a flexible connec-
• Steam and condensate piping tion piece. To protect the turbocharger a filter must be
• Tanks built into the air duct. The permissible pressure drop in
the duct is max. 100 mmWC. See also “Cold operating
It is recommended to consider an outside air tempera-
conditions” below.
ture of not less than 35°C and a temperature rise of 11°C
for the ventilation air. All engines are equipped with a condensate separator.
The condensate water from the charge air cooler can be
The amount of air required for ventilation is then calcu- conducted to the bilge, a bilge well or similar. The
lated from the formula: amount of condensate during different conditions can
F be established with the aid of the graph below.
qV =
r · Dt · c
qv = amount of ventilation air (m3/s)

F = total heat emission to be evacuated (kW)
r = density of ventilation air 1.15 kg/m3
Dt = temperature rise in the engine room (ºC)
c = specific heat capacity of the ventilation air
1.01 kJ/kgK

11. Engine room ventilation
Engine room ventilation (4V69E8169)
1 Diesel engine
2 Suction louver *
3 Water trap
4 Combustion air fan
5 Engine room ventilation fan
6 Flap
7 Outlets with flaps
* Recommended to be equipped with a filter for areas
with dirty air (rivers, coastal areas, etc.)
Condensation in charge air coolers

Example, according to the diagram:
At an ambient air temperature of 35°C and a relative hu-
midity of 80%, the content of water in the air is 0.029 kg
water/ kg dry air. If the air manifold pressure (receiver
pressure) under these conditions is 2.5 bar (= 3.5 bar ab-
solute), the dew point will be 55°C. If the air temperature
in the air manifold is only 45°C, the air can only contain
0.018 kg/kg. The difference, 0.011 kg/kg (0.029 - 0.018)
will appear as condensed water.

12. Crankcase ventilation system
12.Crankcase ventilation system

Each engine shall have its own crankcase vent pipe. The On the engine room side, the pipe of the in-line engine is
vent pipe should be led out of the engine room in such a DN100.
way that the risk of water condensation in the pipe is The two crankcase ventilation pipes of a V-engine can
eliminated. The use of an automatic water separator be combined into one larger DN150 pipe on the engine
near the engine is recommended. room side.
The connection between engine and pipe is to be made The vent pipe from a separate lube oil system tank must
flexible. not be connected to the crankcase vent pipe.
The temperature of the crankcase ventilation gases typi- Flame arresters should not cause excessive flow resis-
cally rises to 70 - 80°C at full load. The material of the tance. The back pressure should be measured on the
flexible pipe connection should be selected to withstand sea trial.
this temperature. See also the diagrams in chapter Lubricating oil system.

13. Exhaust gas system
13.Exhaust gas system

13.1. Design of the exhaust gas system fore a transition piece has to be installed after the
turbocharger by the yard.
Each engine should have its own exhaust pipe into open
Concerning exhaust gas quantities and temperatures,
air. Flexible bellows have to be mounted directly to the
see Technical Data. The waste-gate and the by-pass
turbocharger outlet, to compensate for thermal expan-
(where installed) are internal to the engine and do not af-
sion and prevent damages on the turbocharger due to
fect the external piping.
vibrations. The pipe outside these bellows has to be
properly fixed. The piping should be as short and
straight as possible. 13.2. Silencer
The bends should be made with the largest possible
When included in the scope of supply, the standard si-
bending radius, minimum radius used should be 1.5 D.
lencer is of the absorption type, equipped with a spark
The exhaust pipe should be insulated all the way from
arrester. It is also provided with a soot collector and a
the turbocharger and the insulation is to be protected by
water drain, but is without mounting brackets and insu-
a covering plate or similar to keep the insulation intact. It
lation. The silencer can be mounted either horizontally
is especially important to prevent the turbocharger from
or vertically.
sucking the insulation away.
The noise attenuation of the standard silencer is either
The exhaust gas pipes and/or silencers should be pro-
25 or 35 dB(A).
vided with water separating pockets and drainage. Ab-
solute maximum exhaust gas back pressure is 0.03 bar The dimensional drawing 4V49E0143 is based on an av-
at full load, which should be verified by a calculation, erage flow velocity of approx. 35 m/s and a flow resis-
made by the shipyard. The back pressure should also be tance of approx. 100 mmWC.
measured on the sea trial. A connection should be pro-
vided on each exhaust pipe during construction. 13.3. Exhaust gas boiler
Recommended maximum flow velocity in the exhaust
pipe is 40 m/s at full load. If the pipe is long, or an ex- Each engine should have a separate exhaust gas boiler.
haust gas boiler and/or an SCR is installed, the velocity Alternatively, a common boiler with separate gas sec-
needs to be lower. The diameter of the TPL turbocharger tions for each engine is acceptable.
outlet is clearly smaller than the rest of the piping. There- For dimensioning the boiler, the exhaust gas quantities
and temperatures given in Technical Data may be used.

Charge air and exhaust gas system, in-line engine (4V69E8139-5d)

01 Air filter TE51CA.. Exhaust gas after each cylinder temperature
02 Compressor TE711A.. Cylinder liner temperature
03 Charge air cooler TE511 Exhaust gas before turbine temperature
04 Water separator TE517 Exhaust gas after turbine temperature
05 Drainer SE518 Turbine speed
06 Cylinder PT601 Charge air after CAC pressure
07 Turbine TE601 Charge air after CAC temperature
08 By-pass valve PCT601 Charge air after CAC temperature for WG control
09 Waste gate valve PCS601 Charge air after CAC pressure for BP control
10 Turbine and compressor cleaning unit TCE601 Charge air after CAC Temperature for H/L load
11 From starting and compressed air system
Pipe connections
501 Exhaust gas outlet
507 Cleaning water to turbine and compressor
607 Condensate water from cooler
608 Cleaning water to charge air cooler

Charge air and exhaust gas system, V-engine (4V69E8140-5d)

01 Air filter TE51CA.. Exhaust gas after each cylinder temperature
02 Compressor TE711A.. Cylinder liner temperature
03 Charge air cooler TE511 Exhaust gas before turbine temperature,
04 Water separator A-bank
05 Drainer TE521 Exhaust gas before turbine temperature,
06 Cylinder B-bank
07 Turbine TE517 Exhaust gas after turbine temperature,
09 Waste gate valve A-bank
10 Turbine and compressor cleaning unit TE527 Exhaust gas after turbine temperature,
11 From starting and compressed air system B-bank
SE518 Turbine speed, A-bank
SE528 Turbine speed, B-bank
Pipe connections
PT601 Charge air after CAC pressure
501A Exhaust gas outlet, A-bank TE601 Charge air after CAC temperature
501B Exhaust gas outlet, B-bank PCT601 Charge air after CAC temperature for
507 Cleaning water to turbine and compressor WG control
607A Condensate water from cooler, A-bank
607B Condensate water from cooler, B-bank
608A Cleaning water to charge air cooler, A-bank
608B Cleaning water to charge air cooler, B-bank

Exhaust pipe connection, in-line engine (4V58F0036)
6L46 DN600
8L46 DN700
9L46 DN700
Exhaust pipe connection, V-engine with transferal turbochargers (4V58F0037)
12V46 2 x DN600
16V46 2 x DN700
18V46 2 x DN700

External exhaust gas system (4V69E8170)
1 Diesel engine
2 Flexible pipe joint
3 Connection for measurement of back pressure
4 Transition piece
5 Drainage with water trap, continuously open
6 Exhaust gas boiler
7 Silencer
External exhaust gas system with SCR (4V69E8171)
1 Diesel engine
2 Flexible pipe joint
3 Connection for measurement of back pressure
4 Transition piece
5 Drainage with water trap, continuously open
6 Urea injection equipment
7 Evaporation pipe
8 Static mixer
9 Selective catalytic reduction plant
10 NOX analyser
11 Exhaust gas boiler
12 Silencer (unless integrated in SCR)

Fixing of exhaust pipe (4V76A2674) (4V76A2676)
(4V76A2675)

Exhaust silencer (4V49E0143)
Engine Attenuation 25 dB[A] 35 dB[A]
A-output B-output C-output NS D A B L kg L kg
6L46 6L46 800 1700 920 300 4840 1700 6340 2000
8L46 6L46 900 1800 1020 300 5360 1900 6870 2400
9L46 8, 9L46 8L46 1000 1900 1120 300 5880 2750 7620 3500
12V46 9L46 1100 2100 1240 300 6200 3200 8200 4200
12V46 12V46 1200 2300 1320 300 7000 4000 9000 5100
16, 18V46 16V46 1300 2400 1410 300 7500 4710 9500 5700
18V46 16V46 1400 2500 1520 300 8165 5440 10165 6200
18V46 1500 2600 1610 300 8165 6100 10165 6900
Flanges DIN 2501 PN 6

14. Emission control options
14.Emission control options

14.1. General IMO NOX limit
Emission control of large diesel engines means primarily
control of nitrogen oxides (commonly called NO X). Other
emissions such as carbon monoxide (CO) and hy-
18
17
dro-carbons (CH) are low. Sulphur oxide (SOX ) emis- 16
NOx, weighted (g /kWh)

sions are directly proportional to the sulphur content in 15
the fuel. Specific carbon dioxide (CO 2) emissions for the 14
diesel engine are low due to high efficiency rate. 13

12
Wärtsilä has chosen three methods for NOx reduction: 11
• Low NOx combustion

10
9
• Direct Water Injection, optional 8
0 500 1000 1500 2000
• SCR (Selective Catalytic Reduction), optional Rated engine speed ( rpm)
14.2. Low NOx combustion 14.3. EIAPP Statement of compliance

The Low NOX combustion concept has been imple- The MARPOL Diplomatic Conference has agreed about
mented in the standard engine to comply with the pro- a limitation of NOX emissions, referred to as Annex VI to
posed IMO NOx regulation. For Wärtsilä 46 this means Marpol 73/78. The regulation will enter into force
that with a rated speed of 500 rpm the NOx level is below 12 months from the date on which not less than 15
13.0 g/kWh and with 514 rpm the NOx level is below states, constituting not less than 50% of the gross ton-
12.9 g/kWh, when tested according to IMO regulations nage of the world’s merchant fleet, have signed the pro-
(NOx Technical Code). tocol. Ships constructed after 1st of January 2000 (date
of keel-laying) will be required to comply (also retroac-
The IMO NOx limit is defined as follows:
tively if the Annex VI enters into force after this date).
NOx (g/kWh) = 17 rpm < 130
When testing the engine for NOX emissions, the refer-
= 45 x rpm-0.2 130 < rpm < 2000 ence fuel is Marine Diesel Oil (Distillate) and the test is
= 9.8 rpm < 2000 performed according to ISO 8178 test cycles:
E2: Diesel electric propulsion, Speed (%) 100 100 100 100
variable pitch propeller Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
E3: Propeller law Speed (%) 100 91 80 63

Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
D2: Auxiliary engine Speed (%) 100 100 100 100 100
Power (%) 100 75 50 25 10
Weighting factor 0.05 0.25 0.3 0.3 0.1

Subsequently, the NOX value has to be calculated using against flooding of the engine cylinders. If the injection
different weighting factors for different loads that have nozzle does not close properly, the water flow is physi-
been corrected to ISO 8178 conditions. cally blocked and the system is shut down. The transfer
An EIAPP (Engine International Air Pollution Prevention) to “non-water” operational mode is automatic and in-
certificate will be issued for each engine showing that stant.
the engine complies with the regulation. At the time of The required pressure is generated using a piston
writing, only a “provisional” certificate can be issued due pump. Excessive water is taken back to a small tank.
to the regulation not yet in force. The water used should be clean fresh water, for instance
According to the IMO regulations, a Technical File shall from the evaporator. The required water quality is as fol-
be made for each engine. This Technical File contains lows:
information about the components affecting NOx emis- pH >5
sions, and each critical component is marked with a hardness < 10°DH
special IMO number. Such critical components are in- chlorides < 80 mg/dm³
jection nozzle, injection pump, camshaft, cylinder head, SiO2 < 50 mg/dm³
piston, connecting rod, charge air cooler and particles < 50 mg/dm³
turbo-charger. The allowable setting values and param- The water system is to be regarded as a high pressure
eters for running the engine are also specified in the hydraulic water system which means that the water
Technical File. quality and the filtration of the water is of outmost impor-
The marked components can later, on-board the ship, tance to ensure the system reliability.
be easily identified by the surveyor and thus an IAPP (In- Typical NOx levels with Direct Water Injection on
ternational Air Pollution Prevention) certificate for the Wärtsilä 46 are 4–6 g/kWh when operating on marine
ship can be issued on basis of the EIAPP and the diesel oil and 5–7 g/kWh when operating on heavy fuel
on-board inspection. oil.
The required investment (assuming that fresh water is
14.4. Direct water injection available) consists of the special fuel injectors, one high
pressure pump module, one low pressure pump module
Water has a positive influence reducing NOX by reduc- plus piping and electronic control system. When retrofit-
ing temperature peaks during the combustion. Wärtsilä ting the cylinder heads have to be modified.
has chosen direct water injection as the method for in-
Required fresh water supply is typically more than half of
troducing water into the cylinder.
the fuel oil consumption, i.e. 100–130 g/kWh (margin in-
Direct water injection has the following merits: cluded). However, if the DWI system is used only in
• efficient NOX reduction - up to 60% coastal or port areas, the water consumption has to be
• possibility to switch on and off without stopping the related to this.
engine When operating the direct water injection system the
• no negative influence on engine components fuel oil consumption will increase with 2–3%.
• water injection system completely independent of fuel
oil system 14.5. SCR
• easy retrofit Selective Catalytic Reduction (SCR) is the only way to
reach a NOx reduction level of 85–95%.
General system description
The reducing agent - aqueous solution of urea (40% wt.)
The high pressure water injection and the fuel injection - is injected into the exhaust gas directly after the
are completely independent of each other. Fuel and wa-
turbocharger. Urea decays immediately to ammonium
ter are injected through separate nozzles integrated in
and carbon dioxide. The mixture is passed through the
the same injector. The performance of the engine is thus
catalyst where NOx is converted to nitrogen and water,
unaffected whether the water injection system is in op-
which are harmless substances normally found in the air
eration or not. The water injection typically ends before
that we are breathing. The catalyst elements are of hon-
the fuel injection starts in order not to interfere with the
eycomb type and are typically of a ceramic structure
fuel injection spray pattern and the combustion process.
with the active catalytic material spread over the cata-
The injection of water is electronically controlled. A sole- lyst surface.
noid valve, that is mounted on the injector, opens on The injection of urea is controlled by feedback from a
command from the control unit to let the high pressure NOx measuring device after the catalyst. The rate of
water itself open and close the needle. On each cylinder, NOX reduction depends on the amount of urea added
there is a flow fuse mounted as an essential safeguard
which can be expressed as a NH3/NO X ratio. Increasing
the catalyst volume can also increase the reduction rate.

Direct Water Injection typical P&ID
The SCR process

When operating on HFO, the exhaust gas temperature Urea consumption and replacement of catalyst layers
before the SCR has to be at least 330°C, depending on are generating the main running costs of the catalyst.
the sulphur content of the fuel. When operating on MDO, The urea consumption is about 20g/kWh of 40 wt-%
the exhaust gas temperature can be lower. If needed, urea. The urea solution can be prepared mixing urea
the exhaust gas waste gate control system can be spec- granulates with water or the urea can be purchased as a
ified to maintain the exhaust gas temperature on the 40 wt-% solution. The urea tank should be big enough
correct level. If an exhaust gas boiler is specified, it for the ship to achieve a relative autonomy.
should be installed after the SCR.
The disadvantages of the SCR are the large size and the 14.6. Summary
relatively high installation and operation costs. To re-
duce the size, Wärtsilä has developed the Compact Wärtsilä can offer a stepwise approach to the reduction
SCR, which is a combined silencer and SCR. The Com- of NOX emissions based on ISO 8178 test fuel (MDO)
pact SCR will require only a little more space than an or- and test cycle:
dinary silencer.
The lifetime of the catalyst is mainly dependent on the Reduction [%] NOX [g/kWh]
fuel oil quality and also to some extent on the lubricating
oil quality. The lifetime of a catalyst is typically 3–5 years Standard engine max. 12.9
for liquid fuels and slightly longer if the engine is operat-
ing on gas. The total catalyst volume is usually divided Direct water injection 50 – 60 4 – 6 on MDO
into three layers of catalyst, and thus one layer at a time 5 – 7 on HFO
can be replaced, and remaining activity in the older lay-
ers can be utilised. Compact SCR 80 – 95 1– 2

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

15.1. Normal start and stop of the diesel When an electronic governor is installed, the start fuel
engine limiter is in the governor software.
A relay in the speed measuring system, the switching
Main engine point of which is 120 RPM, will indicate when the diesel
The engine can be started by operating the master start- engine is running.
ing valve, either locally or, at remote starting, by energiz- The engine can be stopped either locally (also mechani-
ing the solenoid built on the master starting valve. Note cally by turning the stop lever to STOP position), or re-
that the fuel rack is blocked, if the stop lever on the en- motely by giving an external stop signal to the slow
gine is in STOP position. The start is pneumatically and turning unit, which energizes the stop solenoid mounted
electrically blocked, if the turning gear is engaged. in the mechanic-hydraulic governor or gives the stop
The starting system incorporates a slow turning valve command to the electronic governor.
and a master starting valve. When starting, the slow The stop solenoid, which is delivered as standard, stops
turning valve is first activated and the engine is turned the engine when energized. A stop solenoid which stops
slowly two revolutions without fuel. Then the master the engine when de-energized can be delivered, if sepa-
starting valve is activated, and the diesel engine acceler- rately specified. To ensure that the engine stops, the so-
ates with full air flow. If the engine recently has been in lenoids will be energized until the engine speed has
use (within 30 minutes) the engine will immediately start dropped to zero. During this time the stop sequence can
without slow turning. be interrupted by giving a start order, if necessary.
Normally, the start is performed at minimum speed When two or several engines are connected to a com-
(idling speed), i.e. the lever on the bridge or in the control mon reduction gear, it is recommended that the
room is set at zero (when the speed can be controlled clutches of stopped engines are blocked in the “OUT”
sexlessly). The engine can also be started at nominal position, i.e. normally the respective clutches should not
speed. be allowed to be engaged before the engine is running.
During starting, the fuel rack can be limited by the stop When one engine is stopped, the clutch should open to
lever. At remote start through the starting solenoid valve prevent the engine from being driven by a running en-
with mechanic-hydraulic governor (as well as at local gine. In case of overspeed the clutch should remain
start), a pneumatically operated limiting cylinder is auto- closed.
matically engaged to optimize the fuel injection during
the acceleration period. A solenoid valve mounted on Generating sets
the engine controls the limiting cylinder, which limits the Local and remote start of the generating sets can be
fuel injection as follows: performed in the same way as described in previous
1. The solenoid valve is energized always when the chapter. The engine selected for stand-by should re-
speed of the diesel engine is below 80 - 90% of ceive an impulse for slow turning once in every 30 min to
the idle speed (or of the rated speed on constant be prepared for immediate start.
speed applications). All generating sets are provided with the above de-
2. When the engine speed during starting has scribed starting fuel limiter. Also the local and remote
reached the preset value, the speed measuring shut-down of the generating sets is performed the same
system de-energizes the limiting solenoid after a way as in the previous chapter. An external start signal is
time delay of about 2 seconds. The limiting normally given automatically at black-outs or when the
cylinder is vented and full injection is possible. operating generating set reaches the preset output for
the start up of the next set. If the engine fails to start, an
alarm should occur.

15.2. Automatic and emergency stop; load slow turning unit. When the main engine speed has de-
creased to a preset value the solenoid valve is de-ener-
reduction and overspeed trip gized and the speed is again controlled by the governor.
The engine is provided with the following shut-down so- Genset engines are normally stopped if the overspeed
lenoids: device has been activated. At the same time as the
• a solenoid in the speed governor for remote stop overspeed device is activated, the stop solenoid of the
governor is also energized. The setting speed levels of
• a solenoid for Autostop (activating pneumatic stop the overspeed device are as follows:
cylinders)
• a separate solenoid for emergency stop (activating Electro-pneumatic
pneumatic stop cylinders)
Nom. max. speed Operating speed
Automatic stop, as well as emergency stop, is accom-
plished by energizing the relevans shut-down solenoid 450 RPM 500 ± 10 RPM
and the solenoid in the speed governor until the engine 500 RPM 550 ± 10 RPM
is stopped. 514 RPM 570 ± 10 RPM
All engines are equipped with ON/OFF switches for au-
tomatic stop at: Mechanical
• low lubricating oil pressure PSZ 201
Nom. max. speed Tripping speed
• high HT-cooling water temperature TSZ 402
The parameters below shall cause an automatic stop. 450 RPM 530 ± 10 RPM
These signals can be one common signal/parameter 500 RPM 590 ± 10 RPM
from the alarm system to the safety system and a com- 514 RPM 605 ± 10 RPM
bined signal to the cabinet for slow turning/start
• high main bearing temperature TEZ 70_
• high cylinder liner temperature TEZ 71_ 15.3. Speed control
All engines are also equipped with load reduction
15.3.1. Mechanic-hydraulic governors for main
switches/sensors:
engines
• high lubricating oil temperature, inlet TSZ 201
The engines are normally provided with mechanic-
• high HT-cooling water temperature, hydraulic governors prepared for pneumatic speed set-
outlet TSZ 402
ting.
• low HT-cooling water pressure PSZ 401 The idling speed is set separately for each installation,
• high oil mist concentration in crankcase QSZ 701 for CP-propeller installations normally at 60–70% of the
The signals from the alarm system shall also cause load nominal speed and for FP-propeller installations at
reduction at: about 35%.
• high exhaust gas temperature after cylinder The standard control air pressure for pneumatically con-
trolled governor on engines driving CP-propellers is:
• high exhaust gas temperature deviation after cylinder
TSZ 402 should first give load reduction and after a de- Speed setting pressure [bar]
lay shut-down, if the temperature does not drop. 5
The remote emergency stop push buttons on e.g. the
bridge should energize the emergency stop solenoid di- 4
rectly and not through a relay automatics.
When arranging a delay for the autostop it is possible to 3
prevent the engine from stopping by overriding the sig-
nal before the stop solenoids are energized.
2
All engines are provided with an electro-pneumatic
overspeed device in addition to the all-mechanical
1
overspeed device. The electro-pneumatic overspeed
device is activated when a tachorelay in the speed mea-
suring system energizes a solenoid valve built on the en-
250 289 450 500
gine. This valve allows air to the shut-down cylinders on
Engine speed [RPM]
each injection pump. This overspeed trip is built on the

The standard governor is provided with the following two engines connected to the same reduction gear, in
features: particular if there is a shaft generator on the reduction
• fuel injection limiter as a function of the charge air gear. Isochronous load sharing is recommended for en-
pressure gines on the same reduction gear.
The speed setting can be either an increase/decrease
• shut-down solenoid
signal, or an analog 4–20mA speed reference. The rate
• lubricating oil pressure shut-down device with at which the speed changes is adjustable in the control
auto-reset feature, microswitch for indication unit.
• speed droop Actuators with mechanical backup are only recom-
• microswitch for fuel limiter, this contact can be used mended for single main engines one engine per shaft
for external control purposes e.g. to reduce the pro- line. The actuator should in this case be reverse acting,
peller pitch increase or only for indication so that the change over to the mechanical backup takes
Governors are, as standard, equipped with a built-in de- place automatically. The selected governor/actuator
lay of the speed change rate so that the time for speed type should in this case be a PGA-EG and the pneu-
acceleration from idle to nominal speed is 10–12 sec- matic speed reference from the I/P-converter should be
onds. constantly tracking the electric speed reference in order
to keep the pneumatic speed reference just slightly
above the electric speed reference. Should however
15.3.2. Electronic governors
mechanical backup be used on any other applications, it
Electronic governors consist of the separately mounted should be of the direct acting type.
electronic speed control unit and the actuator built-on
the engine. Start & maximum fuel limiter
The main advantage of electronic governors is that they The Start fuel limit for limiting over fuelling during engine
offer efficient tools for filtering of speed and load signals, start-up is active when the engine is started. When the
which is often required in order to achieve good stability PID takes control, the ‘Start fuel limit’ is switched out,
without sacrificing the transient response. Further the and the ‘Maximum fuel limit’ is switched in, until the next
dynamic response can easily be adjusted and optimized time the engine is started.
for the particular installation, or even for different operat- An additional starting fuel limiter function is also pro-
ing modes of the same engine. vided in the electronic governor by Wärtsilä, to achieve
Electronic governors are also capable of so called an optimum acceleration with a minimum of smoke dur-
isochronous load sharing. In isochronous mode, there is ing the start. The speed overshoot when reaching the
no need for external load sharing, frequency adjust- target speed is also smaller.
ment, or engine loading/unloading control in the exter-
Charge air pressure fuel limiter
nal control system. Both isochronous load sharing and
traditional speed droop are standard features in all elec- This function can be used for diesel-mechanical plants
tronic speed controllers and either mode can be easily to reduce the amount of smoke produced during load
selected. applications, by reducing the fuel injection to corre-
spond to the amount of air supplied by the turbocharger
Speed droop means that the engine speed decreases
until it has accelerated to a steady state speed.
automatically as the engine load increases (in steady
state conditions). This will cause a parallel engine to take This function is always used for FPP installations and
on load in relation to the speed decrease. The speed mostly also for CPP installations.
droop is normally adjusted to about 4%.
Torque fuel limiter
Isochronous load sharing means that the engine speed
In applications where a high torque can occur at any
stays the same, regardless of the load level (in steady
speed, such as dredgers, tug boats and die-
state conditions).
sel-mechanical icebreakers, the torque limiter function
Propulsion engines should be used to protect the engine.
Electronic governors are recommended for more de-
manding installations, e.g. main engine installations with

Fuel limit indication There is typically a possibility to split the main

switch-board into two independent halves. For this pur-
A relay output is provided to give an indication when the
pose the load sharing lines between the speed control
actuator output is nearing any one of the fuel limiters.
units for isochronous load sharing must be grouped ac-
Fuel limit shift cordingly.
This function can be used to move the fuel limit out of the The running-in of a diesel engine after overhaul can be
way in certain situations by activating an input to the enhanced by running the engine at constant desired
speed control unit. load in the droop mode in parallel with other engines
running in the isochronous mode.
Ready to close/open clutch
Actuators with mechanical backup are not recom-
This function monitors the engine speed as a part of the mended for multi engine installations. Should mechani-
clutch-in automation, giving an output signal to the cal backup be used, however, it should be of the direct
clutch control system. This is an alternative function to acting type. It is not recommended to run an engine
the Fuel Limit Indication (both can not be configured si- which is controlled by the mechanical backup in parallel
multaneously). with engines which are controlled by electronic gover-
nors.
Fixed speed
Constant speed mode can be selected by activating an Start & maximum fuel limiter
input to the speed control unit. The engine speed will au- See propulsion engines above.
tomatically ramp to the programmed speed.
Charge air pressure fuel limiter
This is an alternative function to the Fuel Limit Shift (both
can not be configured simultaneously). This function is available in the governor, but not recom-
mended for generator engines operating in parallel, in
Overspeed limiter other words not in typical diesel-electric applications.
This function is independent of the governor settings To minimize the formation of smoke during load applica-
and therefore faster. In case of a sudden load rejection tions a load increase function should be included in the
e.g. due to a clutch automatic disengagement at high propulsion control system.
load, or the propeller emerging from the water in rough
Generator breaker load rejection
seas, a load rejection algorithm will come into effect, giv-
ing reduced speed overshoot characteristics. The actu- In the case of a load rejection due to the generator
ator output will be driven to a certain reduced position breaker opening, a load rejection algorithm will come
for a certain period of time, if a certain speed is ex- into effect, giving reduced speed overshoot character-
ceeded. istics. This will be activated by the generator breaker
This function is useful in propulsion engines, especially opening if the load was above a certain level. The actua-
in single engine applications, minimizing the risk for ac- tor output will be driven to zero for a period dependent
cidental stopping of the main engine. on the amount of load before the breaker was opened.
This function should always be used in diesel generator
Diesel engines for electric propulsion applications.
Electronic governors and isochronous load sharing are Overspeed trip
recommended for diesel electric installations.
This function stops the engine if a certain speed is ex-
ceeded.

15.4. Speed measuring system 15.5. Cabinet for slow turning/start/stop

The speed measuring system includes two inductive The engine delivery can optionally include a cabinet (de-
pick-ups for engine speed and one magnetic pick-up for livered loose) with the following functions:
turbocharger speed for each turbocharger as well as a
central unit with power supply, measuring converters
and relay outputs. A separate wiring diagram of the
speed measuring system is supplied for each installa-
tion.
The following equipment is prewired on the engine:
• Two inductive pick-ups for engine speed
• Magnetic pick-up for turbocharger speed
• Double scale indicator for engine and turbocharger
speed installed in the engine instrument panel
• Hour counter installed in the engine instrument panel
• Solenoid for starting fuel limiter (When applicable)
The speed measuring system is provided with possibili-
ties for the following external connections:
• Analogue signal indicating the engine speed 0...10 V
DC (0...650 RPM)
• Analogue signal indicating the turbocharger speed
0...10 V DC (0...30000 RPM)
• Relay, switch point 10% above nominal speed
• Relay, switch point 120 RPM
• Speed measuring system
• Relay, switch point 250 RPM (adjustable)
• Start/stop/slow turning sequence control
• Relay, for indication of tacho/power failure
• Charge air by-pass control for variable speed engines
• Each relay can be loaded with 24 VDC, 0.5 A The cabinet is provided with the following inputs and
outputs for external connections:
• Start/slow turning failure
• Local/remote control selector switch position
• Stop order activated
• Input for external safety system stop order and start
blocking
• Input for remote start/stop order

15.6. Monitoring system All micro-switches are of the NO/NC type with three
wires connected to the terminal strips in the terminal
The set of the micro-switches/analogue transducers box.
built-on the engine can vary from one installation to an- Sensors normally mounted on the engine are listed in
other. The actual set of transducers can be found in the the following table.
electric wiring diagram which is supplied for each instal-
lation.
Sensors on the engine Symbol Alarm Load Stop Signal Set Unit
reduction point
L H L H L H
Fuel system
Pressure before injection pumps PT101 X 4 - 20 mA 4.0 bar
Temperature before engines TE101 X Pt100 1) °C
Fuel H.P. pipe leakage LS103 X binary

Pressure before engine 7) PT201 X 4 - 20 mA 3.0 bar
Pressure before engine PSZ201 X binary 2.0 bar
Temperature before engine TE201 X Pt100 80 °C
Temperature before engine TSZ201 X binary 90 °C
Starting air system

Starting air pressure before engine PT301 X 4 - 20 mA 18 bar
HT-cooling water system

Pressure before engine PT401 X 4 - 20 mA 2.0 bar
Pressure before engine PSZ401 X binary 1.5 bar
Temperature before engine TE401 Pt100 °C
Temperature after engine TE402 X Pt100 105 °C
Temperature after engine TSZ402 X 3) X binary 110 °C
LT-cooling water system

Pressure before engine PT451 X 4 - 20 mA 2.0 bar
Charge air
Pressure charge air cooler outlet PT601 X 4 - 20 mA 3.2 bar
Temp. charge air cooler outlet TE601 X Pt100 75 °C
Pressure charge air cooler outlet 4) PCT601 4 - 20 mA bar
Pressure charge air cooler outlet 5) PCS 601 binary 0.15 bar
Exhaust gas 6)
Temp. after cylinder, 2 pcs/cyl. 2) TE5_ 490 550 mV °C
Temperature turbine inlet TE511 580 600 mV
Temperature turbine outlet TE517 380 400
Main bearings 6)
Temperature TE70__ 100 120 mV °C
Cylinder liners 6)
Temp. in cylinder liner, 3 pcs/cyl. TE7__ 160 180 mV °C
Speeds
Engine speed 1 ST173 pulse RPM
Engine speed 2 ST174 pulse RPM
Turbine speed (A/B) SE518 pulse RPM
Miscellaneous
Released mech. overspeed trip GS172 X X binary 118 %
Engine overload GS166 X binary
Engaged turning gear 7) GS792 binary
Oil mist in crankcase QS700 X X binary

Symbols according to ISO 3511: Following a black-out, the pump should be started as
quickly as possible. An electric supply from the emer-
First letter Next letter
gency switchboard is recommended on all ships, and is
L = Level C = Control compulsory on diesel-electric ships.
P = Pressure E = Element For manual operation, the following label near the oper-
S = Speed S = Swich ating switch is recommended:
T = Temperature T = Transmitter
• Operate the pump continuously when the engine is
U = Multivariable Z = Safety acting
stopped.
G = Position
In installations with engine driven main pump and a wide
1) Set point according to viscosity speed range the pump may be used to provide addi-
2) Alarm for deviation from the average temperature tional capacity when operating at low speed.
is to be set ± 80°C at 170°C and
± 50°C at 450°C. Corresponding values for load 15.7.2. Electric lubricating oil main pump (if
reduction are ± 100°C and ± 70°C installed)
3) At first load reduction and after delay shut-down, The pump is only used when the engine is running. The
if the temperature does not drop pump shall be started not earlier than a few minutes be-
4) For waste gate control, a mA converter and an IP fore the engine starts and be stopped within a few min-
converter are also included and mounted utes after stopping the engine.
5) For by-pass control for variable speed engines The pump should not be used for prelubricating pur-
L = Low, H = High poses, due to the risk for leakage in the labyrinth seals of
Note! The pressure values include static the standing TPL turbochargers.
pressure) Following a black-out, the pump should be started as
6) One common output from the alarm system for quickly as possible. An electric supply from the emer-
each parameter gency switchboard is compulsory on diesel-electric
7) Start blocking at 0.5 bar ships.
A torsional vibration monitoring system is used to mea- For manual operation, the following label near the oper-
sure and monitor torsional vibrations. The vibrations are ating switch is recommended:
detected from the pick-up sensor mounted at the fly- • Do not operate continuously when the engine is not
wheel. Alarm limits are adjustable and settings are done running.
in the panel mounted monitor.
15.7.3. Electric lubricating oil stand-by pump (if
15.7. Electrically driven pumps installed)
The pump is only used for stand-by purposes when the
15.7.1. Electric prelubricating pump engine is running, starting automatically when the pres-
sure drops below a certain pressure. Like an electrically
driven main pump, the stand-by pump should not be
The pump is used for filling of the lubricating oil system
used for prelubricating purposes. To avoid excessive
and for prelubricating of the engine before starting and
pressures, it should also not be operated in parallel with
preheating by circulating warm separated lubricating oil.
the main pump.
The colder the engine is the earlier the pump should be
started. The pump may run continuously when the en- For manual operation, the following label near the oper-
gine is not running. ating switch is recommended:
The pump is also used for postlubricating for a con- • Do not operate continuously when the engine is not
trolled cooling-down process after stopping. If the en- running.
gine is rigidly mounted, the pump should remain running
during the whole stop in port, to prevent vibration from 15.7.4. Engine driven HT cooling water pump (if
running gensets from affecting bearings in the standing installed)
engine.
On variable speed engines with a wide speed range, the
The pump should start when the engine stops and stop pressure decreases at lower engine speeds, in extreme
when the engine starts. cases reaching the alarm limit, depending on the throt-
tling orifice in the by-pass line etc. To avoid unnecessary
alarms suitable actions can be taken on a project spe-
cific basis.

15.7.5. Electric HT cooling water stand-by pump Installations running at low load in very cold conditions
(if installed) should be arranged to permit preheating of running en-
gines, to avoid undercooling of the HT cooling water.
A separately installed electrically driven stand-by pump
is necessary on single-engine ships, and may be in-
15.7.8. Engine driven LT cooling water pump (if
stalled in any installation.
installed)
The stand-by pump shall start automatically if the pres-
sure drops when the engine is running. On variable speed engines with a wide speed range, the
pressure decreases at lower engine speeds, in extreme
15.7.6. Electric HT cooling water main pump (if cases reaching the alarm limit, depending on the throt-
installed) tling orifice in the by-pass line etc. To avoid unnecessary
alarms suitable actions can be taken on a project spe-
There may be either one pump, or two identical electri- cific basis.
cally driven pumps, one of which is stand-by.
The pump shall be started before the engine starts. For a 15.7.9. Electric LT cooling water stand-by pump
controlled cooling-down process the pump should not (if installed)
be stopped earlier than 30 minutes after stopping of the
engine. A separately installed electrically driven stand-by pump
is necessary on single-engine ships, and may be in-
In case of black-out, the pump should be restarted as stalled in any installation.
quickly as possible.
The stand-by pump shall start automatically if the pres-
For manual operation, the following label near the oper- sure drops when the engine is running.
ating switch is recommended:
• Start before engine starts. 15.7.10. Electric LT cooling water main pump (if
• Stop not earlier than 30 min after engine stops. installed)
There may be either one pump, or two identical electri-
15.7.7. Cooling water preheating pump cally driven pumps, one of which is stand-by.
The pump is used for continuous preheating of a The pump shall be started before the engine starts and
stopped engine. can be stopped when the engine is stopped.
If the main pump is built-on and driven by the engine, the For manual operation, the following label near the oper-
preheating pump should start automatically immedi- ating switch is recommended:
ately when the engine stops (to ensure water circulation • Start before engine starts.
through the hot engine), and stop when the engine
starts. • Can be stopped when the engine is stopped.
For manual operation, the following label near the oper-
ating switch is recommended in case the main pump is
15.7.11. Sea water cooling pumps
built-on: The pump can be stopped whenever the engine is not
• Start immediately when stopping engine. running, unless cooling is required for other equipment
in the same circuit.
• Stop when starting engine.
It is recommended to keep the pump(s) running as long
If the main pump is electrically driven, the pump should as necessary to dissipate heat from HT- and LT-circuits,
start when the HT-cooling water pump stops and stop if the engine has been stopped from high power (which
when the HT-cooling water pump starts. is not recommended).
For manual operation, the following label near the oper-
ating switch is recommended if the main pump is electri- 15.7.12. Lubricating oil separator
cally driven:
It is recommended to keep the separator running also in
• Start when stopping HT pump.
port.
• Stop when starting HT pump.
In case of black-out, the pump should be started as 15.7.13. Fuel pumps
quickly as possible. An electric supply from the emer-
gency switchboard is recommended. It is recommended to keep the pumps running also in
port.

15.8. Diesel electric propulsion Compared with an instant step-wise load

increase on the remaining generator(s), the effect
on the ship’s speed is marginal, but a stable
15.8.1. Propulsion control and power management
frequency can be maintained on the main
Typical features to be incorporated in the propulsion switchboard. If the remaining diesel-generators
control and power management systems in a die- are not sufficient to restore the original power, a
sel-electric ship: stand-by diesel-generator will produce the
1. The load increase program limits the rate of load missing output.
increase of the diesel-generators during normal 6. The propulsion control system should be of the
load changes and during load transfer when so-called “power control” system, where the
connecting a new generator to the switchboard control lever position on the bridge corresponds
according to the curves in the figure in the chapter to a certain requested propulsion power demand.
“2.2 Loading Capacity”. With the power control system a smooth
• Continuously active limit: “normal max loading acceleration of the ship is achieved without
in operating condition”. unne c e ssa r y st a r t i ng a nd st o p p in g o f
diesel-generators. This type is more preferable
• During the first 6 minutes after starting an en- than a so-called “speed control” where a lever
gine: “preheated engine”
position corresponds to a certain requested
2. The above mentioned curves may be by-passed propeller speed, with the drawback that for a
and the curve “emergency loading” activated constant lever position the power absorption of
only with a special emergency function with clear the propeller varies significantly with the ship’s
indication on the bridge and in the control room. speed e.g. during acceleration. For synchronizing
3. The system limits the power supplied to the of the propellers, also a “speed control” mode is
propulsion motors to avoid a load > 100% on any necessary.
generator. The fuel rack is adjusted to 110% to 7. The system should monitor the network
allow for transients and give some playroom for frequency and reduce the load increase rate
the governor and overload protection, but the (and/or reduce the propulsion load), if the
engine should not be operated above 100%. network frequency tends to drop excessively.
4. Tripping of a generator breaker causes an 8. The rate of load reduction of the propulsion plant
automatic start-up of one stand-by diesel- should be equipped with a delay during normal
generator, which will be connected to the switch- manufacturing. During crash stops (recognized
board and contribute to restoring the original by the system e.g. by a large lever movement
power as necessary. from high power ahead to astern) the load
5. When one generator breaker trips, the system reduction speed can be quicker.
instantaneously reduces the power supplied to 9. The maximum amount of reverse power which
the propulsion motors to avoid drastic load steps can be fed to the diesel engine is 5% of the
of the remaining diesel-generators. The power is nominal output. This function may be needed in
then increased according to a fast ramp, but not the control system to optimize the crash stop
faster than “emergency loading” in the diagram performance of a diesel-electric ship with a low
above, up to a maximum of 100% power of the ship’s service electric load, and with frequency
remaining diesel-generators if necessary. converters of a type permitting transmission of
reverse power.

15.8.2. Switchboard Isochronous load sharing (by means of load sharing

lines between the speed control units) generally pro-
Normally a diesel-electric ship is operated with a com- vides a more accurate load sharing in transient situa-
mon switchboard, which gives the best flexibility in tions than a traditional power management system with
power generation. Load transients are distributed on a speed droop.
large number of diesel-generators, and the most optimal
number of units can be connected to the bus during sta- Due to mechanical friction the diesel engine is capable
ble operation at constant load. of absorbing roughly 5% of the nominal power. Around
nominal speed the torque is proportional to approx. n1.2,
Another possibility is to sail with independent
where n is the engine speed. The setting of the Reverse
switchboard halves supplying two independent net-
Power Protection of 8–15% of the rated power men-
works. In this case the ship is virtually blackout proof,
tioned in some classification rules is too high.
which could be attractive in congested waters. In this
operating mode one network including one propeller (in It should be ensured that the mechanical reverse power
a twin-screw ship) is lost if one generator trips (if it was to the engine is measured with a reasonable accuracy
the only one), the other, however, remaining operable from the electrical parameters of the generator. To pro-
without a risk for a complete black-out. For this purpose tect the diesel-generators, it is useful to include an auto-
the load sharing lines between the speed controllers for matic function to limit the rate of propeller motor speed
isochronous load sharing must be grouped accordingly. reduction during the crash stop also based on over fre-
quency from the generator.
15.8.3. Crash stop There is normally no specified crash stop performance
in the rules, except that stopping of a ship has to be
During a crash stop on a diesel-electric ship with “reasonable”. There is an IMO Resolution recommen-
fixed-pitch propeller reverse power is produced in two ding a maximum stopping distance of 15 ship lengths,
different ways, mechanically and hydrodynamically: but that is not a mandatory rule. Passenger ships usually
• The mechanical back power produced by the inertia have clearly shorter stopping distance.
of the rotating masses is proportional to the rate of re- If further improvement in the crash stop performance is
tardation of the propulsion unit and can of course eas- considered necessary, the propulsion control system of
ily be adjusted. a diesel-electric twin-screw (and multiple-screw) ship
• A reduced ship´s speed clearly reduces the hydrody- with a low ship’s service load can be designed to per-
namic back power from the propeller. A “Robinson” form a sequential crash stop procedure, meaning a
curve (= “four quadrant diagram”) is useful when se- step-wise approach where one screw is reversed when
lecting these parameters. the other is still absorbing power, and then vice versa,
even if both (all) control levers are reversed simulta-
The crash stop procedure can be designed in different
neously. With this arrangement:
ways with different frequency converters, but with e.g. a
synchroconverter or cycloconverter the reverse power • there is continuously a consumer big enough to ab-
from the propulsion motor can be fed to the switchboard sorb any reverse power
(which is not the case with an inverter where a separate • There will always be a certain load on the diesel-
Resistance Braking Unit is required). generators, the advantage being smaller load tran-
Comparing e.g. a diesel-electric tanker with a die- sients.
sel-electric cruise ship, the tanker has a low ship’s ser-
vice load, maybe 500 kW when sailing. Back power can
be fed backwards to the diesel engines, provided that
the amount of back power is limited in a reliable manner
(and accurately shared between the connected genera-
tors).

Principal diagram of automation for Wärtsilä 46 engines (3V50E0076)
15.9. Digital engine control system, • Automatic shut-down (lubricating oil pressure, over-
speed, etc.)
optional
• Waste gate and charge air by-pass control
As an alternative to the standard control system a digital
control system can be provided, called Wärtsilä Engine • Start fuel limiter control
Control System, WECS. • Signal processing of monitoring and alarm sensors
Wärtsilä Engine Control System, WECS 2000 • Signal processing of condition monitoring sensors
(cylinder liner and main bearing temperature and ex-
The engine is equipped with a computerized distributed haust gas valve condition)
real-time system for monitoring and control.
• Slow turning control
The hardware consists of computers mounted on the
engine. These are the main control unit (MCU) with relay
• Data communication with external systems (e.g.
alarm and monitoring systems)
module (RM) containing back up and hardwired func-
tions, and a number of Distributed Control Units (DCU) The WECS communicates with external systems via a
and Sensor Multiplexer Units (SMU). All sensors on the Modbus serial link. Modbus is a standard defined by
engine are connected to the DCUs and the SMUs, while Modicon primarily for use in industrial applications. In
the signals to and from the external systems are con- the WECS system the RTU-mode of Modbus is used.
nected to the main control unit, MCU. Engine parame- The physical connection is according to the RS-485
ters are displayed on a local display unit (LDU). standard.
The following functions are incorporated in the system:
• Start blockings (lubricating oil pressure, turning gear,
local selected, etc.)
• Measuring of engine and turbocharger speed
• Normal start and stop of the engine

16. Seating
16.Seating
16.1. General each side of the engine are required. The fitted bolts are
located as bolts number two and three from the fly
The main engines can be rigidly mounted to the founda- wheel end. A distance sleeve should be used together
tion, either on steel or resin chocks, or flexibly mounted with the fitted bolts. The distance sleeve must be
on rubber elements. mounted between the seating top plate and the lower
The foundation and the double bottom should be as stiff nut in order to provide a sufficient guiding length for the
as possible in all directions to absorb the dynamic fitted bolt in the seating top plate. The guiding length in
forces caused by the engine, reduction gear and thrust the seating top plate should be at least equal to the bolt
bearing. diameter.
The foundation should be dimensioned and designed so Other bolts are provided with clearance holes.
that harmful deformations are avoided. The design of the various holding down bolts appear
from the foundation drawing. It is recommended that
16.2. Rigid mounting the bolts are made from a high strength steel, e.g.
42CrMo4 or similar, but the bolts are designed to allow
Installation on steel chocks the use of St 52-3 steel quality, if necessary. A high
The rider plates of the engine girders are usually inclined strength material makes it possible to use a higher bolt
outwards with regard to the centre line of the engine. tension, which results in a larger bolt elongation (strain).
The inclination of the supporting surface should be A large bolt elongation improves the safety against loos-
1/100. The rider plate should be designed so that the ening of the nuts.
wedge-type chocks can easily be fitted into their posi- To avoid a gradual reduction of tightening tension due to
tions. among others, unevenness in threads, the bolt thread
If the rider plate of the engine girder is placed in a fully must fulfil tolerance 6g and the nut thread must fulfil tol-
horizontal position, a chock is welded to each point of erance 6H. In order to avoid extra bending stresses in
support. The chocks should be welded around the pe- the bolts, the contact face of the nut underneath the
riphery as well as through the holes drilled at regular in- rider plate should be counter bored.
tervals to avoid possible relative movement in the The tensile stress in the bolts is allowed to be max.80%
surface layer. After that the welded chocks are of the material yield strength. It is however permissible
face-milled to an inclination of 1/100. The surfaces of the to exceed this value during installation in order to com-
welded chocks should be big enough to fully cover the pensate for setting of the bolt connection, but it must be
wedge-type chocks. verified that this does not make the bolts yield. Bolts
The size of the wedge-type chocks should be 200 x made from St 52-3 are to be tightened to 80% of the ma-
360 mm. The chock should always cover two bolts to terial yield strength. It is however sufficient to tighten
prevent it from turning. However, the chock closest to bolts that are made from a high strength steel, e.g.
the flywheel will be a single screw chock. The material 42CrMo4 or similar, to about 60-70% of the material
may be cast iron or steel. yield strength.
When fitting the chocks, the supporting surface of the The tool included in the standard set of engine tools is
rider plate is planed by means of a grinding wheel and a used for hydraulic tightening. The piston area of the
face plate until an evenly distributed bearing surface of tools is 72.7 cm².
min. 40% is obtained. The chock should be fitted so that Depending on the material of the bolts, the following hy-
the distance between the bolt holes and the edges is draulic tightening pressures should be used, provided
equal at both sides. that the minimum diameter is 35 mm:
The clearance hole in the chock and rider plate should • St52-3 Tightened to 80% of yield strength
have a diameter about 2 mm bigger than the bolt diame- Phyd = 420 bar
ter for all chocks, except those which are to be reamed
• 42CrMo4 Tightened to 70% of yield strength
and equipped with fitted bolts.
Phyd =710 bar
Side supports should be installed for all engines. There
must be three supports on both sides. The side supports Installation on resin chocks
are to be welded to the rider plate before aligning the en- Installation of main engines on resin chocks is possible
gine and fitting the chocks. The side support wedges provided that the requirements of the classification so-
should be fitted, so that a bearing surface of 40% is ob- cieties are fulfilled.
tained.
During normal conditions, the support face of the engine
The holding down bolts are usually through-bolts with feet has a maximum temperature of about 75°C, which
lock nuts at the lower end and a hydraulically tightened should be considered when choosing type of resin.
nut at the upper end. Two Ø 46/n6 mm fitted bolts on

16. Seating
The recommended size of the resin chocks for L46 en- stress 80% of the yield strength), or by the maximum
gines is about 600 x 180 mm and for V46 engines about permissible surface pressure on the resin. Assuming
1000 x 180 mm. The chock should cover at least two bolt dimensions and chock dimensions according to
bolts to prevent it from turning. drawing 1V69L0082a and 1V69L0083b the following
The total surface pressure on the resin must not exceed hydraulic tightening pressures should be used:
the maximum value, which depends on the type of resin • In-line engine, St 52-3 bolt material, maximum total
and the requirements of the classification society. It is surface pressure 2.9 N/mm 2. P hyd = 200 bar
recommended to select a resin type, which has a type
• In-line engine, 42CrMo4 bolt material, maximum total
approval from the relevant classification society for a to-
surface pressure 4.5 N/mm 2. P hyd = 335 bar
tal surface pressure of 5 N/mm2. (A typical conservative
value is ptot [ 3.5 N/mm2 ). • V-engine, St 52-3 bolt material, maximum total sur-
face pressure 3.5 N/mm2. Phyd = 310 bar
The bolts must be made as tensile bolts with a reduced
shank diameter to ensure a sufficient elongation, since • V-engine, 42CrMo4 bolt material, maximum total sur-
2
the bolt force is limited bu the permissible surface pres- face pressure 5.0 N/mm . Phyd = 475 bar
sure on the resin. Locking of the upper nuts is required, when using St
For a given bolt diameter the permissible bolt force is 52-3 material, or when the total surface pressure on the
limited either by the strength of the bolt material (max. resin chocks is below 4 N/mm2. The lower nuts should
always be locked regardless of the bolt tension.

16. Seating
Seating and fastening, rigidly mounted L46, steel chocks (1V69L1651)
Seating and fastening, rigidly mounted V46, steel chocks (1V69L1659)

16. Seating
Seating and fastening, rigidly mounted L46, steel chocks (1V69L1651)

16. Seating
Seating and fastening, rigidly mounted V46, steel chocks (1V69L1659)

16. Seating
Seating and fastening, rigidly mounted L46, resin chocks (1V69L0082a)
Seating and fastening, rigidly mounted V46, resin chocks (1V69L0083b)

16. Seating
Seating and fastening, rigidly mounted L46, resin chocks (1V69L0082a)

16. Seating
Seating and fastening, rigidly mounted V46, resin chocks (1V69L0083b)

16. Seating
16.3. Resilient mounting For resiliently mounted engines a speed range of 350 -
500 RPM is generally available.
In order to reduce vibrations and structure borne noise, Due to the soft mounting the engine will move when
main engines may be flexibly mounted. The engine passing resonance speeds at start and stop. Typical
block is so rigid that no intermediate base frame is nec- amplitudes are ± 1 mm at the crankshaft centre and
essary, but the rubber mounts are fixed to the engine ± 5 mm at top of the engine. The torque reaction will
feet by means of a rail. The advantage of the vertical type cause a displacement of the engine of up to 1.5 mm at
mounting is easier alignment. Typical structure borne the crankshaft centre and 10 mm at the turbocharger
noise levels are shown in chapter 17.5. outlet. Furthermore the creep and thermal expansion of
The material of the mounts is natural rubber, which has the rubber mounts have to be considered when install-
superior vibration technical properties, but unfortu- ing and aligning the engine.
nately is prone to damage by mineral oil. The rubber
mounts are protected against dripping and splashing by Flexible pipe connections
means of covers. When the engine is resiliently installed, all connections
The brackets of the side and end mounts are welded to must be flexible and no grating nor ladders may be fixed
the foundation. Steel chocks are manufactured and in- to the set. Especially the connection to turbocharger
stalled below the rubber elements, when the final align- must be arranged so that the above mentioned dis-
ment of the engine has been completed. The steel placements can be absorbed.
chocks are fixed to the foundation with bolts. A machin- When installing the flexible pipe connections, unneces-
ing tool for machining of the top plate under the steel sary bending or stretching should be avoided. The pipe
chocks can be either rented or bought from Wärtsilä. outside the flexible connection must be well fixed and
The machining tool permits a maximum distance of 85 clamped to prevent vibrations, which could damage the
mm between the fixing rail and the top plate flexible connection and increase structure borne noise.
Flexibly mounted main engine, in-line engines (2V69A0129b)

Remark: At both ends of the engine are also side and end mounts.

16. Seating
Flexibly mounted main engine, V-engines (2V69A0128b)

17. Dynamic characteristics
17.Dynamic characteristics
17.1. General
Dynamic forces and moments caused by the engine ap- bration modes are generally far below the 1. order. The
pear from the table. Due to manufacturing tolerances higher modes are unlikely to be excited due to the ab-
some variation of these values may occur. sence of or low magnitude of the external couples, and
The ship designer should avoid natural frequencies of the location of the engine in relation to nodes and
decks, bulkheads and other structures close to the exci- antinodes is therefore not so critical.
tation frequencies. The double bottom should be stiff On ships with narrow superstructures (like on container
enough to avoid resonances especially with the rolling ship) the ship designer should avoid superstructure nat-
frequencies. ural frequencies close to the excitation frequencies.
Some cylinder numbers have external couples. On
cargo ships, the frequency of the lowest hull girder vi-
17.2. External forces and couples
Co-ordinate system of external couples (2V58F0015)
External forces F = 0 for all cylinder numbers

External couples (the values are instructive and to be calculated case by case)
Engine Speed Frequency MY MZ Frequency MY MZ FrequencyMY MZ

[RPM] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm]
9L46 *) 450 7.5 25.5 25.5 15.0 30.8 — 30.0 10.5 —

500 8.3 31.5 31.5 16.7 38.0 — 33.3 12.9 —
514 8.6 33.3 33.3 17.1 40.2 — 34.4 13.6 —
18V46 500 8.3 283.8 283.8 16.7 135.1 55.9 33.3 — 4.0
514 8.6 299.9 299.9 17.1 142.7 59.1 34.3 — 4.3
*) Subject to selected firing orders

— couples and forces = zero or insignificant

17.3. Torque variations

Torque variation, A-rating
Engine Speed Frequency MX Frequency MX Frequency MX

[RPM] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
6L46 450 22.5 119.9 45.0 49.6 67.5 9.4

500 25.0 90.4 50.0 50.5 75.0 11.3
514 25.7 82.7 51.4 50.4 77.1 11.5
6L46, idle 450 22.5 48.6 45.0 11.9 67.5 3.0

500 25.0 69.8 50.0 12.0 75.0 3.0
514 25.7 75.8 51.4 12.1 77.1 3.0
8L46 450 30.0 169.5 60.0 21.8 90.0 3.7

500 33.3 161.8 66.7 24.4 100.0 5.0
514 34.3 160.1 68.5 24.7 102.8 5.1
9L46 450 33.8 155.1 67.5 14.2 101.2 2.7

500 37.5 153.4 75.0 16.9 112.5 3.8
514 38.6 151.6 77.1 17.2 115.6 3.9
12V46 450 22.5 91.8 45.0 70.1 67.5 17.4

500 25.0 69.2 50.0 71.4 75.0 20.8
514 25.7 63.3 51.4 71.3 77.1 31.2
12V46, idle 450 22.5 37.2 45.0 16.9 67.5 5.5

500 25.0 53.4 50.0 17.0 75.0 5.6
514 25.7 58.0 51.4 17.1 77.1 5.6
16V46 450 — — 60.0 43.6 120.0 2.0

500 — — 66.7 48.9 133.4 3.4
514 — — 68.5 49.4 137.0 3.5
18V46 450 33.8 304.2 67.5 26.2 101.2 4.5

500 37.5 298.9 75.0 31.2 112.5 6.3
514 38.6 297.4 77.1 31.7 115.6 6.4
The values are instructive and are to be calculated case by case.


Torque variation, B-rating

6L46 450 22.5 132.5 45.0 48.1 67.5 6.8

500 25.0 101.2 50.0 49.6 75.0 9.2
514 25.7 94.0 51.4 50.0 77.1 9.6
6L46, idle 450 22.5 48.6 45.0 11.9 67.5 3.0

500 25.0 69.8 50.0 12.0 75.0 3.0
514 25.7 75.8 51.4 12.1 77.1 3.0
8L46 450 30.0 176.5 60.0 18.0 90.0 2.5

500 33.3 167.9 66.7 21.6 100.0 3.6
514 34.3 166.9 68.5 22.2 102.8 3.9
9L46 450 33.8 158.9 67.5 10.2 101.2 2.0

500 37.5 156.0 75.0 13.9 112.5 2.8
514 38.6 156.0 77.1 14.4 115.6 3.0
12V46 450 22.5 101.4 45.0 68.0 67.5 12.5

500 25.0 77.4 50.0 70.2 75.0 17.1
514 25.7 71.9 51.4 70.7 77.1 17.7
12V46, idle 450 22.5 37.2 45.0 16.9 67.5 5.5

500 25.0 53.4 50.0 17.0 75.0 5.6
514 25.7 58.0 51.4 17.1 77.1 5.6
16V46 450 — — 60.0 36.0 120.0 1.3

500 — — 66.7 43.3 133.4 2.2
514 — — 68.5 44.4 137.0 2.5
18V46 450 33.8 311.7 67.5 18.8 101.2 3.3

500 37.5 305.9 75.0 25.6 112.5 4.6
514 38.6 306.1 77.1 26.6 115.6 5.0


Torque variation, C-rating

6L46 450 22.5 151.0 45.0 52.9 67.5 7.8

500 25.0 113.3 50.0 55.6 75.0 12.0
514 25.7 105.0 51.4 56.0 77.1 12.6
6L46, idle 450 22.5 48.6 45.0 11.9 67.5 3.0

500 25.0 69.8 50.0 12.0 75.0 3.0
514 25.7 75.8 51.4 12.1 77.1 3.0
8L46 450 30.0 192.9 60.0 20.3 90.0 2.1

500 33.3 181.3 66.7 26.4 100.0 4.9
514 34.3 179.5 68.5 27.2 102.8 5.3
9L46 450 33.8 173.4 67.5 11.6 101.2 1.5

500 37.5 169.1 75.0 18.0 112.5 3.5
514 38.6 168.7 77.1 18.8 115.6 3.8
12V46 450 22.5 115.5 45.0 74.7 67.5 14.4

500 25.0 86.7 50.0 78.7 75.0 22.2
514 25.7 80.4 51.4 79.2 77.1 23.2
12V46, idle 450 22.5 37.2 45.0 16.9 67.5 5.5

500 25.0 53.4 50.0 17.0 75.0 5.6
514 25.7 58.0 51.4 17.1 77.1 5.6
16V46 450 — — 60.0 40.6 120.0 1.2

500 — — 66.7 52.8 133.4 2.6
514 — — 68.5 54.4 137.0 2.9
18V46 450 33.8 340.4 67.5 21.5 101.2 2.5

500 37.5 332.0 75.0 33.3 112.5 5.7
514 38.6 331.1 77.1 34.8 115.6 6.3


17.4. Mass moments of inertia These typical inertia values include the flexible coupling
part connected to the flywheel and torsional vibration
Mass moments of inertia [J/kgm²] damper, if needed.
Engine Speed [RPM]
450 500 514
6L46 3530 3020 2890

8L46 3870 3530 3450
9L46 6900 6550 6550
12V46 5490 5380 5260
16V46 7510 6970 6700
18V46 — 7700 7700
17.5. Structure borne noise
Typical structure borne noise levels (4V93F0089)
-8
Lv/dB (ref 5 x 10 m/s)
110
100
90
80
70 Above the flexible mounting
60
50
Below the flexible mounting
40
31,5 63 125 250 500 1000
1/3 octave band centre frequency/Hz
17.6. Air borne noise
Noise level for a Wärtsilä 46 engine (4V93F0090a)
140
120
100
ref 2x10 -5 N/mm2
80
60
40
20
0
31,5 63 125 250 500 1K 2K 4K 8K Lin dB(A)
Frequence/Hz
The noise level is measured in a test cell with a turbo air filter 1 m from the engine. 90% of the values measured on pro-
duction engines are below the figures in the diagram.

18. Power transmission
18.Power transmission
18.1. Elastic coupling • dimensions of all shafts
The power transmission of propulsion engines is ac- • mass moment of inertia of all rotating parts including
complished through a flexible coupling or a combined shafts and flanges
flexible coupling and clutch mounted on the flywheel. • torsional stiffness of shafts between rotating masses
The crankshaft is equipped with an additional shield • material of shafts including tensile strength and mo-
bearing at the flywheel end. Therefore also a rather dules of rigidity
heavy coupling can be mounted on the flywheel without
intermediate bearings. • gear ratios
The type of flexible coupling to be used has to be de- • drawing number of the diagram
cided separately in each case on the basis of the tor- Data of propeller and shafting
sional vibration calculations.
A mass-elastic diagram or propeller shaft drawing
Also in generating set installations a flexible coupling
showing:
between the engine and the generator is required. This
means that the generator must be of the 2-bearing type. • mass moment of inertia of all rotating parts including
the rotating part of the OD-box, SKF couplings and
rotating parts of the bearings
18.2. Power-take-off from the free end
• mass moment of inertia of the propeller at full/zero
Full output is also available from the free end of the en- pitch in water
gine of all cylinder numbers of in-line and V engines. • torsional stiffness or dimensions of the shaft
This PTO cannot be provided together with built on
• material of the shaft including tensile strength and
pumps.
modules of rigidity
The weight of the coupling and the need for a support
• drawing number of the diagram or drawing
bearing is subject to special consideration by Wärtsilä
on a case-by-case basis. Such a support bearing is pos- Data of shaft alternator
sible only with rigidly mounted engines.
A mass-elastic diagram or an alternator shaft drawing
When the available length for the installation is limited, showing:
an elastic coupling of Geislinger type can be built into
• alternator output, speed and sense of rotation
the engine in the vibration damper space to achieve a
short overall length. • mass moment of inertia of all rotating parts or a total
inertia value of the rotor, including the shaft
18.3. Torsional vibrations • torsional stiffness or dimensions of the shaft

• material of the shaft including tensile strength and
A torsional vibration calculation is made for each instal- modules of rigidity
lation. For this purpose exact data of all components in-
cluded in the shaft system are required. See the list • drawing number of the diagram or drawing
below. Data of flexible coupling/clutch
General If a certain make of flexible coupling has to be used, the
following data of it must be informed:
• Classification
• Ice class • mass moment of inertia of all parts of the coupling
• Operating modes • number of flexible elements
• linear, progressive or degressive torsional stiffness
Data of reduction gear per element
A mass elastic diagram showing: • dynamic magnification or relative damping
• all clutching possibilities • nominal torque, permissible vibratory torque and per-
• sense of rotation of all shafts missible power loss
• drawing of the coupling showing make, type and
drawing number

18. Power transmission
18.4. Turning gear • Installations with a stern tube with a high friction
torque
The engine is equipped with an electrically driven turn-
• Installations with a heavy ice-classed shaft line
ing gear, capable of turning the propeller shaft line or
generator in most installations. A turning gear with a ca- • Installations with several engines connected to the
pability of turning a higher external torque may be same shaft line
needed e.g. in installations as listed below, in which • If the shaft line and a heavy generator are to be turned
case consideration should be given to installing a sepa- at the same time.
rate turning gear e.g. on the reduction gear.
Turning gear torque (4V48L0238)
Cylinder number Type of turning gear Max. torque at Torque needed to Additional torque
crankshaft [kNm] turn the engine [kNm] available [kNm]
6L LKV 145 18 12 6
8L LKV 145 18 15 3
9L LKV 250 75 17 58
12V LKV 250 75 25 50
16V LKV 250 75 35 40
18V LKV 250 75 40 35

19. Engine room design
19.Engine room design

19.1. Space requirements for overhaul
In-line engines (3V69C0192a)
Minimum overhauling heights L46:

1. Overhauling along the engine CL (vertical position)
a) over the valve gear covers
b) valve gear covers removed Minimum overhauling heights V46:
2. Overhauling sidewards (vertical position) 1. Overhauling sidewards
a) over the fuel oil pipes a) over fuel oil pipes
b) cover of fuel oil pipes removed b) over insulation box
c) fuel oil pipes removed 2. Overhauling along the engine
d) over insulation box a) over the valve gear covers
3. Overhauling along the engine CL (horizontal pos.) b) valve gear covers removed
a) over the valve gear covers 3. Overhauling along the engine (horizontal pos.)
b) valve gear covers removed a) over the valve gear covers
b) valve gear covers removed
V-engines (3V69C0193a)

Dismounting lubricating pump (4V58B2163)
19.2. Platforms
Maintenance platforms, in-line engine (3V69C0246)

Maintenance platforms, V-engine (3V69C0244)

Engine contour for service platforms, in-line engine (1V90C0198)

8L46
6L46

Engine contour for service platforms, V-engine (1V90C0199)

12V46, TC F.E.
12V46, TC D.E.

19.3. Crankshaft distances

Crankshaft distances, in-line engine (3V69C0245)
Engine type Turbocharger A
6L46 TPL 73 3500

8L46 TPL 77 3700
9L46 TPL 77 3700
Crankshaft distances, V-engine (3V69C0241)
Engine Turbo A B A B
type charger min. min. rec. rec.
12V46 TPL 73 4600 200 4900 500

16V46 TPL 77 5500* 200 5800 500
* subject to project specific consideration

Required crankshaft distance is 4500 mm, if the
turbochargers are installed in different ends (this
is however not recommended in low engine
rooms as lifting arrangement becomes difficult).

19.4. Four-engine arrangements

Main engine arrangement, 4 x L46 (3V69C0238)
Minimum distance between engines
Engine type A B C
6L46 1050 2100 3500

8L46 1050 2100 3700
9L46 1050 2100 3700
Intermediate shaft diameter to be determined case by

case.

Main engine arrangement, 4 x V46 (3V69C0243)
Engine type A B C, min. C, rec.
12V46 1300 2600 4600 4900

16V46 1300 2600 5500* 5800
* Subject to project specific consideration

Intermediate shaft diameter to be determined case by
case.
Dismantling of big end bearing requires 2045 mm on
one side and 2400 mm on the other side. Direction may
be freely chosen.
Required crankshaft distance is 4500 mm, if the

turbochargers are in different ends (this is however not
recommended in low engine rooms as the lifting ar-
rangement becomes difficult)

Main engine arrangement, 4 x L46C (2V69C0232)
Engine type A B C
6L46 2300 4600 3500

8L46 2300 4600 3700
9L46 2300 4600 3700
Intermediate shaft diameter to be determined case by case.

Dismantling of big end bearing requires 1580 mm on one side
and 2210 mm on the other side. Direction may be freely cho-
sen.

Main engine arrangement, 4 x V46 (2V69C0242)
Engine type A B C, min. C, rec.
12V46 2700 5400 4600 4900

16V46 2700 5400 5500* 5800
* Subject to project specific consideration
Intermediate shaft diameter to be determined

case by case.
Dismantling of big end bearing requires 2045
mm on one side and 2400 mm on the other
side. Direction may be freely chosen.
Required crankshaft distance is 4500 mm, if
the turbochargers are installed in different
ends (this is however not recommended in
low engine rooms as the lifting arrangement
becomes difficult)

19.5. Father-and-son arrangement

Drawing 1V91B0616 shows an example of an in-line and When the manoeuvring side of the L46 is towards the
a V-engine of the Wärtsilä 46 type connected to the V-engine, the recommended platform height between
same gearbox. In this case the engines (8L46 and the engines is as recommended for the L46 (1450 mm
12V46) are roughly equally long, and therefore the above crankshaft). A platform height as recommended
turbochargers are close to each other. for the V46 (1200 mm above crankshaft) would interfere
To minimize the crankshaft distance the manoeuvring with the camshaft covers of the L46. In other words, this
side of the L46 should be towards the V-engine, other- father-and-son arrangement has a slight ergonomic dis-
wise dismantling of the air cooler of the V-engine will de- advantage, the platform being located 250 mm higher
termine the required distance to avoid interference with than recommended for the V-engine, assuming a reduc-
the charge air cooler of the in-line engine. If the engines tion gear with a pure horizontal offset. This issue is dif-
are clearly of different length (other cylinder numbers ferent in case there is a vertical offset between the
than 8L46 and 12V46) the pattern is different. crankshafts.
Main engine arrangement, 12V46 + 8L46 (1V91B0616a)
Alternative 1 Alternative 2
*) 50 mm for clearance included *) 50 mm for clearance included

19.6. Service areas and lifting 19.6.2. Recommended lifting equipment

arrangements Considering the weight and size of Wärtsilä 46 main
components, it is highly recommended to use an over-
19.6.1. Service and landing areas head travelling crane as primary lifting equipment. It of-
fers superior manoeuvrability and makes the work faster
All main components should have well prepared lifting
and safer. The sweeping area of the crane should be
arrangements and suitable landing areas. Landing and
sufficient to carry out all normal maintenance work. In
service areas should be plain steel deck dimensioned
addition it should cover storage location of heavy spare
for heavy engine components. If parts must be trans-
parts and tools, which are needed for emergency repair.
ported further with trolley or pallet truck, the surface of
If the workshop or storage is located at the upper plat-
the deck should be smooth enough to allow this. If trans-
form level, the crane should also be able to operate
portation to final destination must be carried out using
there. Usually spatial limitations force to use a separate
several lifting equipment, coverage areas of adjacent
lifting rail with chain block for turbocharger overhauls.
cranes should be as close as possible to each other.
Required hook height vertically above floor level for
Required deck area to carry out overhaul work:
storing and servicing engine parts (for V-engines some
• for piston-conrod assembly 2.5 m x 3 m more space is needed if the component is lifted in in-
• for cylinder head 2mx2m clined position):
Required service area for overhauling both cylinder
head and piston-connecting rod assembly (not at the L46 V46
same time) is approximately 8…10 m². inclined
For overhauling more than one cylinder at a time, an
Above piston - connecting 1850 mm 1900 mm
additional area of about 4 m² per cylinder is required.
rod trestle
This area is used for temporary storing of dismantled
parts. Above storage place for 1700 mm 1800 mm
Example of recommended service area for overhauling cylinder liner
whole bank:
Above cylinder head trestle 1650 mm 1650 mm
(in workshop)
8L46 12V46
one bank
Recommended lifting capacity for overhead travelling
Service area for overhaul 10 m² 10 m² crane:
work of one cylinder • Engine parts including dismantled
Storage area for dismantled turbocharger 2.0 ton
28 m² 20 m²
parts (8L46 7 cylinders, • Engine parts including complete
12V46 5 cylinders) TPL 73 turbocharger 2.5 ton
• Engine parts including complete
Total service area required 38 m² 30 m²
TPL 77 turbocharger 3.8 ton
Typical space requirement for 2 - 4 ton overhead travel-
ling crane (see drawings 3V69C0248 and 3V69C0249):
• Free width beyond hook (C) 700...1200 mm
• Free height above hook (D) 700...1000 mm

19.6.3. Required crane hook height from deck

Required crane hook height from deck for different lifting positions of W46 man components (3V69C0228b)
1. Piston connecting rod assembly
2. Cylinder liner
3. Cylinder head
Required hook height from deck [mm]:
Inclined Vertically Horizontally Horizontally

with 1 hook with 2 hooks
Piston-ConRod ass. 1800 1750 1500 1000
Cylinder liner 1850 1750 1000 1000
Cylinder head 1100 900 N/A N/A

19.6.4. Bridge crane for Wärtsilä L46

Space requirements for overhaul of main components (3V69C0248)
Minimum transverse travel of hook for overhauling main parts of Wärtsilä L46 engines
Operational requirement on the operating side of the engine Reference No. A [mm] (all engines)
• For removing lower half of connecting rod big end 1) TOS1 1400
• For removing upper half of connecting rod big end 1) TOS2 1600
• For removing main parts pass hot-box or transporting longitu- TOS3 1500
dinally along operating side of engine
1)
Direction of removal can be freely chosen (see drawing 3V69C0248). The service platforms must be removable to al-
low crane access to the connecting rod big end halves.
Operational requirement on the rear side of the engine Reference No. B [mm]
6L46 8L46 and 9L46
• For removing lower half of connecting rod big end 1) TRS1 1400 1400
• For removing upper half of connecting rod big end

1)
TRS2 1600 1600
• For lifting or lowering the charge air cooler from its housing 2) TRS3 1600 1850
• For lowering or transporting main parts pass insulation box TRS4 1800 1800
• For removing charge air cooler sideways 2) TRS5 2000 2150
• For lowering or transporting main parts pass charge air cooler TRS6 2150 2300
housing
1)
Direction of removal can be freely chosen (see drawing 3V69C0248). The service platforms must be removable to
allow crane access to the connecting rod big end halves.
2)
A vertical hook height of 4000 mm(E) is required for lifting the charge air cooler upwards to free it from its housing.
Otherwise the cooler will have to be lowered or removed from its housing sideways.

Required hook height vertically above crankshaft when overhauling main parts along centerline of engine to
landing area at non-turbocharger end of engine
Reference No. AC1 AC2 AC3 AC4 AC5 AC6

1) 1) 1)
Required hook height, E [mm]: 4860 4760 4610 4510 4110 4010
• Piston-Conrod assembly C2 C2 C3 C3 C4 C4
• Cylinder liner L2 L2 L3 (L4) L3 (L4) L3 (L4) L3 (L4)
• Cylinder head H2 H2 H2 H2 H2 H2
1)
The valve gear covers must be removed
Required hook height vertically above crankshaft when overhauling main parts sideways to operating side
of the engine
Reference No. OS1 OS2 OS3 OS4

1) 2)
Required hook height, E [mm]: 4000 3960 3820 3820
• Piston-Conrod assembly C2 C2 C3 (C4) C2
• Cylinder liner L2 L2 L3 (L4) L2
• Cylinder head H2 H2 H2 H2
1)
The fuel pipe covers must be removed
2)
The fuel pipes must be removed
Required hook height vertically above crankshaft when overhauling main parts sideways to rear side of
engine over exhaust manifold insulation box
Reference No. RS1 RS2 RS3
Required hook height, E [mm]: 5000 4750 4250
• Piston-Conrod assembly C2 C3 C4
• Cylinder liner L2 L3 (L4) L3 (L4)
• Cylinder head H2 H2 H2
Required hook height vertically above crankshaft for lifting charge air cooler
Operational requirement Reference No. Required hook height, E [mm]
• For lifting the cooler over the exhaust manifold insulation CD1 5200
box in vertical position
• For lifting the cooler over the exhaust manifold insulation CD2 4150
box in horizontal position
• For removing the cooler straight up from its housing CD3 4000

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at free end of the
engine (3V58B2177)
6L46 8L46 9L46
R Reference from crankshaft flange 850 850 850
F Minimum longitudinal travel to cover cylinders, 5700 7350 8150

charge air cooler and camshaft driving end 1)
2)
G To cover turbocharger 850 850 850
3)
H To cover landing area at the free end of the engine min. 1250 min. 1300 min. 1300
I To cover flywheel, elastic coupling, gearbox, shaft depends on application,

generator or landing area at driving end of the 100 to cover flywheel
engine
All dimensions in millimetres.

1)
Landing area at either side of the engine
2)
Exhaust pipes may limit the travel of the crane, separate lifting rail may be required
3)
Travel of the crane is usually restricted by exhaust pipes

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the
engine (3V58B2178)
6L46 8L46 9L46
F Minimum longitudinal travel to cover cylinders, 4950 6550 7400

charge air cooler and camshaft driving end 1)
2)
G To cover turbocharger 500 700 700
H To cover flywheel, elastic coupling, gearbox, shaft

generator or landing area at driving end of the
engine. Required dimension depends on 650 850 850
application; the dimension given here allows the
hook to pass charge air manifold 3)
I To cover landing area for spares and tools at free for pumps: min. 1150,
end of the engine and to access built-on pumps for landing area: min. 1900

1)
Landing area at either side of the engine
2)
3)
Travel of the crane is usually restricted by exhaust pipes

Example 1: Lifting arrangements for multi-engine ferry or roro-ship

The engine room height is typically limited, especially on • Main parts overhauled to the operating side of engine
ferries and roro-ships. and moved along the engine side to landing area at
Assumptions in this example: free end of the engines
• Mechanical single-prop driveline with two 8L46 en- • Turbochargers are covered with designated lifting
gines rails with chain blocks on them.
• Turbochargers at driving end of the engines • Prime movers are covered with a single overhead
traveling crane.
Approximate space reservations for one overhead travelling crane:

Vertically Main deck girders, approx. 0.6 m
Bridge crane, free height above hook, approx. 0.7 m
Hook height vertically above crankshaft, OS1 1) 4.0 m
2)
From crankshaft center to oil sump bottom 1.5 m
3)
Distance from oil sump to tanktop 0.1 m
Double bottom, approx. 1.8 m
Total from base line to main deck, approx: 8.7 m
4)
Transversely Transverse travel of hook on operating side, TOS3 1.5 m
5)
Transverse travel of hook on rear side, TRS5 2.2 m
Free width transversely beyond hook on each side 0.8 m (x2)
Distance between crankshafts 3.7 m
Transverse width between pillars/bulkheads etc, approx. 9.0 m
Longitudinally To cover cylinders, charge air cooler and camshaft driving end 6.6 m
To cover landing area 1.9 m
Total longitudinal travel 6) 8.5 m
1)
Lifting strategy OS1 can be followed; parts can be lifted in vertical position
2)
An oil sump 230 mm lower is available as an option
3)
If necessary, engine oil sump may be recessed into tanktop
4)
Allows transportation of components along engine side (TOS3)
5)
Allows removing charge air cooler sideways from its housing (TRS5)
6)
Longitudinal travel of the crane should start at approx. 850 mm from flywheel flange towards the free end of the
engine

Example 2: Lifting arrangements for single engine cargo ship

The engine room of cargo ship may be high in case it is • Engine equipped with built-on pumps at the free end
located underneath the superstructure. Thus the height of the engine
is not limiting dismantling procedures and transporta- • Turbocharger at the driving end of engine
tion of engine components. To minimise the engine
room length the landing area for components should be • Main parts overhauled to landing area at operating
at the engine side rather than at the end of the engine. side of the engine
On single-engine ships it is important to arrange the • Turbocharger is covered with designated lifting rail
bridge crane to cover the storage space for tools and with chain block on it.
spares needed for an emergency repair. • Prime mover is covered with an overhead travelling
Assumptions in this example: crane.
• Mechanical single prop driveline with single 9L46 en-
gine

1)
Vertically Hook height vertically above crankshaft, OS1, CD1 5.2 m
2)
Transversely Transverse travel of hook on operating side of engine, TOS3 2.3 m
3)
Transverse travel of hook on rear side of engine, TRS3 1.9 m
Free width transversely beyond hook on each side, approx. 0.8 m (x2)
Transverse free width between pillars/bulkheads, etc. approx. 5.8 m
Longitudinally To cover cylinders, charge air cooler and camshaft driving end 7.4 m
To cover built-on pumps 1.2 m
1)
Allows lifting charge air cooler from rear side of engine in vertical position over the exhaust manifold insulation box
to the landing area at the operating side of the engine (CD1). For other components lifting strategy OS1 is app-
lied; parts can be lifted in vertical position
2)
Covers landing area on operating side (TOS3) of the engine, part of which acts as storage of emergency spare parts
and tools. Assumed that next to the engine hot-box is 800 mm wide grating, unsuitable for landing heavy parts
3)
Allows lifting charge air cooler from its housing (TRS3)
4)
engine

19.6.5. Bridge crane for Wärtsilä V46
Space requirement for overhaul of main components (3V69C0249)
Minimum transverse travel of hook for overhauling main parts of Wärtsilä V46 engines
Operational requirement on both sides of Ref No A and B [mm]

engine
12V46 16V46 and 18V46
1)
For removing connecting rod big end halves TT1 1860 1860
For removing charge air coolers TT2 1990 2140
For lowering main parts pass hot box or TT3 2250 2250
transporting longitudinally along engine side
For dismantling turbochargers TT4 2710 3180
1)
Service platforms must be removable to access connecting rod big end halves with the crane

Required hook height vertically above crankshaft when overhauling main parts longitudinally above
cylinder bank to landing area at non-turbocharger end of engine 1)
Reference No. AC1 AC2 AC3 AC4 AC5 AC6

2) 2) 2,3)
Required hook height, E 4450 4350 4100 4000 3700 3600
[mm]:
• Cylinder liner L1 L1 L3 (L4) L3 (L4) L3 (L4) L3 (L4)
1)
Hook travelling 1860 mm of the engine centerline
2)
The valve gear covers must be removed
3)
Minimum height of 3650 mm is required for the empty hook to travel over exhaust manifold insulation box
Required hook height vertically above crankshaft when overhauling main parts to the side of engine
Reference number LS1
1)
Required hook height, E [mm]: 3600
• Piston-Conrod assembly C1
• Cylinder liner L1
• Cylinder head H1
1)
Care must be taken that the transverse beam of the crane has adequate clearance over exhaust manifold in-
sulation box. Insulation box height (3650 mm from crankshaft) will also limit the transverse travel of the hook.
Required hook height vertically above crankshaft when lifting main parts over exhaust manifold insulation
box
Reference No. NL1 NL2 NL3 NL4 NL5 NL6
Required hook height, E [mm]: 5500 5450 5400 5150 4750 4650
• Cylinder liner L1 L2 L2 L3 (L4) L3 (L4) L3 (L4)
Required hook height vertically above crankshaft for lifting charge air cooler over exhaust manifold
insulation box
Operational requirement Ref No Required hook height, E [mm]
12V46 16V46 and 18V46
For lifting cooler in vertical position CD1 5200 5300
For lifting cooler in horizontal position CD2 4500 4550

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at free end of the
engine (3V58B2175)
12V46 16V46 18V46
F Minimum longitudinal travel to cover cylinders and 6500 8700 9800

camshaft driving end 1)
G To cover turbochargers and charge air coolers 2) 1600 1600 1700
H To cover landing area at the free end of the engine 3) min. 1700 min. 1700 min. 1700
I To cover flywheel, elastic coupling, gearbox or shaft Depends on application, 30 to cover flywheel
generator or landing area at driving end of the engine

1)
Landing area at the side of the engine
2)
3)
Travel of the crane is usually restricted by exhaust pipes.

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the
engine (3V58B2176)
12V46 16V46 18V46
F Minimum longitudinal travel to cover cylinders and 6500 8700 9800

camshaft driving end 1)
G To cover landing area for spares and tools at free end of for pumps min. 1150
the engine and to access built-on pumps for landing area min. 1900
H To cover turbochargers and charge air coolers 2) 180 180 180
I To access flywheel, elastic coupling, gearbox or shaft depends on application, 1480 for hook to pass
generator or landing area at driving end of the engine 3) charge air manifold

1)
Landing area at the side of the engine
2)
3)
Travel of the crane is usually restricted by exhaust pipes.

Example 1: Multi-engine cruise ship

The engine room height is typically limited in this type of • Main parts overhauled to the side of engine and
vessel. Ship’s structures, e.g. pillars, often divide the en- moved along the engine side to landing area at driving
gine room space. These force to use more than one end of the engines
overhead travelling crane to cover the engine room. • Turbochargers and charge air coolers are covered
Assumptions in this example: with designated lifting rails with chain blocks on them.
• Diesel-electric driveline with 12V46 engines • Each engine is covered by own overhead travelling
• Turbochargers at free end of the engines crane.

Vertically Main deck girders, approx. 0.5 m
Bridge crane, free height above hook, approx. 0.7 m
Hook height vertically above crankshaft, LS1 1) 3.6 m
From crankshaft center to oil sump bottom 1.5 m
Distance from oil sump to tanktop 2) 0.1 m
Double bottom, approx. 1.8 m
Total from base line to main deck, approx: 8.2 m
3)
Transversely Transverse travel of hook on each side, TT3 2.3 m
Free width transversely beyond hook on each side 0.8 m (x2)
Transverse width between pillars/bulkheads etc, approx. 6.2 m
Longitudinally To cover cylinders and camshaft driving end 7.4 m

To cover flywheel, elastic coupling (and landing area, which is 2.5 m
located on a deck above the coupling)
1)
Lifting strategy LS1 can be followed. Care must be taken that the transverse beam of the crane has
adequate clearance over exhaust manifold insulation box.
2)
If necessary, engine oil sump may be recessed into tanktop
3)
Allows transportation along engine side (TT3)
4)
Longitudinal travel of the crane should start at the centerline of cylinder B6

Example 2: Single engine cargo ship

The engine room may be high in case it is located under- • Engine equipped with built-on pumps at the free end
neath the superstructure. Thus the height is not limiting of the engine
dismantling procedures and transportation of engine • Turbochargers at the driving end of engine
components. To minimise the engine room length the
landing area for engine components should be at the en- • Main parts overhauled to landing areas at operating
gine side rather than at the end of the engine. On single side of the engine
engine ships it is important to arrange the bridge crane • Turbocharger and charge air cooler is covered with
to cover the storage space for tools and spares needed designated lifting rail with chain block on it.
for an emergency repair. • Prime mover is covered with an overhead travelling
Assumptions in this example: crane.
• Mechanical single prop driveline with single 16V46
engine

1)
Vertically Hook height vertically above crankshaft, LS1, NL1 5.5 m
2)
Transversely Transverse travel of hook on operating side of engine, TT3 3.1 m
3)
Transverse travel of hook on rear side of engine, TT1 1.9 m
Free width transversely beyond hook on each side, approx. 0.8 m (x2)
Transverse free width between pillars/bulkheads, etc. approx. 6.6 m
Longitudinally To cover cylinders and camshaft driving end 8.7 m

To cover built-on pumps 1.2 m
1)
Allows lifting parts from rear side of engine in vertical position over exhaust manifold insulation box.
Lifting strategy LS1 is applied for cylinders in the operating side and NL1 for cylinders in the rear side of engine.
2)
Covers landing area on operating side of the engine (TT3), part of which also acts as storage space of emergency
spare parts. Assumed that next to engine hot box is 800 mm wide grating, unsuitable for landing heavy parts.
3)
Allows lifting of connecting rod big end halves (TT1)
4)
engine

19.6.6. Lifting dimensions for turbochargers

Lifting arrangement for turbocharger overhauling, in-line engine (4V69C0252)
Engine Amin A1min Bmin Cmin C1min D E Heaviest TC TC weight [kg]

component
weight [kg]
6L46 4170 1400 1000 880 1300 330 7330 550 2275
8L46 4470 1550 1000 1180 1500 150 8960 890 3511
9L46 4470 1550 1000 1180 1500 150 9780 890 3511
Lifting arrangement for turbocharger overhauling, V-engine (4V69C0253)
Engine Amin A1 min B Cmin C1min D E Heaviest TC TC weight [kg]

component
weight [kg]
12V46 4490 1400 - 2120 1300 40 8810 550 2275
16V46 4850 1550 - 2460 1500 140 11010 890 3511

18V46 4850 1550 - 2460 1500 140 12210 890 3511

19.7. Ship inclination angles

Inclination angles at which main and essential auxiliary machinery is to operate satisfactorily (4V92C0200a)
Classification society Lloyd’s Register of Det Norske American Bu- Germanischer Bureau Veri-
Shipping Veritas reau of Lloyd tas
1997 1997 Shipping, 1996 1994 1996
Main and aux. engines

Paragraph 5.1.3.6 4.1.3.B200 4.1.2013 2.1.C.1 17-014.3
Heel to each side 15 15 15 15 15
Rolling to each side 22.5 22.5 22.5 22.5 22.5
Ship length, L - - - -
Trim L < 100 L > 100 5 5 5 5
Pitching 5 500/L 7.5 7.5 7.5 7.5
7.5 7.5
Emergency sets
Paragraph 5.1.3.6 4.1.3.B200 4.1.3.B200 4.1.2013 2.1.C.1 17-014.3
Heel to each side 22.5* 22.5* 22.5* 22.5* 22.5* 22.5*
Rolling to each side 22.5 22.5* 22.5* 22.5* 22.5* 22.5*
Trim 10 10 10 10 10 10
Pitching 10 10 10 10 10 10
Electrical installation** ***

Paragraph 6.2.1.9 4.4.2.A101 4.1.2013 3.1.E.1 18-011.72
Heel to each side 15 15 22.5 22.5* 15
Rolling to each side 22.5 22.5 22.5 22.5* 22.5
Ship length, L
Trim L < 100 L > 100 5 10 10 5
Pitching 5 500/L 10 10 10 7.5
7.5 7.5
Classification society Russian Mari- Polsky Rejestr Registro Italiano China Classifi- Korean Register
time Reg. of Statkow Navale cation Society of Shipping
Shipping, 1995 1991 1995
1996
Main and aux. engines 1990

Paragraph VII-1.6 VII-1.6 C.2.1.5 III-1.1.2.1 5.1.103
Heel to each side 15 15 15 15 15
Rolling to each side 22.5 22.5 22.5 22.5 22.5
Ship length, L - - - - -
Trim 5 5 5 5 5
Pitching 7.5 7.5 7.5 7.5 7.5
Emergency sets 1990

Paragraph VII-1.6 VII-1.6 C.2.1.5 III-1.1.2.1 5.1.103
Heel to each side 22.5* 22.5* 22.5* 22.5 22.5*
Rolling to each side 22.5* 22.5* 22.5* 22.5 22.5*
Trim 10 10 10 10 10
Pitching 10 10 10 10 10
Electrical installation** 1980 ***

Paragraph XI-5.2.1.2.2 XI-5.1.3.4 D.II.1.1.4 IV.1.2.1.1 6.1.107
Heel to each side 15 15 22.5 15 22.5*
Rolling to each side 22.5 22.5 22.5 22.5 22.5*
Ship length, L
Trim 5 5 10 5 10
Pitching 10 10 10 7.5 10

19.8. Cold conditions Main engine combustion air
Engine room design criteria for cold conditions: • Each engine has its own combustion air fan, with a ca-
pacity slightly higher than the maximum air consump-
1. Under-cooling of the engine room should be tion. The fan should have a two-speed electric motor
avoided during all conditions (service conditions, (or variable speed) for enhanced flexibility. In addition
slow steaming and in port). to manual control, the fan speed can be controlled by
2. Cold draft in the engine room should be avoided, the engine load.
especially in areas of frequent maintenance • The combustion air is conducted close to the
activities. turbocharger, the outlet being equipped with a flap for
3. To avoid excessive firing pressures the suction air controlling the direction and amount of air.
temperature to the diesel engines should not be With these arrangements the normally required mini-
too cold. mum air temperature to the main engine (starting +5ºC,
4. If an SCR plant is installed, very cold suction air idling +5ºC, high load +5ºC) can typically be maintained.
temperatures should be avoided to maintain the For lower temperatures special provisions are neces-
required exhaust gas temperature. sary.
5. Under-cooling of the HT-cooling water during In special cases the duct with filter and silencer can be
periods of slow steaming should be avoided. connected directly to the turbocharger, with a stepless
The engine room ventilation, cooling water preheating, change-over flap to take the air from the engine room or
shaft generator arrangement, choice of NOx abatement from outside depending on engine load.
technology and ship’s operational profile are all more or
Engine room ventilation
less interrelated issues.
The need for ventilation varies very much. To comply • The rest of the engine room ventilation (including the
with below mentioned controversial requirements the combustion air to diesel generators in a diesel- me-
ventilation plant needs to be flexible. chanical plant) is provided by separate ventilation
fans. These fans should preferably have two-speed
electric motors (or variable speed) for enhanced flexi-
Power Climate Required bility.
ventilation flow • The capacity of the total system should be sufficient
to permit a maximum temperature increase of 12ºC.
high warm high
• The combustion air to the diesel-generators is con-
low warm medium ducted close to the turbocharger, and the rest of the
air is conducted to all parts of the engine room. The
high cold medium outlets are equipped with flaps for controlling the di-
low cold low rection and amount of air.
• This system permits flexible operation, e.g. in port the
capacity can be reduced during overhaul of the main
The combustion air to the main engine(s) should prefera- engine when it is not preheated (and therefore not
bly be separated from the rest of the ventilation system heating the room).
e.g. as follows:
• For very cold conditions a preheater in the system
should be considered. Suitable media could be ther-
mal oil or water/glycol to avoid the risk for freezing. If
steam is specified as a heating system for the ship the
preheater would be in a secondary circuit.

Main engine cooling water system at full speed and reduced pitch is higher than when run-
ning on the combinator curve.
During prolonged low load operation in cold climate the
two-stage charge air cooler of the Wärtsilä 46 engine is Selective Catalytic Reduction (SCR)
useful in heating the charge air by the HT-cooling water.
When starting the engine a temperature sensor in the
On the other hand the cooling effect of the charge air
gas outlet of the SCR blocks the injection of urea if the
may exceed the heat transferred from the engine to the
gas temperature is too low (when the catalyst is cold).
HT-water, causing a risk for under-cooling. Especially
for HFO operation special provisions shall be made, e.g This blocking function is continuously active, blocking
by designing the preheating system to heat the running the injection of urea anytime if the exhaust gas tempera-
engine. The project specific solution for this depends on ture for some reason drops to much. To avoid this, the
the number of main engines (in the same circuit), and exhaust gas waste gate control system is specified to
whether auxiliary engines are connected to the same cir- maintain the exhaust gas temperature on a level re-
cuit to permit utilisation of their hot cooling water for pre- quired by the SCR, e.g. 330°C based on a sulphur con-
heating of main engine(s). tent in the fuel of max 3%. This control is activated in
During low load operation in cold climate the use of any cold ambient conditions only, when the thermal load is
heat recovery such as fresh water generators should be lower than usual, with a suction air temperature down to
avoided. a specified value. In case the ship is operating in even
colder conditions, this automatic function may not be
For this kind of operation the standard figure for sufficient to maintain the exhaust gas temperature re-
dimensioning of the preheater (12 kW/cylinder) could be quired by the SCR, and the injection of urea is blocked.
increased e.g. to 18 kW/cylinder. This is especially im-
If the installation is intended to operate at variable
portant to avoid cold starts and cold corrosion in sin-
speed, the picture is somewhat more complicated. At
gle-engine ships (and twin-engine ships if both engines
low load the charge air by-pass valve is open, causing a
are required at departure), as there usually is very little
drop in the exhaust gas temperature. This drop cannot
time after overhaul before departure.
be compensated by opening the waste-gate, because
The above described issue is of even greater impor- both valves cannot be open at the same time. The issue
tance on fast ships, as the power needed before reach- has to be evaluated on a project specific basis. If the
ing open sea (and in canals) is relatively low compared temperature drop is acceptable for the SCR, the engine
with the installed output. Furthermore the low load issue will be equipped with a by-pass arrangement. For low
is more important if there is no shaft generator or the load operation below, consideration could be given to
shaft generator is not in use. With the shaft generator increasing the exhaust gas temperature margin, e.g. by
connected the main engine load is increased, and fur- reducing the capacity of the by-pass valve. The by-pass
thermore the power absorption of the propeller running valve can be omitted, if a narrow operating field is ac-
ceptable.

19.9. Dimensions and weights of engine parts

Turbocharger (3V92L1224)
Engine Turbo- A B C D E F G Turbo- Rotor

type charger charger* block
cartridge*
6L46 TPL 73 2188 1200 627 648 576 616 DN600 2275 546
8L46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868
9L46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868
12V46 TPL 73 2188 1200 627 648 576 616 DN600 2275 546
16V46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868
18V46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868
* Weights in kg
Charge air cooler insert (3V92L1063)
Engine Dimensions Weight

[kg]
C D E
6L46 1650 745 640 985
8L46 1650 955 640 1190
9L46 1650 955 640 1190
12V46 1330 787 615 610
16V46 1430 930 685 830
18V46 1430 930 685 830

Major spare parts (4V92L0929a)
Item Weight [kg]

1. Piston 207
2. Gudgeon pin 103.5
3. Connecting rod, upper part 278
Connecting rod, lower part 360
4. Cylinder head 1200
5. Cylinder liner 1120

Item Weight [kg]

6. Injection pump 98
7. Valve 10
8. Injection valve 17
9. Starting air valve 2.4
10. Main bearing shell 12
11. Main bearing screw 59
12. Cylinder head screw 89

Item Weight [kg]

13. Split gear wheel 360
14. Camshaft gear wheel 684
15. Bigger intermediate gear wheel 684
16. Smaller intermediate gear wheel 550

19.10.Engine room maintenance hatch

Engine room maintenance hatch, recommended minimum free opening for engine parts, charge air cooler
and turbocharger
Engine type TC minimum size, m
6L46 TPL 73 1.4 x 1.4

8L46 TPL 77 1.6 x 1.6
9L46 TPL 77 1.6 x 1.6
12V46 TPL 73 1.4 x 1.4
16V46 TPL 77 1.6 x 1.6
18V46 TPL 77 1.6 x 1.6

20. Transport dimensions and weights
20.Transport dimensions and weights

Rigidly mounted in-line engines (4V83D0212c)
Engine type X Y H Weights without flywheel [ton]

[mm] [mm] [mm]
Engine Lifting device Transport Total weight
cradle
6L46 8290 1) 1650 5510 93.1 3.3 6.4 102.8

2)
7815 1650 5510 93.1 3.3 6.4 102.8
8L46 10005 1) 1860 5510 119.0 3.3 6.4 128.7

2)
9455 1860 5510 119.0 3.3 6.4 128.7
9L46 11015 1) 1860 5675 133.5 3.3 9.6 146.4

2)
10275 1860 5675 133.5 3.3 9.6 146.4
1)
Turbocharger at free end
2)
Turbocharger at flywheel end

Flexibly mounted in-line engines (4V83D0211c)
Engine type X Y H Weights without flywheel [ton]

[mm] [mm] [mm]
Engine Fixing rails Lifting Transport Total
device cradle weight
6L46 8290 1) 1650 5650 93.1 4.0 3.3 6.4 106.8

2)
7815 1650 5650 93.1 4.0 3.3 6.4 106.8
8L46 10005 1) 1860 5650 119.0 4.7 3.3 6.4 133.4

2)
9455 1860 5650 119.0 4.7 3.3 6.4 133.4
9L46 11015 1) 1860 5815 133.5 5.0 3.3 9.6 151.4

2)
10275 1860 5815 133.5 5.0 3.3 9.6 151.4
1)
2)

Rigidly mounted V-engines (4V83D0248a)
Engine type 1
X ) Y
2)
Weights without flywheel [ton]
[mm] [mm]
Engine Lifting device Transport cradle Total weight
12V46 10330 10055 166.1 3.4 9.6 179.1
16V46 12530 12255 213.9 3.4 9.6 226.9
18V46 13630 13355 237.0 3.4 9.6 250.0
1)
2)

Flexibly mounted V-engines (4V83D0249a)
1) 2)
Engine type X Y Weights without flywheel [ton]
[mm] [mm]
Engine Lifting device Transport Fixing rails Total weight
cradle
12V46 10330 10055 166.1 3.4 9.6 5.1 184.2
16V46 12530 12255 213.9 3.4 9.6 6.3 233.2
18V46 13630 13355 237.0 3.4 9.6 6.9 256.9
1)
2)

21. General Arrangement
21.General Arrangement
General arrangement of a Wärtsilä 9L46 engine (1V58B1910e)

(1V58B1910e)

(1V58B1910e)
Pipe connections X Y Z
Code Explanation DN or OD Direct.
101 Fuel inlet 32 X-Z+ +9325 +870 -170

102 Fuel outlet 32 X-Z+ +9325 +1025 -170
103 Leak fuel drain, clean fuel Ø28 Y-Z+ +1210 +1300 -85
104 Leak fuel drain, dirty fuel 40 Y-Z+ +1210 +1300 -140
201 Lubricating oil inlet 125 Y+ +9410 0 -1300

202 Lubricating oil outlet, from oil sump 200 X+ +375 +295 -1287
202 Lubricating oil outlet, from oil sump 200 X- +9175 -295 -1287
203 Lube oil inlet, to engine driven pump 300 X+ +9175 -510 -644
204 Lube oil outlet, from engine driven pump 200 Y+Z- +9530 -31 -573
224 Control oil to lube oil press.cont. valve Z+ +350 +420 +625
301 Starting air inlet 50 Y-Z+ +525 +1057 -140

302 Control air inlet Ø18 Y-Z+ +525 +1096 -75
303 Driving air to oil mist detector Ø10 Z+ +5310 + 850 +200
304 Control air to seed governor Ø6 Z+ +800 +1250 +2000
305 Control air to thermostat valve Ø6 Y+ +500 + 750 +1700
401 HT-water inlet 150 X- +9620 +400 +220

402 HT-water outlet 150 Y+ +380 -1505 -195
404 HT-water air vent Ø30 Z- +1000 -139 +3104
406 Water from preheater to HT-circuit 40 Y- +9520 +500 +850
411 HT-water drain Ø48 Z+ +9165 -455 +1175
451 LT-water inlet 150 X- +9620 -400 +220
452 LT-water outlet 150 Y+ +690 -1505 -195
454 LT-water air vent Ø22 Z- +750 -1310 +2180
501 Exhaust gas outlet 700 X-Z+ -332 -315 +3405

507 Cleaning water to turbine and compressor Ø50 Z- +1750 +1950 -1200
607 Condensate water from cooler Ø35 Z+ +1315 -1325 -395

608 Cleaning water to cooler Ø8 Y+ +500 0 +1400
701 Crankcase air vent Ø114 Z- - - -

General arrangement of a Wärtsilä 12V46 engine (1V58B2031c)

(1V58B2031c)

(1V58B2031c)
Pipe connections X Y Z
Code Explanation DN or OD Direct.
101 Fuel inlet 32 X-Z+ +8655 +940 -260

102 Fuel outlet 32 X-Z+ +8655 +1085 -260
103A Leak fuel drain, clean fuel Ø28 Y-Z+ +1245 +1295 -210
103B Leak fuel drain, clean fuel Ø28 Y+Z+ +1245 -1295 -210
104A Leak fuel drain, dirty fuel 40 Y-Z+ +1245 +1200 -260
104B Leak fuel drain, dirty fuel 40 Y+Z+ +1245 -1200 -260
201 Lubricating oil inlet 200 X- +8815 0 -1325

202A Lubricating oil outlet, from oil sump 250 X+ +375 +350 -1300
202A Lubricating oil outlet, from oil sump 250 X- +8365 +350 -1300
202B Lubricating oil outlet, from oil sump 250 X+ +375 -350 -1300
203 Lubricating oil to engine driven pump 300 Z+ +8935 -585 -760
204 Lubricating oil from engine driven pump 200 Y-Z+ +8755 -105 -535
301 Starting air inlet 50 Y-Z+ +525 +1280 -45

302 Control air inlet Ø18 Y-Z+ +525 +1255 -80
303 Driving air to oil mist detector Ø10 Z+ +4510 -1065 -135
305 Control air to thermostat valve Ø6 Y+Z+ +1130 +1380 +1645
401 HT-water inlet 200 X- +8910 -420 +370

402 HT-water outlet 200 Y+Z+ +9315 -1805 -320
404A HT-water air vent Ø12 Z- +8060 +1245 +3720
404B HT-water air vent Ø12 Z- +8060 -1245 +3720
406 Water from preheater to HT-circuit 40 X- +8990 +15 +945
411 HT-water drain 40 X+ +220 0 +1060
416A HT-water airvent from air cooler Ø12 Z- +8155 +1295 +3705
416B HT-water airvent from air cooler Ø12 Z- +8155 -1295 +3705
451 LT-water inlet 200 X- +8910 -420 +370
452 LT-water outlet 200 Y+Z+ +8595 -1805 -320
454A LT-water air vent Ø12 Z- +8115 +1295 +3700
454B LT-water air vent Ø12 Z- +8115 -1295 +3700
501A Exhaust gas outlet 600 X-Z- +9215 +815 +3490

501B Exhaust gas outlet 600 X-Z- +9215 -815 +3490
507 Cleaning water to turbine and compressor Ø50 X- +10155 -430 +2340
607A Condensate water from charge air receiver Ø28 Z+ +9260 +640 +1080
607B Condensate water from charge air receiver Ø28 Z+ +9260 -640 +1080
701A Crankcase air vent Ø114 Z- +8130 +1255 +3215

701B Crankcase air vent Ø114 Z- +8130 -1255 +3215

22. Dimensional drawings
22.Dimensional drawings
Wärtsilä 6L46, turbocharger at driving end (4V58B2076)
Scale 1:100

Wärtsilä 6L46 engine, turbocharger at free end (1V58B2077)

Scale 1:100

Wärtsilä 8L46, turbocharger at driving end (4V58B2078)

Scale 1:100

Wärtsilä 8L46, turbocharger at free end (4V58B2046a)

Scale 1:100

Wärtsilä 9L46, turbocharger at driving end (4V58B2079a)

Scale 1:100

Wärtsilä 9L46, turbocharger at free end (4V58B2080a)

Scale 1:100

Wärtsilä 12V46, turbochargers at driving end (4V58B2020a)

Scale 1:100

Wärtsilä 12V46, turbochargers at free end (4V58B2019a)

Scale 1:100

Wärtsilä 16V46, turbochargers at driving end (4V58B2100)

Scale 1:100


Wärtsilä 16V46, turbochargers at free end (4V58B2099)

Scale 1:100


Wärtsilä 18V46, turbochargers at driving end (4V58B2082)

Scale 1:100


Wärtsilä 18V46, turbochargers at free end (4V58B2083)

Scale 1:100


23. List of symbols
23.List of symbols
Valve, general design
Non-return valve, general design
Electrically driven compressor
Automatic actuating valve
Spring loaded overflow valve
Remote-controlled valve Tank
Three-way valve, general design
Flexible hose
Self-actuated thermostatic valve
Insulated pipe
Solenoid valve
Insulated and heated pipe
Pump, general design
Orifice
Electrically driven pump Quick-coupling
Air distributor
Compressor
Throttle valve
Turbocharger
Pressure peak damper

Filter or strainer
Thermometer
Automatic filter with by-pass filter

Temperature element, analogical
Temperature element, analogical

Heat exchanger
with emergency or safety acting
Separator Temperature switch, with

emergency or safety acting
Flow meter Pressure gauge
Viscosimeter Pressure transmitter, analogical
Receiver
Pressure switch, with emergency
or safety acting
Water, oil and condensate separator,
general design
Level switch

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W0102E / Bock´s Office / Fram

Wärtsilä 46 – Project guide for marine applications

COPYRIGHT 2000 BY WÄRTSILÄ FINLAND OY

Marine Project Guide W46 - 1/2001 i

23. List of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . 209

ii Marine Project Guide W46 - 1/2001

1. General data and outputs

A-rating B-rating C-rating

Speed [RPM] 450 500 514 500 514 500 514

1.2. Fuel characteristics

Marine Project Guide W46 - 1/2001 1

Heavy fuel oil (4V92A0941)

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

CCAI, max.4) 850 870

Water, max. % volume 1.0 1.0 ISO 3733

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

Sulphur, max. % mass 2.0 5.0 ISO 8754

Ash, max. % mass 0.05 0.20 ISO 6245

Vanadium, max. mg/kg 100 600 3) ISO 14597

Sodium, max.4) mg/kg 50 100

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

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

Aluminium + Silicon before mg/kg 15 15 ISO 10478

Conradson carbon residue, max. % mass 15 22 ISO 10370

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

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

Pour point, max. °C 30 30 ISO 3016

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

2 Marine Project Guide W46 - 1/2001

1.3. Maximum continuous output 1.4. Reference conditions

Maximum continuous output in kW (metric HP)

[kW] [HP] [kW] [HP] [kW] [HP]

6L46 5430 7380 5850 7950 6300 8550

8L46 7240 9840 7800 10600 8400 11400

9L46 8145 11070 8775 11925 9450 12825

12V46 10860 14760 11700 15900 12600 17100

16V46 14480 19680 15600 21200 16800 22800

18V46 16290 22140 17550 23850 18900 25650

* 18V46, only 500 and 514 RPM

Marine Project Guide W46 - 1/2001 3

1.5. Principal dimensions and weights

* Turbocharged at flywheel end

Flywheel 1-2 1-2 1-3

4 Marine Project Guide W46 - 1/2001

* Turbocharged at flywheel end

Additional weights [ton]:

Flywheel 1-3 1-3 1-3

Marine Project Guide W46 - 1/2001 5

6 Marine Project Guide W46 - 1/2001

Marine Project Guide W46 - 1/2001 7

8 Marine Project Guide W46 - 1/2001

Dredgers 2.2. Loading capacity

Marine Project Guide W46 - 1/2001 9

10 Marine Project Guide W46 - 1/2001

BP Energol HPDX40 SAE 40 12 A

Caltex Delo 1000 Marine SAE 40 SAE 40 12 A

Castrol MHP 154 SAE 40 15 A, B

Chevron Delo 1000 Marine 40 SAE 40 12 A

ExxonMobil Mobilgard ADL 40 SAE 40 15 A, B

FAMM Delo 1000 Marine 40 SAE 40 12 A

Shell Gadinia Oil 40 (SL0391) SAE 40 12 A

Texaco Taro XD 40 SAE 40 12 A

TotalFina Caprano S 412 SAE 40 12 A