94877302-Wartsila-38 Fds

W38
INFORMATIVE COPY OF THE FIELD SERVICE DATA

BOOK
For Informative use only

For engine related data please contact our Service Department
FIELD SERVICE
DATA BOOK W38
Wärtsilä NSD Nederland B.V.
Engine type Chapter Subject Issue date
W38 0.0 Introduction April ‘98
INTRODUCTION
The Management of the Service Department of Wärtsilä NSD Nederland B.V. offers you
this Field Service Data Book to support you in your world wide Service activities for W38
engines.
This book must be considered as a supplement to the W38 Engine manual and is intented
to be used by W38 engine trained personnel only.
Validity
In case any technical data

differs from those of the engine
manual or parts catalogue, the
engine related engine manual
or parts catalogue is normative.
In case of doubt or if you have

any questions, please contact
the Technical Service Group of
the NSD NL Service
Department in Zwolle, The
Netherlands
Address:
Wärtsilä NSD Nederland BV,

Office: Hanzelaan 95,
8017 JE Zwolle,
P.o. box 10608 8000 GB Zwolle,
The Netherlands.
Tel. :(+31) (0)38 4253253,

Fax :(+31) (0)38 4223564
E-mail : martin.swart@zwolle.wartsila.infonet.com
Edition 01
Zwolle
April 1998
FIELD SERVICE
DATA BOOK W38
A BRIEF HISTORY OF THE W38 ENGINE

The W38 is a medium speed 4-
stroke diesel engine with turbo-
charger, inter-cooler, trunk pistons
and direct fuel injection.
Every cylinder head is equipped
with two inlet and two exhaust
valves.
This engine type is built in 6, 8 and

9 cylinders in-line and 12, 16 and
18 in vee.
Main design goals for the W38
were made in the late eighties.
Required in the engine program

was a design with a output range of
660 kW per cylinder, medium
speed of 600 rpm and bore/stroke
380/475 mm.
Fuel is specified as gas, dual fual,

marine and heavy fuel.
All versions are built in clockwise or
anti-clockwise rotating execu-tion.
Applications are: main propulsion

engine, base load generator and
industrial operation.
Edition 01
Zwolle
April 1998
FIELD SERVICE
DATA BOOK W38
 Copyright 1998 by Wärtsilä NSD Nederland B.V.
All rights reserved. No part of this publication may be reproduced or copied in any form or by
any means (electronic, mechanical, graphic, photocopying, recording, taping or other
information retrieval systems) without the prior written permission of the copyright owner.
THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH

REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE
PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA
AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS
AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT
ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR
FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT
BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER
SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR
OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS
PUBLICATION OR THE INFORMATION CONTAINED HEREIN.
Edition 01
Zwolle
April 1998
FIELD SERVICE
DATA BOOK W38
TABLE OF CONTENTS
0.0 GENERAL DATA 1

TABLE OF CONTENTS
SYMBOLS FOR DRAWINGS AND DIAGRAMS 1
SYMBOLS FOR UNITS 2
VISCOSITY 2
TORQUES FOR BOLTS AND NUTS (GENERAL) 7
1.0 MAIN DATA 8
CHARACTERISTICS 8
ENGINE DEFINITIONS 8
CYLINDER OUTPUT AND MEAN EFFECTIVE PRESSURE
(AT HFO, MDO/LFO) 10
DERATING CONDITIONS 11
FUEL CONSUMPTION AT HFO,MDO,LFO : 12
AIR CONSUMPTION AND GASFLOWS 13
MAIN OPERATING TEMPERATURES AND PRESSURES 13
HEAT BALANCE 14
PUMP DATA 15
STANDARD VALVE TIMING 16
VALVE CLEARANCE 16
ENGINE CONFIGURATION AT VARIOUS USE OF FUEL 16
WEIGHTS OF ENGINE PARTS 17
ENGINE DIMENSIONS 19
DIMENSIONS OF MAIN PARTS 21
DIMENSIONS AND WEIGHTS OF SPARE PARTS 25
1.1 FUEL AND INJECTION SYSTEM 26
FUEL REQUIREMENTS (ISO) 26
FUEL CHARACTERISTICS 26
FUEL SYSTEM 30
INTERNAL FUEL SYSTEM 30
VISCOSITY TABLE 31
PRESSURE SURGES IN LOW PRESSURE FUEL SYSTEM 32
TESTING THE DELIVERY VALVE AND THE CONSTANT
PRESSURE VALVE 32
FUEL PUMP CONDITION CHECK 34
1.2 LUBRICATING OIL SYSTEM 35
REQUIREMENTS 35
INTERNAL LUBRICATING OIL SYSTEM, DIAGRAM 36
ADJUSTMENT OF LUBRICATING OIL PUMP 37
POSITIONING OF THE LUBRICATING OIL PUMP 38
LUBRICATING OIL, BRANDS 38
FIELD SERVICE
DATA BOOK W38
1.3 STARTING AIR SYSTEM 39
ADJUSTMENTS 39
ADJUSTMENT STARTING CAM 40
STARTING AIR DISTRIBUTOR 41
STARTING VALVE 42
STARTING AIR SYSTEM, SCHEDULE 43
SLOW TURNING DEVICE 44
1.4 COOLING WATER SYSTEM 45
REQUIREMENTS 45
COOLING WATER CONTROL 46
COOLING WATER CONTENTS 46
COOLING WATER SYSTEM SCHEDULE 47
PUMP PRESSURES DROPS 47
COOLER CLEANING 48
APPROVED COOLING WATER ADDITIVES 49
POSITIONING COOLING WATER PUMPS 50
COOLING WATER PUMPS, CHARACTERISTICS 51
1.5.CHARGE AIR SYSTEM 52
REQUIREMENTS 52
CHARGE AIR SYSTEM SCHEDULE 52
SPECIFICATION OF EXHAUST GAS 53
LUBRICATING THE TURBOCHARGER 53
WATER WASHING THE TURBOCHARGER VTR 354/454 53
1.6 CONTROL SYSTEM 55
HANDLING THE 721 HAND HELD PROGRAMMER 55
CHECKING THE PGA IN THE ENGINE 55
721 SOFTWARE SETTINGS FOR DIESEL POWER PLANTS 55
SOFTWARE SETTINGS MARINE ENGINES 59
MENU FUEL LIMITERS 61
EXPLANATIONS ON 721 SOFTWARE SETTINGS 62
TROUBLESHOOTING 69
COMMUNICATION PROCESSOR 80
2.3 OPERATION 84
RUNNING-IN PROGRAM W38 (COMPLETE OVERHAUL) 84
2.4 MAINTENANCE 86
BEARINGS(OVERSIZE UNDERSIZE) 86
TIGHTENING TORQUE’S FOR THE VARIOUS ENGINE PART
CONNECTIONS 88
TIGHTENING PROCEDURE AND HYDRAULIC JACK PRESSURES 91
2.5 CILINDER LINER 92

SPECIFICATION 92
ANTI POLISHING RING 93
2.6 PISTON 94
GENERAL DATA 94
TIGHTENING OF PISTON CROWN 94
FIELD SERVICE
DATA BOOK W38
CONNECTING ROD 95
DISASSEMBLY OF SMALL EYE BEARING 95
ASSEMBLY OF SMALL EYE BEARING 96
CRANKSHAFT SPECIFICATION 97
2.7 CYLINDER HEAD WITH VALVES 101
GRINDING INLET AND EXHAUST VALVES 101
GRINDING THE VALVE SEATS 105
2.8 CAMSHAFT AND VALVE DRIVE 107
CAMSHAFT DIAGRAM 107
CAMSHAFT PART 109
MOUNTING OF CAMSHAFT GEARWHEEL 109
GEARWHEEL CLEARANCES AND DIMENSIONS 110
GENERAL ROUNDNESS CHECK FOR GEARWHEELS 113
3.0 NO - GO CRITERIA FOR ENGINE PARTS 114
PISTON AND PISTON RING WEAR LIMITS 114
PISTON GUDGEON PIN WEAR LIMITS 115
CONNECTING ROD WEAR LIMITS 116
CYLINDER LINER WEAR LIMITS 117
EXHAUST VALVE AND SEAT WEAR LIMITS 118
INLET VALVE AND SEAT WEAR LIMITS 120
VALVE DRIVE MECHANISM WEAR LIMITS 122
EXHAUST AND INLET VALVE SPRING. 124
CRANKSHAFT DEFLECTION TOLERANCE 125
ALUMINIUM PLAIN BEARINGS WEAR LIMITS 127
4.0 MOUNTING INSTRUCTION FOR FLEXIBLE MOUNTED ENGINE 128
ENCLOSURES:
1. Measurement record for Operating data (Dutch, English not available)

2. Measurement record for main bearing shell.
3. Measurement record for cylinder liner.
4. Measurement record for big-end bearing bore.
5. Measurement record for big-end bearing shell.
6. Measurement record for piston ring grooves.
7. Measurement record for piston crown.
8. Measurement record for gudgeon pin.
9. Measurement record for valve guides.
10. Measurement record for injection valve test.
11. Measurement record for cylinder heads.
12. Measurement record for camshaft bearing.
FIELD SERVICE
DATA BOOK W38
W38 1.0 Main data April ‘98
1.0 MAIN DATA

Characteristics (main data)
Type : Four stroke with direct injection

Cylinder bore : 380 mm
Stroke : 475 mm
Swept volume : 53,9 l/cyl.
Configuration : 6, 8, 9 cylinders in line
12, 16, 18 cylinders in Vee
Vee-angle : 50°
Maximum cylinder pressure :180 (210) bar
Pressure charging air : 3 bar
Engine definitions
Operating side
The longitudinal side of the engine where the operating controls are located.
Non–operating side
The longitudinal side opposite of the operating side.
Driving end
The end of the engine where the flywheel is located.
Free end
The end opposite the driving end.
Designation of cylinders
The designation of cylinders begins at the driving end.
Clockwise rotating
Looking against the driving end of the engine the shaft rotates clockwise.
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FIELD SERVICE
DATA BOOK W38
Engine definitions (continuation)
Counter–clockwise rotating
Looking against the driving end of the engine the shaft rotates counter–clockwise.
Cylinder numbering
The cylinders are progressively numbered from the flywheel. The cylinder next to the flywheel
has the lowest number.
Combustion sequence
Normal rotating engine: (Clockwise as viewed from the flywheel side).
W38-6L : 1-4-2-6-3-5
W38-8L : 1-3-2-5-8-7-6-4
W38-9L : 1-7-4-2-8-6-3-9-5
W38-V12 : A-Bank : 1-2-4-6-5-3
B-Bank : 5-3-1-2-4-6
W38-V16 : A-Bank : 1-3-2-5-8-6-7-4
B-Bank : 8-6-7-4-1-3-2-5
W38-V18 : A-Bank : 1-7-4-2-8-6-3-9-5
B-Bank : 8-6-3-9-5-1-7-4-2
9
FIELD SERVICE
DATA BOOK W38
Engine definitions (continuation)
Reverse rotation. (Counter clockwise as viewed from the flywheel side).
W38-6L : 1-5-3-6-2-4
W38-8L : 1-4-7-6-8-5-2-3
W38-9L : 1-5-9-3-6-8-2-4-7
W38-V12 : A-Bank : 1-3-5-6-4-2
B-Bank : 5-6-4-2-1-3
W38-V16 : A-Bank : 1-4-7-6-8-5-2-3
B-Bank : 8-5-2-3-1-4-7-6
W38-V18 : A-Bank : 1-5-9-3-6-8-2-4-7
B-Bank : 6-8-2-4-7-1-5-9-3
NOTE : Interval between A1 and B1 = 360° (Crankshaft) + 50° (Vee-angle)
Cylinder output and Mean effective pressure (at HFO, MDO/LFO)
Engine speed Fuel type Cylinder output Mean effective

(MCR) pressure
[rpm] [kW] [bar]
600 HFO/MDO/LFO 660 24.5
The Break Mean Effective Pressure can be calculated as follows :
P
p me =
(n * 0,044898)
P = Output per cylinder [kW]

n = Engine speed [rpm]
10
FIELD SERVICE
DATA BOOK W38
Derating conditions
Standard conditions :
Nom. Min.
Air temperature engine inlet [°C] 25
Site elevation above sea level [m] 0 -
Barometric pressure [mbar] 1000 -
Charge air cooling :
- Water - Water x
- Water - Air -
- Air -
Temperature of coolant before aircooler [°C] 25 -
Pressure loss before the compressor of the [mbar] 10 -
turbocharger
Relative pressure loss in the aircooler related to [mbar/bar] 40 -
the absolute charge air pressure
Pressure loss exhaust gas after the [mbar] 30 -
turbocharger
1. In case the conditions deviate from the values mentioned in the above table (!!), reduce the
output to prevent overload :
• 1,5 % per °C that inlet air temperature is above the maximum
• 0,5 % per °C that inlet air temperature is below the minimum
• 0,8 % per °C that receiver temperature is above the maximum
• 0,4 % per mbar that resistance in inlet or exhaust system is above nominal
• 0,4 % per ‰ relative pressure loss in the air cooler.
pressure loss air cooler in mbar

Relative pressure loss = [‰]
absolute charge air pressure
11
FIELD SERVICE
DATA BOOK W38
Derating conditions (continuation)
2. Reduce engine load if operating temperatures of lubricating oil, cooling water or exhaust
gas tend o exceed the maximum values.
Thermal overload may be caused by

- reduction of charge air pressure by 5% :
-contamination of the turbocharger compressor and/or turbine
-contamination of the air side of the cooler
-contamination of the air in take filter
-too much wear of the turbine.
- deviation of setting of (individual) high pressure fuel pumps
- Too high aspirated air temperature
- Worn high pressure fuel pumps
- Too high engine load
- Too high charge temperature due to contaminated charge air cooler
CAUTION!
NEVER CHANGE THE INDIVIDUAL FUEL RACK SETTINGS TO REDUCE THE

EXHAUST GAS TEMPERATURE !
Fuel consumption at HFO,MDO,LFO :
6L38 8L38 9L38 12V38 16V38 18V38

[g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh]
Fuel oil(2)
100 % 178 178 178 177 177 177
75 % 179 179 179 178 178 178
2)
The stated specific fuel oil consumption applies to engines at constant
speed without engine driven pumps, operating at ambient reference
conditions ; tolerance +5%
12
FIELD SERVICE
DATA BOOK W38
Air consumption and gasflows
All values are for an engine speed of 600 rpm.
Unit 6L38 8L38 9L38 12V38 16V38 18V38

Combustion air [kg/s]
flow at 100% load 7,8 10,4 11,7 15,6 20,7 23,3
HFO
Exhaust gas [kg/s]
quantity 8,0 10,7 12,0 16,0 21,3 23,9
at 100% load HFO
Exhaust gas [kg/s]
quantity 6,5 8,4 9,7 12,9 16,7 18,8
at 75% load HFO
Air consumption [Nm3]
per start 1,0 1,3 1,5 1,7 2,2 2,5
HFO,MDO,LFO
*Starting conditions 30 bar, 20° C. In case of the slow turning option the consumption will
increase.
Main operating temperatures and pressuresError! Bookmark not defined.
Following values are valid for HFO, MDO, LFO, 600 rpm. For specific engine values see
testbed protocol.
[°C]
Air temperature before air cooler 195
after air cooler 50
Lub. oil temperature before engine 63
after engine 72
HT cooling water temperature before engine
after engine 75
93
LT cooling water temperature
before engine 35
after engine 40
Main bearings Max.
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FIELD SERVICE
DATA BOOK W38
Main operating temperatures and pressures: (continuation)
[bar]
Charge air pressure 3
Air intake, pressure drop 40
Exhaust gas back pressure 30 mbar max.
Fuel oil pressure before engine 6 nom.
6.5 max.
5 min.
Lubrication oil pressure before engine (after 4 nom.
filter)
Including running-in filter 4.3
High temperature cooling water pressure before 4.6 max.
engine
HT cooling water pressure drop over engine 0.8
Low temperature cooling water pressure before 5 max.
engine
LT cooling water pressure drop over engine 0.4
Heat balance
All values are stated in Kilowatts (kW)
Engine type 6W38 8W38 9W38 12W38 16W38 18W38

Engine speed [rpm] 600 600 600 600 600 600
HFO
Engine output 3960 5280 5940 7920 10560 11880

High temperature cooling 1475 1970 2215 2950 3930 4430
water
Jacket cooling 750 1000 1125 1270 1700 1910
Charge air cooler 780 1040 1170 1300 1730 1950
Low temperature cooling

water
Charge air cooler 430 570 625 830 1105 1245
Lubricating oil 405 540 610 1065 1420 1600

Radiation engine only 72 96 108 120 160 180
14
FIELD SERVICE
DATA BOOK W38
Pump data
All values are for an engine speed of 600 rpm.
Engine Output Output

type HT pump LT pump
[m3/h] [m3/h]
W38-6L 84 84
W38-8L 112 112
W38-9L 126 126
W38-12V 132 168
W38-16V 176 168
W38-18V 198 168
Engine Output main engine Prelubricating

type driven lubricatingpump pump
[m3/h] [m3/h]
W38-6L 101 30
W38-8L 140 40
W38-9L 159 45
W38-12V 179 54
W38-16V 228 69
W38-18V 254 77
Engine Booster pump head Circulating pump head

type 6 bar at 2mm2/s 6 bar at 2mm2/s
[m3/h] [m3/h]
W38-6L 1.0 3.6
W38-8L 1.3 4.8
W38-9L 1.4 5.4
W38-12V 1.9 7.2
W38-16V 2.6 9.6
W38-18V 2.9 10.8
15
FIELD SERVICE
DATA BOOK W38
Standard valve timing *
Engine speed of 600 rpm

The standard valve timing is the same for all cylinders. The camshaft contents of several
camshaft-modules. Journals order the position of combustion configuration.
Opening of the inlet valves 70°

[degrees before TDC]
Closing of the inlet valves 37°
[degrees after BDC]
Opening of the exhaust valves 69°
[degrees before BDC]
Closing of the exhaust valves 64°
[degrees after TDC]
Injection timing 12°30’
[degrees before TDC]
*For valve timing, see testbed protocol.
Valve clearance
The nominal valve clearance for engine :

- between inlet valve stem and rocker arm is : 1.0 mm
- between exhaust valve stem and rocker arm is : 1.0 mm
For adjusting method and -values, see chapter 09 of the particular Engine Manual.
Engine configuration at various use of fuel
MDO/LFO contains fewer lubricating particles than HFO. When an HFO-engine is running on
MDO/LFO the valve seat lubrication will be inferior to running on HFO. Therefore the valve
rotator (High speed turnomat) should be replaced (by low speed turnomat) when running more
than 250 hours on MDO/LFO (HFO engine). The only difference between the two valve
rotators is the lower rotation speed of the modified valve rotator.
16
FIELD SERVICE
DATA BOOK W38
Engine configuration at various use of fuel (continuation)
For HFO use (standard):

Nimonic80A exhaust valve
High speed turnomat
For temporary LFO/MDO (>250 hours) use:

Nimonic80A exhaust valve
Low speed turnomat
For DMC quality fuel use:

Nimonic exhaust valve
Low speed turnomat
(There is a risk of LFO behaviour when a high quality DMC fuel is used)
Attention:
If it is necessary that an engine can run on all fuel qualities without overhaul, It is
recommended to use Nimonic80A exhaust valves and Low speed turnomats
Weights of engine parts
All values are stated in kg.
Parts 6L38 8L38 9L38 12V38 16V38 18V38

Cylinder block 15500 18700 20500 19500 26000 37000
Oil sump 1175 1725 1850 1555 2285 2450
Crankshaft 5070 6400 7070 5735 7295 8070
Vibrationdamper - - 715 - - 1517
Geislinger
Vibrationdamper 635 635 792 1168 - 1365
Hasse & Wrede
Vibrationdamper - - 76 - - 76
camshaft
Fly wheel 1050 1050 1050 750 750 750
Bracket 1684 2000 2000
turbocharger
Charge aircooler 496 720 720 1400 720 720
Silencer 2200 2350 3980 4700 4950 5350
17
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DATA BOOK W38
Weights of engine parts (continuation)
Parts Weight Parts Weight

Main bearingcap 250 Camshaft 135
counter weight small 140 Camshaft journal small 25
counter weight large 159 Camshaft journal large 55
Cylinderhead 630 Fuel pump 59
Valve drive mechanism 84 Fuelinjector holder 16
Piston 136 Governor drive 100
Gudgeon pin 54 Lubrication oil pump 148
Connecting rod lower part 160 LT Coolingwater pump 122
Connecting rod 115 HT Coolingwater pump 122
Cylinder liner 590 Exhaust pipe 80
Turbo ABB VTR 354 1800 Turbo ABB TPL 69 1300
Turbo ABB VTR 454 3400 Turbo ABB NA 457 2050
Governor 70
18
FIELD SERVICE
DATA BOOK W38
Engine dimensions
9604DT642
Engine Dimensions [mm] Mass, dry

[t]
A B C D E F G H K L M N
6L38 6320 5010 3000 4643 1205 700 782 1030 856 2678 2880 2703 50
8L38 7717 6214 4200 5843 1305 800 1057 1040 936 2978 3207 2305 67
9L38 8316 6810 4800 6443 1305 800 1057 1040 936 2978 3207 2305 72
19
FIELD SERVICE
DATA BOOK W38
Engine dimensions (continuation)
9604DT642
Engine Dimensions [mm] Mass, dry [t] Overhaul dimensions [mm]

A B C L* R S
12V38 7660 6245 3500 2930 84 Camshaft gear wheel 1980 and 1980
16V38 9060 7645 4900 3210 104 Intermediate gear 1970 and 1970
18V38 9760 8345 5600 3210 117 Connecting rod caps 2300 or 2300
Main bearing cap 2200 or 2200
Hoisting tool main bearing jack 1950 or 1950
Remark * Subject to changes.
20
FIELD SERVICE
DATA BOOK W38
Dimensions of main parts
turbo charger
E
B E
D C
D C
Charge air cooler Charge air cooler

Marine L38 Marine V38
DPP L38 + 18V38 DPP 12V38 + 16V38
Engine version A B C D E
6L38 1650 1105 969 610 810
8L38 2075 1387 1065 636 810
9L38 2075 1387 1065 636 810
12V38 1650 1105 860 600 2200
16V38 2075 1387 860 600 2200
18V38 MARINE 2075 1387 860 600 2200
18V38 DPP 2075 1378 1065 636 810
21
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DATA BOOK W38
Dimensions of main parts(continuation)
Crankshaft
Crankshaft dimensions
Engine 6L38 8L38 9L38 12V38 16V38 18V38
F 4555 5755 6355 5155 6555 7255
Counter weight
Counter weight dimensions

Engine type L V
Counter weight Small Big Small Big
G 365 365 400 400
H 760 799.5 1072.5 990
I 100 100 100 105
G counter weight
H I
22
FIELD SERVICE
DATA BOOK W38
Dimensions of main parts (continuation)
main bearing
450
695
160
Oil sump
Oil sump
6L38 8L38 9L38 12V38 16V38 18V38
J 1120 1120 1120 1370 1370 1370
K 736.5 736.5 736.5 820 820 820
L 4643 5843 6443 5315 6739 7450
L K
23
FIELD SERVICE
DATA BOOK W38
Dimensions of main parts (continuation)
Cylinder block
Cylinder block
6L38 8L38 9L38 12V38 16V38 18V38
Length 4455 5655 6255 5210 - 7650
Fly wheel
Fly wheel
6L38 8L38 9L38 12V38 16V38 18V38
Q 1336 1336 1336 1752 1752 1752
R 120 120 120 120 120 120
number of teeth 165 217
24
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DATA BOOK W38
Dimensions and weights of spare parts
25
FIELD SERVICE
DATA BOOK
W38
W38 1.1 Fuel and injection system April ‘98
1.1 FUEL AND INJECTION SYSTEM
Fuel requirements (ISO)
General
For the general descriptions and principle outlines we refer to the maintenance manual W38.
Fuel characteristics
(DM = Distillate marine)
Characteristic Limit Category ISO - 8217 -

DMX DMA DMB DMC
Appearance Visual - -
Density at 15°C, kg/m3 Max. 890 900 920
Kinematic viscosity at 40°C, mm2/s Min. 1,4 1,5 - -
Max. 5,5 6,0 11,0 14,0
Flash point, °C Min. 43 60 60 60
Pour point (upper), °C
- winter quality Max. - -6 0 0
- summer quality Max. - 0 6 6
Cloud point, °C Max. -16 - - -
Sulphur, % (m/m) Max. 1,0 1,5 2,0 2,0
Cetane number Min. 45 40 35 -
Carbon residue, [micro method 10% (v/v) Max. 0,3 0,3 - -
distillation bottoms] %( m/m)
Carbon residue, (micro method) % (m/m) Max. - - 0,3 0,3
Ash, % (m/m) Max. 0,01 0,01 0,01 0,05

Sediment, % (m/m) Max. - - 0,07 -
Total existent sediment, % (m/m) Max. - - - 0,10
Water, % (v/v) Max. - - 0,3 0,3
Vanadium, mg/kg Max. - - - 100
Aluminium plus silicon, mg/kg Max. - - - 25
26
FIELD SERVICE
DATA BOOK
W38
Fuel requirements (continuation)
(RM = Residual fuels)
Category ISO - 8217 -

Characteristic limit RMA RMB RMC RMD RME
10 10 10 15 25
Density at 15°C, kg/m3 Max. 975 981 985 991
Kinematic viscosity at 100°C, mm2/s Max. 10,0 15,0 25,0
Flash point, °C Min. 60 60 60
- winter quality Max. 0 24 30 30
- summer quality Max. 6 24 30 30
Carbon residue, % ( m/m) Max. 10 14 14 15
Ash, % (m/m) Max. 0,10 0,10 0,10
Water, % (v/v) Max. 0,5 0,8 1,0
Sulphur, % (m/m) Max. 3,5 4,0 5,0
Vanadium, mg/kg Max. 150 300 350 200
Aluminium plus silicon, mg/kg Max. 80 80 80
Total sediment, potential, % (m/m) Max. 0,10 0,10 0,10

Characteristic limit RMF RMG RMH RMK RMH
25 35 35 35 45
Density at 15°C, kg/m3 Max. 991 991 1010 991
Kinematic viscosity at 100°C, mm2/s Max. 25,0 35,0 45,0
Flash point, °C Min. 60 60 60
- winter quality Max. 30 30 30
- summer quality Max. 30 30 30
Carbon residue, % ( m/m) Max. 20 18 22 22
Ash, % (m/m) Max. 0,15 0,15 0,20 0,20
Water, % (v/v) Max. 1,0 1,0 1,0
Sulphur, % (m/m) Max. 5,0 5,0 5,0
Vanadium, mg/kg Max. 500 300 600 600
Aluminium plus silicon, mg/kg Max. 80 80 80
Total sediment, potential, % (m/m) Max. 0,10 0,10 0,10
27
FIELD SERVICE
DATA BOOK
W38

Characteristic limit RMK RML RMH RMK RML
45 45 55 55 55
Density at 15°C, kg/m3 Max. 1010 - 991 1010 -
Kinematic viscosity at 100°C, mm2/s Max. 45,0 55,0
Flash point, °C Min. 60 60
- winter quality Max. 30 30
- summer quality Max. 30 30
Carbon residue, % ( m/m) Max. 22 - 22 -
Ash, % (m/m) Max. 0,20 0,20
Water, % (v/v) Max. 1,0 1,0
Sulphur, % (m/m) Max. 5,0 5,0
Vanadium, mg/kg Max. 600 600
Aluminium plus silicon, mg/kg Max. 80 80
Total sediment, potential, % (m/m) Max. 0,10 0,10
DMX Gasoil for emergency engines LFO

DMA gasoil or marine gasoil LFO Distillate fuels
DMB Marine dieseloil or MDO
marine dieselfuel
BMC MDO Distillate fuels with small
Blended marine dieseloil amount residuum
RM (A,B,C) 10 Intermediate fueloils or thin fueloils or light
RMD15 marine fueloils
RM (E,F) 25 Residual fuels or
RM (G,H) 35 heavy fuels
RM (K,L) 35 Marine fuel oils or (HFO)
RMH 45 bunker C oils
RM (K,L) 45
RML 55
28
FIELD SERVICE
DATA BOOK
W38
Engine requirements LFO/MDO

The fuel, supplied to the engine, must be conditioned :
- centrifugal separated on water and dirt
- filtered
- heated or cooled to obtain the correct viscosity range during operation.
Engine requirements LFO MDO
Water content max. [%vol] - 0,2
Fineness filter back flushing filter [mm] 5 5
Viscosity min. 2 2
2
[mm /s]
Recommended injection temp. max. °C 35 65
29
FIELD SERVICE
DATA BOOK
W38
Fuel System
Fuel injector nozzle
There are two types of fuel injector nozzles

being used for the W38. One for engines that
run on HFO and one for engines that run on MDO.
The nozzles are cooled and made of nitrated material.
The opening pressure of both nozzles is 450 bar.
Fuel type nr. of holes Diameter of Injection angle insert length

holes
MDO 10 0.63 145° 42 mm
HFO 11 0.59 155° 40 mm
For injection timing see chapter 2.8 camshaft diagram.
Internal fuel system
System components Pipe connections

01 Fuel injection pump 101 Fuel inlet
02 Fuel injector 102 Fuel outlet
103 Spill fuel
153 Leak fuel, water and lube oil
30
FIELD SERVICE
DATA BOOK
W38
Fuel system (continuation)
Viscosity table
31
FIELD SERVICE
DATA BOOK
W38
Pressure surges in low pressure fuel system
HP-fuel pumps often give pressure surging in the low pressure fuel lines.
Extra attention is given to the low pressure system of the W38 engine.
Orifices are installed between fuel pump and the low pressure fuel supply lines. To insure that
the surge pressure does not exeed the maximum, you should measure the pressure at the
begin of fuel supply line near the connection with the installation line. In general: the maximum
pressure surge, measured on the W38, should not exceed 21 bar.
Testing the delivery valve and the constant pressure valve
The tightness of main delivery valve and constant pressure valve can be checked by means of
the injector test pump. This pump is connected to the high pressure fuel pump by a flexible
hose and check valve. Increase the pressure to 100 bar. Observe the time of the pressure drop
to 70 bar. If this takes less than 5 seconds, the constant pressure valve and/or main delivery
valve have to be renewed.
After the tightness tests, the opening pressure of the constant pressure valve can be checked.
(see picture next page)
- Mount the pump on a (1) bracked.

- Tighten two nuts (2) for keeping the pump in position.
- Remove pump cover with valves.
- Mount cover of testing device (3) on pump. Take care that locating pin fits into the
recess.
- Mount the pressure gauge device (4) and measuring pin on the cover.
- Tighten the nut lightly with a wrench.
- Fit the dial indicator (5) into its position in the bracket.
- Connect the pressure regulator and its hose.
- Remove one erosion plug.
- Set the control rack to full position (100%).
32
FIELD SERVICE
DATA BOOK
W38
High pressure fuel pump
- (1) bracket 5 4
- (2) nut
- (3) testing device
- (4) pressure gauge device
- (5) dial indicator 3
33
FIELD SERVICE
DATA BOOK
W38
Fuel pump condition check
Remove the pump connection piece and lift out delivery valve and constant pressure relief
valve. Remove one erosion plug form the pump.
Fasten the bracket.
In this position the condition of the element and the plunger is defined as a secondary pressure
indicating the air leakage by the edges of the plunger.
Condition secondary pressure

New element/plunger 2.5 - 3 bar
Acceptable wear 2.5 - 1.5 bar
Replacement element below 1. 5 bar
The commencement of delivery check must only be performed on pumps with acceptable
element condition. The fuel control rack has to be set on full load and the plunger should not be
lifted.
- Adjust the primary pressure to 2 bar.

- Adjust the plunger lift by means of the screw until the dial of the secondary pressure
gauge starts to move, this is the commencement of delivery of the pump.
- Set the dial gauge exactly on zero position.
- Lift the plunger 12 mm what can be read on the dial gauge. The secondary pressure will
increase now.
- Move the fuel control rack till the secondary pressure is 1 bar again.
- Read the position of the fuel rack. If the pump is correctly assembled and calibrated, the fuel
control should be on position 55.
34
FIELD SERVICE
DATA BOOK W38
W38 1.2 Lubricating oil system April ‘98
1.2 LUBRICATING OIL SYSTEM
For the general descriptions and pineapple outlines, we refer to the maintenance Manual
W38.
requirements
Bunker requirements lubricating oil NO-GO

General The content of additives should meet at least the ----
requirements of US-Army-Mil-l-2104C or API Class CD
Continuous The lubricating oil must be suitable for continuous cleaning ----
cleaning by a centrifugal separator. The lubricating oil separator inlet
temperature should be controlled between 80°C and 90°C.
The lubricating oil must have a high demulsifying ability for
cleaning by centrifugal separator. This is particular
important in case of a high water content
Flash point >200°C (ASTM D 93) <180 °C
Pour point Maximum -12 °C 1) ----
Viscosity SAE 40 (ISO G 150) -20/+20 %
Alkalinity General relation for advised TBN2) of the lubricating oil ≥60%
(TBN) related to the S-content of the fuel oil:TBN = 7 + S% x 11.
For light fuel oils with max. 0.25% sulphur content a
lubricating oil with a TBN 10 is advised.
EXAMPLE:
A residual grade fuel with a 3% sulphur content requires a
TBN of: 7 + 11 x 3 = 40
Remarks In case of xcessive low ambient temperatures the pour point
should be at least 5°C below the lowest temperature at
which the oil is expected to used.
TBN = Total base number.
Pentane insolubles > 2.5 %
Toluene insolubles >2%
Pentane insolubles minus toluene insolubles > 0.5 %
Water content > 0.2 %
Fuel contamination HFO <1%
MDO/LFO <6%
35
FIELD SERVICE
DATA BOOK W38
Requirements (continuation)
Engine requirements lubricating oil

Lubricating oil, supplied to the engine, must be conditioned:
- Centrifugal separated on water and dirt
- Filtered
- Adjusted to temperature
Water Max. % vol 0.2
Fineness filter eff. mm 10
Preheated before starting min. °C 40
Allowable suction pressure main lubricating oil pump (strainer Max. bar 0.25
contamination, sump tank level)
Internal lubricating oil system, diagram
System components Pipe connections

01 Lube oil pump engine driven 201 Lube oil inlet
02 Safety valve 204 Lube oil from engine driven pump
03 Non-return valve 205 Lube oil to priming pump
05 Valve 213 Lube oil from separator and filling
06 Centrifugal filter 214 Lube oil to separator and drain
07 Wet sump 215 Lube oil filling
09 Sample valve 223 Flushing oil from external filter
10 Turbocharger 701 Crankcase ventilation
13 Oil mist detector 710 Discharge condensation oil
14 Control valve
Optional box
D1 Without engine driven oil pumps
D2 Engine driven oil pumps
36
FIELD SERVICE
DATA BOOK W38
Adjustment of lubricating oil pump
The desired control pressure is adjusted by means of spindle (1). For this purpose the
protective cap has to be removed and the hexagon seal nut unscrewed. The desired control
pressure is set by turning the adjusting spindle ( clockwise turning to increase the pressure,
counter-clockwise turning to reduce the pressure).
With running in filters the pressure should be 4.3 bar and without running in filters 4 bar.
clamping rings
The friction between shaft and gearwheel is

achieved by three pairs of clamping rings.
The way in which the clamping rings should
be assembled is shown in the detail of the
drawing above.
37
FIELD SERVICE
DATA BOOK W38
Positioning of the lubricating oil pump
Counter clockwise rotation Clockwise rotation
Lubricating oil, brands
Advised system oils for Wärtsilä 38 engines running on HFO

Lubricating oil Designation (brand name) of lubricating Visc TBN
supplier oil supplier
BP Energol IC-HFX 404 SAE40 40
Castrol TLX 404 SAE40 40
Caltex/Chevron Delo 3400 Marine SAE40 SAE40 40
Elf Lub Marine Aurelia XT4040 SAE40 40
Esso Exxmar 40 TP Plus 40 SAE40 40
Fina Stellano S 440 SAE40 40
Mobil Mobilguard 440 SAE40 40
Shell Argina X40 SAE40 40
Texaco Taro 40XL40 SAE40 40
38
FIELD SERVICE
DATA BOOK W38
W38 1.3 Starting air system April ‘98
1.3 Starting air system
adjustments
Adjustment starting cam (fixed cam):

1 Turn cyl.1 5° before top of combustion phase. (turn in direction of rotation)
2 Remove supply pipe from starting air distributor and connect the distributor to an
external pressure air supply. (5-10 bar)
3 Disconnect starting air line cyl. 1.
4 Turn the starting cam in direction or rotation so, that the air just flows out of connection
cyl. 1.
5 Check the position of the starting cam in pos 06 an lock the screws 05 equally. Torque
41 NM.
6 Check the oscillation of the starting cam. (The maximum allowed oscillation is 0.2 mm.)
7 Connect pipes to starting air distributor.
13
13 05
05 03
03
Fixed cam construction
07
07 0606 04
04 0101
39
FIELD SERVICE
DATA BOOK W38
Adjustment starting cam

Adjustment starting cam (adjustable cam):
1 Turn cyl.1 5° before top of combustion phase. (turn in direction of rotation)
2 Remove supply pipe from starting air distributor and connect the distributor to an
external pressure air supply. (5-10 bar)
3 Disconnect starting air line cyl. 1.
4 Connect an hydraulic pump to the journal (oil pressure 800 - 1200 bar).
5 Turn the starting cam in direction or rotation so, that the air just flows out of connection
cyl. 1.
6 Caution: Do not move starting cam in axial direction.
7 Disconnect hydraulic pump and connect both pipes again.
14 01 02
Adjustable cam
05 03 12 06
40
FIELD SERVICE
DATA BOOK W38
Starting air distributor
Maintenance.
1 For maintenance remove the complete distributor from the engine.
2 In case of a sticking plunger, use a pipe with M8 thread inside to draw the plunger out of
the liner, if necessary.
3 It is recommended not to interchange the positions of the plungers in the distributors.
4 Clean parts and check for wear.
5 If a pilot liner is worn out, press it out it may be necessary to heat the distributor up to
about 200 °C as Loctite is used for fixing and sealing.
6 Clean the bore carefully.
7 Use Loctite 242 for mounting of the liner. The liner openings must correspond to those in
the housing.
8 Check that no Loctite has been left on the inside of the liner.
9 Apply Molykote Past G to the plunger Sliding surface before reassembling. Wipe off the
surplus. Check that the plungers after mounting do not stick.
10 Apply silicon sealant to both sides of the intermediate plate (33). Do not use too much
as the surplus sealant will be forced into the system during tightening.
Starting distributor
41
FIELD SERVICE
DATA BOOK W38
Starting valve
MAINTENANCE
1 Remove the holding plate and pull out the valve with control piston.
2 Take off the self locking nut (9) and take off the piston (2).
3 Clean all components.
4 Clean the seat condition of valve and valve housing. If necessary, lap the seats by hand.
See also the instructions for the cylinder head valves in chapter12. Keep the piston on
the valve spindle mounted for support during grinding.
5 Check that the vent holes (04) in the valve housing are open.
6 Lubricate piston and liner with lubricating oil.
7 After reassembling the valve, check that the valve spindle with piston moves smoothly
and closes completely.
8 Check that the O-ring (3) of the valve housing is intact. Lubricate with oil.
9 Renew the copper ring (5) between starting air valve housing and cylinder head.
10 Tighten the bolts (07) to the torque setting (see .......)
7
2
1
9
3
Starting air valve
4 5
42
FIELD SERVICE
DATA BOOK W38
Starting air system, schedule
System components
01 Main starting valve
02 Flame arrester
03 Starting air valve
04 Starting air distributor
05 Booster for speed governor
06 Air filter
07 Air receiver
08 Pneumatic stop cylinder
09 Blocking valve, when turning gear engaged
10 Valve for automatic draining
12 Drain valve
13 Non return valve
15 Ball valve
17 Stopping valve fuel injection pumps
18 Safety valve
20 Starting valve
21 Emergency stop valve
24 Drain valve
Pipe connections
301 Starting air inlet
302 Control air inlet
The nominal (maximum) starting air pressure in the system is 30 bar.

The minimum pressure that is needed to start an engine is 12 bar.
43
FIELD SERVICE
DATA BOOK W38
Slow turning device
Engines which are remotely started after a stand still period of a certain time, can be
provided with a slow turning device. This system turns the crankshaft automatically two
revolutions prior to the actual starting procedure. The intention of this device is to protect the
engine if there is water, oil or fuel in a cylinder, at remote starting.
The slow turning procedure, which controlled by the LCS, should take place every two hours
with a maximum speed of 20 rpm.
44
FIELD SERVICE
DATA BOOK W38
W38 1.4 Cooling water system April ‘98
1.4 COOLING WATER SYSTEM
The engine cooling water system consists of cylinder liner, cylinder head, turbo charger and
charge air cooler.
For further general description and principle outlines of the cooling water system, see the
Maintenance Manual W38.
Requirements
The make-up water should be free of any foreign particles and gases. Supplied to the engine
cooling water system it must at least meet the following requirements :
Requirements make-up water

Chloride content (Cl) max. [mg/l.] 80
Sulphate content (S) max. [mg/l.] 150
pH min. 7
Hardness less than [°D] 10
To prevent the formation of rust and scale in the cooling water system, an inhibitor on
nitrate/borate basis should be added to the system through a dosing tank. The use of inhibitors
does not permit zinc in piping, fittings and instrument sensors.
Engine requirements cooling water

HT cooling water system preheated min. [°C] 60
before starting
Static pressure inlet HT and LT cooling min. [bar] 0,25
water pump
Free of air
In case of emergency, water up to 500 mg/l (Cl+S) may be used. This water has to be replaced
as soon as possible by required water quality.
45
FIELD SERVICE
DATA BOOK W38
Cooling water control
Most suppliers of cooling water additives can provide a test kit for cooling water quality control.
Observe the following points :

• Follow thoroughly the instructions of the supplier.
• Request the supplier of the treatment product for instructions regarding the treatment
procedure, dosage and concentration control.
• Record the results of tests in the engine log book.
For removing, dismantling, assembling and replacing the cooling water pump, see the
Engine Manual, chapter 1.4 - 17.
Cooling water contents
(in litres without coolers)
Engine type
W38-6L W38-8L W38-9L
LT HT LT HT LT HT
100 300 150 400 200 450
Engine type
W38-12V W38-16V W38-18V
LT HT LT HT LT HT
100 600 150 600 200 900
Flow pressure suction height difference head pump in m- head in acc. with
m 3/h(l/min) bar pressure pressure gauge water column “Johnson” curve
bar in respect to heart
pump
84 / 1400 3.07 -0.04 1 32.7 32.9
100 / 1666 2.74 -0.06 1 29.6 30.0
120 / 2000 2.24 -0.08 1 24.7 25.0
46
FIELD SERVICE
DATA BOOK W38
Cooling water system schedule
System components
01 LT section charge air cooler
02 HT section charge air cooler
03 Turbocharger
05 Non-return valve
06 LT cooling water pump, engine driven, (D1/3)
07 HT cooling water pump, engine driven, (D2/3)
Pipe connections
401 HT cooling water inlet
402 HT cooling water outlet
404 HT cooling water vent
405 HT cooling water to preheater
406 HT cooling water from preheater
451 LT cooling water inlet
452 LT cooling water outlet
Pump pressures drops
Pressure drop over Pressure drop over

internal system HT internal system LT
[bar] [bar]
0,8 0,4
47
FIELD SERVICE
DATA BOOK W38
Cooler cleaning
The cooler consist of two sections, a water section and an air section.
To clean the film plates in the air section, immerse the stack in a tank containing a solution
made from de-greasing power.
The powder must be non-toxic and free form fire risk. It is most effective when used as a
solution as near boiling point as possible.
Either steam or electric immersion heater may be used to heat the water.
The de-greasing powder should be added to the boiling water, NEVER vice versa, and
agitation of the solution, either by raising and lowering the stack or by means of a jet of steam
or air, will accelerate the washing process.
To clean the tubes in the water section internally use special nylon brushes connected to a rod.
If the scale is hard and too stubborn to remove with these brushes, we recommend the use of
an inhibited acid solvent.
Add the acid to the water solution. Heat the diluted acid to 49°C and immerse the cooler stack
in the tank, observing the effervescence which indicates that the scale is dissolving. If the
effervescence ceases before all the scale is removed it will be necessary to repeat the
process.
This should remove any scale remaining.
48
FIELD SERVICE
DATA BOOK W38
Approved cooling water additives
Manufacturer Additive name

Drew Ameroid Marine Division DEWT-NC powder
Achland Chemical Company Drewgard 4109
One Drew Plaza Liquidewt
Boonton, NJ 07005, USA Maxigard
Vecom CWT Diesel QC-2
Grace Dearborn Dearborn 547
Widnes, Chesire WA8 8UD, UK
Houseman Ltd Cooltreat 651
The Priory, Burnham
Sloutgh SL1 7LS, UK
Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 (L)
One Nalco Centre Nalcool 2000
Naperville, Illenois
60566-1024 USA
Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nafleet EWT 9-108
Winnington Avenue, Northwich Nalfleet CWT 9-131C
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
Tampereen Prosessi-Insinöörit Ruostop XM
Sarankulmankatu 12
33900 Tampere, Finland
S>A> Taxaco Belgium N.V. Texaco ETX6282
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde
Belgium
Unitor AS Dieselguard NB
Mastermyr Rocor NB liquid
1401 Kolbotn, Norway
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, Holland
49
FIELD SERVICE
DATA BOOK W38
Positioning cooling water pumps
Clockwise turning HT coolingwater Counter clockwise turning HT

pump cooling water pump
Clockwise turning LT cooling water Counter clockwise turning LT

pump cooling water pump
50
FIELD SERVICE
DATA BOOK W38
cooling water pumps, characteristics

Pump characteristic, engine at 600 rpm
Line engine
Vee engine
51
FIELD SERVICE
DATA BOOK W38
W38 1.5 Charge air system April ‘98
1.5.CHARGE AIR SYSTEM
requirements
The combustion air must be free of:
• dust (sand, grit, etc)

• fluids
• exhaust gases
• combustion gases
• chemicals, (solvents etc)
• to ensure starting, the water temperature of the LT section of the air cooler should not
below 10°C
• For operation the inlet air temperature should not below -5°C
Charge air system schedule
System components Components of Cleaning device (04) / Pipe connections

01 Turbochargers washing system (05) 501 Exhaust gas outlet
02 Charge air cooler 12 Valve for cleaning turbine 502 Cleaning water to turbine
03 Cylinder head 13 Valve for cleaning compressor 506 Air supply to turbine
04 Turbocgaeger cleaning system 14 Reducer 601 Air inlet to turbocharger
06 Needle valve 15 Flow meter 711 Discharge dirty condensation water from air receiver
07 Drain valve 16 Main valve 717 Discharge dirty water from air receiver.
08 Filter 17 Non return valve
18 Valve for air injection
52
FIELD SERVICE
DATA BOOK W38
Specification of exhaust gas
• The exhaust gas must meet the following conditions.

• The maximum resistance of the inlet system before the turbocharger amounts: 10 mbar
• The maximum resistance of the exhaust system measured just after the turbocharger
amounts: 30 mbar
• The maximum receiver temperature is: 60°C
• The maximum exhaust gas temperature: After cylinder: 340°
Turbocharger Max. exhaust gas temp. before T.C.

Napier EGT 650°C
ABB TPL 69 710°C
ABB VTR 354 620°C
ABB VTR 454 620°C
Lubricating the turbocharger
The Napier EGT turbocharger and the ABB TPL turbocharger are both lubricated with engine
oil. The ABB VTR turbochargers have there own lubricating system.
Water washing the turbocharger VTR 354/454
The compressor section must be cleaned daily by filling the water container with clean water
and flushing during service load.
Turbine cleaning should be done weekly by following the instructions:

1: Check engine parameters as: engine rpm, fuel rack, scavenging air pressure, turbo rpm
and exhaust gas temperature before and after turbine.
2: Reduce output at full rpm to about 25% = fuel rack 22 to 25 mm
(exhaust gas temperature before turbine below 430°C).
3: Wait 5 to 10 minutes, until temperatures have stabilised.
4: Open drain valve of gas outlet casing and chick gasses coming out.
53
FIELD SERVICE
DATA BOOK W38
Water washing the turbocharger VTR 354/454 (continuation)
5: Open needle valves on the turbo inlet pipes one by one to check gas coming out with
disconnected supply line, in order to verify free flow.
Using manometer only
6: Connect the water supply, with a manometer.

7: Open the water valve half way only.
8: Open both needle valves and verify a certain pressure drop each time.
9: Open water valve future until the pressure is about 2.5 bar.
(dP+scav. air pressure; see below)
10 Check dirty water flow from the drain. This should be ± 0.2 l /min.
If no or too little water flow decrease engine power, or use flow meter.
Using water flow meter
6: Connect the water supply, with a water flow meter.

Note: During normal operation, the water supply must be disconnected to
prevent melting of the flow meter.
7: Open water valve halfway only.
8: Open both needle valves and verify a certain rise of flow each time.
9: Open water valve slowly further, till a correct flow is achieved (see below).
11: Continue flushing for 5 to 10 minutes. Drain water, if any, must be clean then.
12: Close the needle valves slowly.
13: Close the water valve. Disconnect water supply line!
14: Leave the engine at same load for 5 minutes.
15: Close drain valve of gas outlet casing.
16: Slowly increase engine load and operate engine at service load for about 30
minutes.
17: Check engine parameters to verify cleaning effect.
VTR Inlets Nozzles Dia. mm dP bar M3/hr

354 1 or 2 2 4.5 1.2 - 1.9 1.5 - 1.8
354 3 3 3.5 1.5 - 2.4 1.5 - 1.8
454 1 or 2 2 5.5 1.3 - 2.0 2.2 - 2.7
454 3 3 4.5 1.3 - 2.0 2.2 - 2.7
54
FIELD SERVICE
DATA BOOK W38
W38 1.6 Control system April ‘98
1.6 CONTROL SYSTEM
Handling the 721 hand held programmer
1) Connect the Hand Held Programmer and press any button. Now there will be
shown “Wärtsilä programme” or something like that.
2) By pressing the button 1 and 2 you can go up and down the menu (pressing
escape will always bring you back to the beginning). By pressing the buttons 3 and 4 you can
go to a different menu.
Checking the PGA in the engine
In co-operation with the bridge it is better to reduce the pitch to 0, than turn the speed control
knob two turns to the direction min.revs and remove the wire plug from the 721. you now have
the situation that the back-up is in operation. Bring the speed back to 600 rpm and check the
situation.
Bring the engine to approximate 625 rpm and mark the position, bring the engine to 600 rpm
and place the wire-plug back and turn the speed setting knob to the marked position.
721 Software settings for Diesel Power Plants
1) DYNAMICS MENU DPP

Gain 0.0185
stability 1.00
Compensation 0.13
Gain ratio 1.3
Window width 10
Gain slope breakpoint 20%
Gain slope 1.3
Speed filter 15.0
2) AUXILIARY DYNAMICS MENU DPP

Aux gain 0.0201
Aux stability 1.00
Aux compensation 0.12
Aux gain ratio 1.0
Aux window width 15
Aux gain slope breakpoint 100 %
Aux gain slope 0
Aux speed filter 15.0
55
FIELD SERVICE
DATA BOOK W38
3) speed setting menu DPP

Raise speed limit 690 rpm
Lower speed limit 320 rpm
Idle speed reference 320 rpm
Accel ramp time 60 sec
Decel ramp time 30 sec
Raise speed rate 200 rpm/min
Lower speed rate 200 rpm/min
4 mA remote reference 320 rpm
20 mA remote reference 600 rpm
Tach at 4 mA output 0 rpm
Tach at 20 mA output 700 rpm
Low idle droop 0%
Low idle breakpoint 0%
4) Torsional filter menu DPP

Torsional filter 0.50
Torsional level 4 mA 0%
Torsional level 20 mA 100 %
Derated fuel limit 100 %
Derated trip level 100 %
Derated clear level 0%
5) KW setting menu DPP

Maximum load 7920 kw
Load gain voltage 6.0 volts
4 mA kw load input 0 kw
20 mA kw load input 7920 kw
base load reference 800 kw
Unload trip level 50 kw
Load ramp time 100 sec
Unload ramp time 120 sec
Raise load rate 1000 kw/min
Lower load rate 1000 kw/min
4 mA remote. kw reference 0 kw
20 mA remote. kw reference 7920 kw
Load droop percent 4%
Load at 4 mA output 0 kw
Load at 20 mA output 7920 kw
56
FIELD SERVICE
DATA BOOK W38
6) Fuel limiters and control output menu DPP

Idle fuel limit 60 %
Maximum fuel limit 100 %
External fuel limit Disabled
Fuel limit breakpoint A 6.0 mA
Fuel limit at breakpoint A 100 %
Fuel limit breakpoint B 8.0 mA
Fuel limit at breakpoint B 100 %
Fuel limit breakpoint C 10 mA
Fuel limit at breakpoint C 100 %
Fuel limit breakpoint D 15.0 mA
Fuel limit at breakpoint D 100 %
Fuel limit breakpoint E 20.0 mA
Fuel limit at breakpoint E 100 %
8) Configuration menu DPP

Rated speed 600
Gear #1 teeth 217
Gear #2 teeth 217
Actuator sense Reverse
Dynamics map Linear
MPU1 failed alarm Minor alarm
MPU2 failed alarm Minor alarm
Both MPU’s failed alarm Major alarm
Load sensor failed alarm No alarm
Sequence error alarm No alarm
High torsional level alarm No alarm
Remote input failed alarm No alarm
57
FIELD SERVICE
DATA BOOK W38
9) Calibration menu DPP

Calibration key 0
KW load input -0.02
Synchroniser input 0.00
Fuel limiter input 3.81
Remote reference input 0.00
Parallel line input 0.00
Load sharing error 0.01
De-droop 0.01
Load sharing output 0
Load sharing offset 0
Torsional level 4.00
KW load output 4.00
Tachometer output 4.48
Actuator output 0
Analogue speed #1 0 rpm
Analogue speed #2 0 rpm
58
FIELD SERVICE
DATA BOOK W38
Software settings marine engines
menu dynamics 1 marine

Proportional Gain 1 0.30
Integrator Rate 1 0.76
Derivative Ratio 1 0.08
Fast Proportional Gain 1 0.80
Fast Gain Window Width 1 10.00
Gain Breakpoint 1 30.00
Gain Slope 1 1.00
Speed filter 1 12.90
Torsional Filter 1 0.50
Droop 1 0.00
menu dynamics 2 marine

Proportional Gain 2 0.30
Integrator Rate 2 0.76
Derivative Ratio 2 0.08
Fast Proportional Gain 0.90
Fast Gain Window Width 2 10.00
Gain Breakpoint 2 30.00
Gain Slope 2 1.00
Speed Filter 12.90
Torsional Filter 2 0.50
Droop 2 0.00
59
FIELD SERVICE
DATA BOOK W38
menu speed setting marine

Raise Speed Limit 600.00
Lower Speed Limit 320.00
Rated Speed 600.00
Idle Speed 320.00
Accel Rate rpm/sec 5.00
Decel Rate rpm/sec 200.00
Speed Raise Rate 5.00
Speed Lower Rate 5.00
4mA Remote Reference 320.00
20mA Remote Reference 600.00
Tach at 4mA Output 0.00
Tach at 20mA Output 700.00
Speed Fault Override Time 15.00
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Menu fuel limiters

These can differ from installation to installation. On most of the ships with controllable pitch
propeller the settings of these so called “smoke limiters” are not used and are set to 100%.
See also the explanation on these setting in next chapter.
menu display marine

Stop/Run contact TRUE/FALSE
Idle/Rated contact TRUE/FALSE
Lower contact TRUE/FALSE
Raise contact TRUE/FALSE
Failsafe Override contact TRUE/FALSE
M/S Select contact TRUE/FALSE
Unload contact TRUE/FALSE
Clutch Closed contact TRUE/FALSE
Major Alarm Relay TRUE/FALSE
Minor Alarm Relay TRUE/FALSE
Unloaded Relay TRUE/FALSE
MPU No.1 LED Status TRUE/FALSE
MPU No.2 LED Status TRUE/FALSE
menu configuration marine

Gear #1 Teeth 165
Gear #2 Teeth (depends on installation)
Actuator Forward Acting FALSE
Auto Selection M/S FALSE
Trim Function Enabled FALSE
Overspeed Trip 690
menu set alarms marine

MPU#1 Failed Alarm 2 1=No Alarm
MPU#2 Failed Alarm 2 2=Minor Alarm
Remote Input Failed Alarm 2 3=Major Alarm
Charge Air Failed Alarm 2
Rack Sensor Failed Alarm 2
Master/Slave Failed Alarm 1
Stop on MAJOR Alarm True
(This goes against the
philosophy of the “mechanical
back-up”. If both of the signals
should fail, the back-up takes
over.)
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Explanations on 721 software settings

Menu Configuration
Gear #1 Teeth The number of teeth on the wheel where the first speed
probe is mounted on.
gear #2 Teeth The number of teeth on the wheel where the second speed
probe is mounted on
Actuator forward acting True: actuator is forward acting.
False: actuator is reverse acting.
(Normally used if mechanical backup governor is used).
Auto selection M/S False: no automatic master/slave selection. The slave
selection must be done by means of the M/S select
contact.
True: automatic master/slave selection. (First engine
clutched in will be the master engine, the rest that follows
are slaves).
Trim function enabled True: trim function enabled.
Calibration and trimming of separate fuel rack sensor can
be done in the software.
False: trim function disabled.
Overspeed trip engine overspeed trip level. The control will initiate a major
alarm if level is exceeded.
Override speedsensor 2 False: speed sensor 2 fault is not overridden.
True: speed sensor 2 fault is overridden
Menu Set alarms
An integer value assigns the function of the failed indication.

1 means No Indication
2 means Minor Alarm
3 means Major Alarm
If 1 is selected, also the override of the function is activated. The fail detection for that channel is not
working.
MPU #1 failed Alarm 2 (1,2,3)
MPU #2 failed Alarm 2 (1,2,3)
Both MPU’s failed Alarm 3 (1,2,3)
remote input failed Alarm 2 (1,2,3)
Charge air input failed Alarm 2 (1,2,3)
Rack sensor input failed Alarm 1 (1,2,3)
Master/slave input failed Alarm 1 (1,2,3)
Stop on major alarm False: Engine will not stop on major alarm.
True: engine will stop on major alarm. The effect will be
a fuel cut off at a major alarm. In case a mechanical
backup governor is present and a continuous transfer is
requires at a major alarm, the value of the Boolean
should be set to False. These option is only possible
together with a reverse acting actuator.
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Menu Dynamics 1
Proportional gain 1
This value represents the P value on the PID. Increasing the gain will increase the P values. This
will affect the response on a transient. If the value is too high it will result in an oscillation.
If the value is too low it will result in high offspeeds on transients.
Integrator rate 1
This value represents the I value on the PID. Increasing the integrator will increase the I value. This
will affect the recovery rate after a transient. If the value is too low the speed will take a long time to
return to its setpoint after a transient, giving an overdamped response.
Derivative ratio 1
This value represents the D value on the PID. Increasing the derivative will increase the D value.
This will affect the load action of the control.
High settings will decrease the derivative function giving the control a PI action.
If the value is too high it will make the system less responsive.
If the value is too low it will make the system oscillate and can not be compensated for with gain or
integrator rate.
Fast proportional gain 1
Fast gain works in conjunction with the window width to provide higher control gain for load
transients outside the window, and lower control gain inside the window at steady state. The base
gain set point defines the control gain inside the window. Outside this window the fast gain is
activated.
Fast gain window width 1
The fast gain window width 1 is in conjunction with the fast proportional gain as described above.
fast gain window is not absolute, but an anticipated value. When the control senses a change in
speed that will cause a speed error exceeding the window width, the control gain is set to the value
determined by the fast proportional gain. This allows the control to act quickly on a transient. When
speed error is returning to zero after a disturbance the control notices the error entering the window
width and automatically reduces control gain to the value determined by proportional gain.
Gain Breakpoint 1 Sets the percent actuator output above which the gain slope becomes
effective.
Gain Slope 1 Gain Slope changes gain as a function of actuator output. Gain slope
operates in conjunction with the gain breakpoint adjustment to increase
or decrease gain when percent actuator output is greater than the
breakpoint.
Speed Filter 1 Speed filter adjusts the cut-off frequency of a low pass filter used on the
speed sensing input.
Torsional Filter 1 Torsional filter is a filter which filters away the torsionals over the clutch.
In this way the control tries to stabilise the torsionals in case they occur.
This is only effective when one speed probe is mounted before the clutch
and one speed probe mounted after the clutch.
Droop 1 This value represents the amount of droop.
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Menu Dynamics 2
Two sets of dynamics are available. Switching between both is done by the clutch feedback
discrete input. For further explanation of dynamics 2 please refer to dynamics 1.
Menu Speed Setting
Raise Speed Limit The maximum sped reference that is possible during operation.
Lower Speed Limit The maximum speed reference that is possible during operation.
Rated Speed The rated speed reference setpoint.
Idle Speed The idle speed reference setpoint.
Accel Rate rpm/sec Acceleration rate when ramping from idle to rated speed
reference.
Decel Rate rpm/sec Deceleration rate when ramping from rated to idle speed
reference.
Speed Raise Rate Rate in which the speed reference will change in case of giving a
raise speed command. Also the remote speed reference will be
increased with this rate.
Speed Lower Rate Rate in which the speed reference will change in case of giving a
lower speed command. Also the remote speed reference will be
decreased with this rate
4mA Remote Reference The speed reference setpoint when remote speed reference is
enabled at 4 mA input signal.
20mA Remote Reference The speed reference setpoint when remote speed reference is
enabled at 20 mA input signal.
Tach at 4 mA output Speed indication at 4mA output for Tachometer.
Tach at 20 mA output Speed indication at 20 mA output for Tachometer.
Speed Fault Override Indicates the maximum amount of actuator output. In this way you
Time can limit the maximum amount of fuel to the engine.
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Menu Fuel Limiters
Start Fuel Limit The start fuel limit sets the maximum actuator output during
start.
Maximum Fuel Limit Indicates the maximum amount of actuator output. In this
way you can limit the maximum amount of fuel to the
engine.
The external fuel limiter allows to set up the fuel limiter schedule as a function of a 4 - 20 mA
signal, the schedule has 5 setpoints.
Fuel Limit Breakpoint A mA input at first setpoint.
Fuel Limit at Breakpoint A Maximum actuator output at first setpoint.
Fuel Limit Breakpoint B mA input at second setpoint.
Fuel Limit at Breakpoint B Maximum actuator output at second setpoint.
Fuel Limit Breakpoint C mA input at third setpoint.
Fuel Limit at Breakpoint C Maximum actuator output at third setpoint.
Fuel Limit Breakpoint D mA input at fourth setpoint.
Fuel Limit at Breakpoint D Maximum actuator output at fourth setpoint.
Fuel Limit Breakpoint E mA input at fifth setpoint.
Fuel Limit at Breakpoint E Maximum actuator output at fifth setpoint.
The torque fuel limiter allows to set up a fuel limit schedule as a function of the actual speed.
The schedule has 5 setpoints.
Torque Lim P1, rpm Speed input at first setpoint.
Torque Lim P1, act (%) Maximum actuator output at first setpoint.
Torque Lim P2, rpm Speed input at second setpoint.
Torque Lim P2, act (%) Maximum actuator output at second setpoint.
Torque Lim P3, rpm Speed input at third setpoint.
Torque Lim P3, act (%) Maximum actuator output at third setpoint.
Torque Lim P4, rpm Speed input at fourth setpoint.
Torque Lim P4, act (%) Maximum actuator output at fourth setpoint.
Torque Lim P5, rpm Speed input at fifth setpoint.
Torque Lim P5, act (%) Maximum actuator output at fifth setpoint.
PID (%) at 4 mA output PID value when 4 mA are given to the PID output signal (for
CPP systems).
PID (%) at 20 mA output PID value when 20 mA are given to the PID output signal
(for CPP systems).
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Menu load sharing
Act % at No load The actuator position at no load should be given here.

This is needed for calculation of droop and/or amount of
load.
Act % at full load The actuator position at full load should be given here.
This is needed for calculation of droop and/or amount of
load.
mA rack sensor at no load In case a fuel rack sensor is used, the feedback signal of
that sensor at no load must be set here.
mA rack sensor at full load In case a fuel rack sensor is used, the feedback signal of
that sensor at full load must be set here.
Full load (kw) The 100% load level (in kw) of the engine must be given
here. This signal is needed when run in master/slave
applications.
(Un)load rate (kw/s) The rate that the engine will be (un)loaded when clutch in
or unload contact is given.
It is calculated as follows:
((full load act pos-no load act pos)/full load)*un-load rate =
.....kw/s
Minimum trip level (kw) The load level at which the clutch open contact is given.
It is calculated as follows:
((full load act pos-no load act pos)/full load) *minimum trip
level =...kw
Slave rack gain In master/slave application, the position of the fuel rack of
the slave unit can be tuned with this parameter. (Mostly
set at clutched in engines, full load)
Slave rack offset In master/slave application, the position of the fuel rack of
the slave unit can be tuned with this parameter. (mostly
set at clutched in engines, no load)
Menu display
Engine speed Indicates the actual engine speed

Speed reference Indicates the actual speed reference with droop and bias
Actuator LSS (%) Indicates the status of the actuator low signal select bus 100% is
full fuel.
Actuator output (%) Indicates the actuator output in %
Fuel limit LSS (%) Indicates the actual value on the limiter low signal select bus.
Function as slave Indicates if control is in slave mode.
True: Slave mode
False: Master mode or not clutched in
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Menu calibration
Speed #1 (rpm) Displays the speed probe #1 input signal
Speed #2 (rpm) Displays the speed probe #2 input signal
Remote ref. input (mA) Displays the remote speed reference input signal in mA
Charge air input (mA) Displays the charge air input signal in mA
Rack sensor input (mA) Displays the rack sensor input signal in mA
Master/slave input (mA) Displays the master/slave input signal in mA
Menu display 2
Display 2 menu is a true/false monitor. It represents the status of the subject. A TRUE
indicates that the status is true.
For example, minor alarm = true indicates that a minor alarm is present.
Stop/run contact True: run mode selected.
False: stop mode selected.
Idle/rated contact True: rated speed reference selected.
False: idle speed reference selected.
Lower contact True: lower speed reference contact is on.
False: lower speed reference contact is off.
Raise contact True: raise speed reference contact is on.
False: raise speed reference contact is off.
Failsafe override contact True: Failsafe function is on.
False: Failsafe function is off.
M/S Select contact True: Control selected as slave.
False: control selected as master or automatic master/slave
selection. This input has no function if auto master slave
selection is enabled.
Unload contact True: unload sequence is enabled.
False: unload sequence is disabled.
Clutch closed contact True: Clutch is closed (feedback signal) dynamics 2 is
active.
False: clutch is open (feedback signal) dynamics 1 is
active.
Major alarm relay True: relay is on (major alarm present).
False: relay is off.
Minor alarm relay True: relay is on (minor alarm present).
Unloaded relay True: relay is on (engine is unloaded to triplevel. Can be
used for clutch open signal).
MPU no.1 LED status True: LED is on (indicates speed probe fall).
False: relay if off.
MPU no.2 LED status True: Led is on (indicates speed probe fail).
False: LED is off.
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Menu monitor alarms

Monitor alarms menu is true false monitor. It represents the status of the subject. A TRUE
indicates that the status is true.
For example: MPU #1 failed = true indicates that speed probe 1 has failed
MPU #1 failed True: MPU #1 has failed.
False:MPU #1 has not failed
MPU #2 failed True: MPU #2 has failed.
False:MPU #2 has not failed
Both MPU’s failed True: both MPU #1 have failed.
False: both MPU #1 have not failed.
remote input failed True: remote input signal has failed.
(signal<2mA or signal> 22 mA)
False: Charge air input signal has not failed.
Charge air input failed True: Charge air input signal has failed.
(signal < 2 mA or signal > 22 mA)
False: Charge air input signal has not failed.
Rack sensor input failed True: rack sensor input signal has failed.
False: rack sensor input signal has not failed.
Master/slave input failed True: master/slave input signal has failed.
False: master/slave input signal has not
failed.
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Troubleshooting
The LCS diagnostic package monitors the correct functioning of the I/O boards, engine
sensors/contacts, LCS power supply and communication tasks.
General guidelines/tips using the following troubleshooting lists:
• Set the Local Operator Panel to FULL display mode to show all channel parameters in
GROUP PAGE and ALARM PAGE. CHANNEL PAGE is shown only in full display mode.
• If prompted; check the channel statuses or parameters in either of these pages. However if
the channel number is known; best use the CHANNEL PAGE.
• Refer to document LOCAL OPERATOR PANEL, Operator Guide for detailed information
concerning the use of the Local Operator Panel.
• Although in the LCS documentation all data is included concerning the channels, I/O
boards, termination boards and sensors connections and there relation to each other,
when troubleshooting it is handy to understand this relationship.
For instance; if an alarm is reported, the channel number is displayed in the alarm page. This
channel number enables the trouble-shooter to locate the I/O board, the termination board
and the termination board terminals without consulting additional documentation.
Channel number: XYYZZ ⇒ X means: LCS unit number

YY means: I/O board number
ZZ means: I/O board channel number
For ZZ = 1-16:
Termination board/terminal number: TB-YYA / terminal ZZ
For ZZ = 17-32:
Termination board/terminal number: TB-YYB / terminal (ZZ - 16)
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Analogue/pulse input channels
Symptom Possible cause or solution

Analog value On the termination board one (or more) of the corresponding sensor
reads ‘---’ and isolation switches is OPEN.
channel status ⇒ Close the three sensor switches.
reads
SENSFA.
The sensor is defect.
⇒ See paragraph SENSORS.
Loose wire(s).
⇒ Check on the channel terminals if the sensor signal is measured. If not;
check the system wiring, cables and connectors. See paragraph
SENSORS.
On the termination board the corresponding sensor adapter is removed.
⇒ Check the LCS documentation for the type of sensor adapter to place.
On the termination board the corresponding sensor adapter is defect.
⇒ Check the LCS documentation for the type of sensor adapter to replace.
Analog value is The channel is not used and therefor skipped. Refer to the LCS
not updated documentation.
and channel
status reads
SKIP.
The channel is used but skipped.
⇒ Check the channel setup and LCS documentation. If necessary; change
skip in channel setup to NO.
The corresponding I/O board is downloading (or waiting to download) it’s
setup data.
⇒ This is indicated by the flashing I/O board LED SYSTEM OK. When the
flashing of this LED stops the analog value will be restored.
Alarm is not The channel is not an alarm channel and therefore set as status channel.
activated Refer to the LCS documentation.
passing the
alarm limits.
The channel alarms are inhibited by other system functions.
⇒ This is indicated by the channel status INHIB.
A (long) delay time has been set.
⇒ Check the channel parameter DT for the delay time.
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Analogue/pulse input channels(continuation)

Status does The channel status is inhibited by other system functions.
not change ⇒ This is indicated by the channel status INHIB.
passing the
limits.
Alarm/status The channel alarm/status limit’s dead band is not yet passed.
does not return ⇒ Check the channel parameter DB for the dead band.
to normal re-
passing the
limits.
Analog value The sensor is faulty.
does not ⇒ See paragraph SENSORS.
correspond
with the actual
(process)
value.
On the termination board the corresponding sensor adapter is not correct.
⇒ Check the LCS documentation for the type of sensor adapter.
The channel setup parameters do not correspond with the sensor type.
⇒ Check the sensor characteristics, the LCS documentation and in the
channel setup: SENSOR TYPE and ENGINEERING UNITS.
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Analogue/pulse input channels(continuation)

Alarm/status limits are not ⇒ Change the alarm/status limits in the channel setup.
correct due to vessel
dependent parameters. E.g.
static pressure compensations
for the cooling water circuits.
Multiple failing inputs;
• PT100, mA or pulse inputs. Earth failure on corresponding I/O board.
⇒ This is indicated by the I/O board LED EARTH
FAILURE. Switch off the sensor isolation switches on the
termination boards one by one to determine the sensor
causing the failure.
• mA or pulse inputs: Common fuse on termination board blown.
⇒ Check if green power LED on the termination board is lit.
If not; replace fuse. If the fuse immediately blows again,
switch off all sensor isolation switches on the termination
board and replace the fuse. If the fuse immediately blows
again; the termination board is defective. If not; switch on
the sensor isolation switches one by one to determine
the sensor causing the failure.
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Digital input

No alarm or status change at On the termination board one (or more) of the
changing process conditions. corresponding sensor contact isolation switches is OPEN.
⇒ Close the three isolation switches.
Sensor is defect.
⇒ Test the contact at the sensor with changing process
conditions. If no contact change is measured; replace
sensor.
Loose wire(s).
⇒ Check on the channel terminals A and B if contact is
measured. If not; check the system wiring, cables and
connectors.
No alarm at input alarm The channel is not an alarm channel and therefor set as
condition (connections tested). status channel. Refer to the LCS documentation.
The channel alarm is inhibited by other system functions.
No status change at input The channel statuses are inhibited by other system
changes (connections tested). functions.
Alarm/status is inverted in Wrong sensor contact connected (N.O. ⇔ N.C.).
relation to the input. ⇒ Refer to sensor and LCS documentation. If necessary;
change connection at sensor.
The channel setup parameters do not correspond with the
sensor type.
⇒ Refer to sensor and LCS documentation. If necessary;
change in the channel setup: NORM. COND.: OPEN ⇔
CLOSED
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Digital input(continuation)

No alarm/status change at On the termination board one or more of the corresponding
changing process conditions contact isolation switches is OPEN.
and channel status reads ⇒ Close the three isolation switches.
WIREFA.
Note:
This only applies to digital Loose wire(s).
contacts connected to 6004 or ⇒ Check on the channel terminals A and B if contact is
6018 I/O boards. measured. If not; check the system wiring, cables and
connectors.
The termination resistor is removed from the contact unit.
⇒ Check the placement of the 10 kOHM resistor over the
contact in case of a normally open contact (N.O.).
⇒ Check the placement of the 10 kOHM resistor in series
with the contact in case of a normally closed contact
(N.C.).
On the termination board the corresponding sensor adapter
is removed.
⇒ Check the LCS documentation for the type of sensor
adapter to place.
Digital status does not change The channel is not used and therefor skipped. Refer to the
according to input and channel LCS documentation.
status reads SKIP.
The channel is used but skipped.
⇒ Check the channel setup and LCS documentation. If
necessary; change skip in channel setup to NO.
The corresponding I/O board is downloading (or waiting to
download) it’s setup data.
⇒ This is indicated by the flashing I/O board LED SYSTEM
OK. When the flashing of this LED stops the digital status
is restored.
Multiple failing digital input Common fuse on termination board blown.
channels. ⇒ Check if green power LED on the termination board is lit.
If not; replace fuse. If the fuse immediately blows again,
switch off all sensor isolation switches on the termination
board and replace the fuse. If now the fuse immediately
blows again; the termination board is defective. If not;
switch on the sensor isolation switches one by one to
determine the sensor causing the failure.
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Analogue output channels

Analog actuator not responding. Short-circuit in analog actuator.
⇒ Disconnect component wiring and measure signal on
(cable) wires. If signal measured; replace component.
Loose wire(s) or short-circuit in output wiring.
⇒ Disconnect output wiring on termination board terminals.
Test output voltage signal on the termination board
terminals: A(+) - B(-).Test output current signal on the
termination board terminals: C(+) - B(-). If signal
measured; check system wiring, cables and connectors.
Defect analog output adapter.
Test output voltage signal on the termination board
terminals: A(+) - B(-).Test output current signal on the
termination board terminals: C(+) - B(-). If no signal
measured; replace analog output adapter. Refer to the
LCS documentation for the adapter type.
(Minor) output voltage/current For instance due to external cable length (voltage output) a
deviation in relation to minor re-calibration of the analog output adapter can be
displayed channel value. required.
⇒ Minimum (zero) adjustment; Verify minimum channel
value (E.g. 0%, 0 Degr etc.) . Adjust output signal with P1
on analog output adapter.
⇒ Maximum (span) adjustment; Verify maximum channel
value (E.g. 100%) . Adjust output signal with P2 on
analog output adapter.
Multiple failing mA-output Common fuse on termination board blown.
channels. ⇒ Check if green power LED on the termination board is lit.
If not; replace fuse. If the fuse immediately blows again
remove the analog output adapters on the termination
board and replace the fuse. If now the fuse immediately
blows again; the termination board is defective. If not;
mount the analog output adapters on the termination
board one by one to determine the adapter causing the
failure.
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Relay output channels

Multiple actuators not Common fuse on termination board blown.
responding. ⇒ Results in the malfunctioning of all 16 relay outputs.
Check if green power LED on the termination board is lit.
If not; replace fuse. If the fuse immediately blows the
termination board is defect.
Actuator not responding;
• General ⇒ Check the channel status and if it changes under the
correct conditions (e.g. ON⇔OFF). Refer to LCS
documentation.
⇒ Check the on/off status of the relay indication LED to
correspond with the channel status. If not corresponding;
the I/O board is defect. See paragraph I/O BOARD.
• while corresponding relay Relay output fuse on the termination board is blown.
indication LED is lit. ⇒ Test the relay output fuse; replace if blown. If blown
again; check system wiring and actuator for short-circuit.
Loose wire(s) or short-circuit in output wiring.
After testing the relay output fuse; test relay output
contact (ohm) on the output terminals A and C. If contact
measured; check system wiring, cables and connectors.
Actuator is defect.
⇒ Disconnect the (cable) wiring at the actuator. After
testing the relay output fuse; test the actuating signal
(ohm/volt) on the (cable) wires. If a signal is measured on
the (cable) wires; replace actuator.
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Sensors

• PT100 Test PT100 sensor checking the displayed channel value.
⇒ Heat the sensor in an oven and verify the channel
reading.
Test PT100 sensor with DMM on LCS terminals.
⇒ Disconnect sensor from the LCS by means of the
termination board sensor isolation switches.
⇒ Measure on termination board terminals (partial table) :
A⇔B B⇔C
0 Degr 100 Ω ± 0-5 Ω
50 119.4 Ω ± 0-5 Ω
Degr
138.5 Ω ± 0-5 Ω
100
157.3 Ω ± 0-5 Ω
Degr
150
Degr
• Thermocouple type K (TC-K) Test TC-K sensor checking the displayed channel value.
⇒ Heat the sensor in an oven and verify the channel
reading.
Test TC-K sensor with DMM on LCS terminals.
⇒ Measure on termination board terminals (partial table)
and add cold junction temperature (e.g. ambient
temperature 20 Degr; + 8mV)
A⇔B B⇔C
0 Degr 0 mVDC -
100 4.1 -
Degr mVDC -
200 8.1 -
Degr mVDC
-
500 20.6
Degr mVDC
1000 41.2
Degr mVDC
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Sensors(continuation)

• mA-transmitter Test mA-transmitter checking the displayed channel value.
⇒ In case of a pressure transmitter; Pressurize the
transmitter with a hand pump and verify the channel
reading. Otherwise; check transmitter manufacturers
documentation.
Test mA-transmitter with DMM on LCS terminals.
⇒ Measure on termination board terminals (partial table) :
A⇔B B⇔C B ⇔ C (P604)
0 mA 0 VDC (P602) -
4 mA 0.2 VDC 24 VDC -
12 mA 0.6 VDC 24 VDC -
20 mA 1 VDC 24 VDC -
24 VDC
Not Pxxx indicates the sensor adapter type. Refer to
es: LCS documentation.
If in column ‘B ⇔ C (P602)’ no 24 VDC is
measured; replace sensor adapter.
• Volt-transmitter Test volt-transmitter checking the displayed channel value.
⇒ Simulate volt-transmitter output value and verify the
channel reading. Refer to transmitter manufacturers
documentation.
Test volt-transmitter with DMM on LCS terminals.
⇒ Simulate volt-transmitter output value and measure on
termination board terminals A (+) and B(-). Check
channel setup parameters and refer to LCS
documentation and transmitter manufacturers
documentation
• Pulse-transmitter Test pulse-transmitter checking the displayed channel
value.
⇒ Measure engine speed in alternative fashion (e.g.
stroboscope) and verify with the channel reading.
⇒ Measure pulse-transmitter frequency on termination
board terminals A (+) and B(-) and verify the calculated
RPM with the channel reading.
If applicable; test pulse-transmitter supply voltage
(sensor adapter P607) on terminals C (+) and B(-). If no
24 VDC is measured; replace sensor adapter.
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I/O board

I/O board indication I/O
BOARD FAILURE is lit Replace I/O board.
or
IMPORTANT
I/O board indication SYSTEM
ON is off Inserting an I/O board in a powered system rack may
or cause the board to start-up incorrectly and/or can
shutdown the engine!
I/O board concluded defect in
other tests. During initialization it is possible for the I/O boards to go
temporarily into an undefined status which can result in
multiple alarms and consequently in possible control
actions!
For this reason observe the following rules for absolute
safety;
• never perform these following actions with a running
engine.
• switch off system power before inserting an I/O board.
• turn off and purge the starting air supply.
To replace an I/O board; follow these steps:

I. If engine running; stop the engine.
II. Turn off and purge the engine starting air supply.
III. Remove defect I/O board from the system rack.
IV.Move the front text sheet to the new board (front-top
access).
V. Place new I/O board in the system rack.
VI. Wait until I/O board is ready for operation (after LED test
pattern) and the LED SYSTEM ON is lit.
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DATA BOOK W38
I/O board(continuation)

I/O board indication I/O I. (Up)load the I/O board setup data;
BOARD FAILURE is lit Reset the communication processor board 6001 by
or means of the reset button ‘hidden’ in the front.
I/O board indication SYSTEM Simultaneously activate the 6001 pushbuttons ACK
ON is off and STOP HORN during the start of the run-time
program.
or
I/O board concluded defect in Release these buttons when the 6001 LED SYSTEM
other tests. ON is lit.
After about 30 seconds the 6001 starts (up)loading
the I/O boards one by one. This is indicated by the
flashing of the SYSTEM OK LED on the appropriate
I/O board.
When after several minutes all I/O board SYSTEM OK
LED’s stopped flashing the LCS is ready for
operation.
II. Turn the starting air supply back on.
Communication processor
MODBUS communication MODBUS converter
failure; ⇒ Converter (U1) power supply fuse (external) is blown.
• Converter LED (1) is off. Replace the fuse (refer to LCS documentation). If the
fuse immediate blows again; the converter is defect.
• Converter LED’s (3) or (4) ⇒ Possibly the converter is defect.
show no activity.
The MODBUS central alarm system.
• Converter LED (3) shows no ⇒ Possibly the MODBUS central alarm system is not
activity. requesting any data from the LCS. Refer to the alarm
system documentation.
• Converter LED (3) shows ⇒ The alarm system is making invalid (non protocol)
activity and; requests to the LCS. Refer to the alarm system
6001 LED documentation.
COMMUNICATION PORT
FAILURE is on.
Not During normal communication occasionally the
e: 6001 LED COMMUNICATION PORT FAILURE
flickers indicating a LCS communication time-out.
This should not result in a MODBUS
communication alarm.
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DATA BOOK W38
I/O board(continuation)

• Converter LED (3) shows Communication processor 6001.
activity and; ⇒ The communication processor is defect.
Converter LED (4) shows no
activity and;
6001 LED
COMMUNICATION PORT
FAILURE is off.
Communication processor The LCS run-time program is not yet started after a power-
LED SYSTEM ON is off. up or a reset.
⇒ If this situation remains; try if resetting the communication
processor solves this problem. Otherwise; replace
communication processor .
Communication processor LED The LCS run-time program is crashed.
PROCESSOR BOARD ⇒ If this situation remains; try if resetting the communication
FAILURE is on. processor solves this problem. Otherwise; replace
communication processor .
After replacing communication The communication processor solid-state disk (containing
processor most or all channel the system setup data) is not confirm the latest LCS setup.
statuses read SKIP. ⇒ Replace the solid-state disk on the processor board with
the one on the removed processor board. This solid-
state disk can be recognized by the text DiskOnChip.
Carefully note the placement before removing both
chips.
Next:
⇒ (Up)load the I/O board data following the steps
described in paragraph I/O BOARDS (ignore steps 3, 4,
5 and 6).
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DATA BOOK W38
Power supply

IMPORTANT
Both power supplies have failed Although the engine keeps on running when both power
while the engine is running. supplies fail (without safeties!) switching on one or both
power supplies will shutdown the engine!
⇒ Stop the engine -at the stop valve- before switching on
the power supply.
Power fail alarm. Circuit-breaker F1off: 24VDC power supply.
⇒ Check if circuit breaker F1 is switched on. Otherwise;
check for short-circuit and switch F1 on.
Circuit-breaker F2 off: 230VAC power supply.
⇒ Check if circuit breaker F2 is switched on. Otherwise;
check for short-circuit and switch F2 on.
System rack fuse(s) blown.
⇒ Check on common termination board TB0 if both red
LED’s are off. Otherwise; check for short-circuit and
replace fuse(s).
External power supply absent or to low.
⇒ Measure LCS external power supplies on the field
terminals. Refer to LCS documentation.
Allowed voltage spread:
24VDC -5VDC/+6VDC
230VAC ± 4%
Power supply short-circuit. ⇒ Measure the resistance between the fail-safe power
supply (right door) terminals 6(+) and 7(-). Refer to LCS
documentation.
No short-circuit (0 Ohm) may be measured otherwise:
One by one disconnect the +24V supplied field wires
(see document W38X-001, colomn Conn.).
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DATA BOOK W38
GENERAL

Front indication SYSTEM OK ⇒ See paragraphs I/O BOARDS, COMMUNICATION
is off PROCESSOR and POWER SUPPLY.
LCS system failure alarm ⇒ See SYSTEM OK
(central alarm system).
Front SAFETY indication is ⇒ This indicates the safety override of an existing safety
flashing. stop condition.
How to acknowledge LCS ⇒ In remote control mode; push remote RESET
alarms. SAFETIES.
⇒ In local control mode; push local RESET SAFETIES
⇒ On communication processor board front; push ACK.
How to acknowledge MODBUS ⇒ In remote control mode; push remote RESET
backup alarms. SAFETIES.
⇒ In local control mode; push local RESET SAFETIES
⇒ On communication processor board front; push STOP
HORN.
What to do with defect ⇒ Write a note describing the diagnosed fault.
components.
⇒ Send the defect communication processor with the fault
description to the nearest support address.
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DATA BOOK W38
W38 2.3 Operation April ‘98
2.3 Operation
Running-in program W38 (complete overhaul)
110
100
90
80
LOAD/SPEED IN %
70
60
LOAD
50
SPEED
40
30
20
10
0
135
150
175
240
255
280
310
0
30
45
70
100.2
205.2
TIME IN MIN.
Step time in Speed in Ramp time speed Step Load in % Ramp time Step
min. % in min. load in min.
30 53 1 1 10 10 1
5 100 1 1 0 0.2 -1
30 100 1 1 25 10 1
5 100 1 1 0 0.2 -1
30 100 1 1 35 10 1
5 100 1 1 0 .02 -1
30 100 1 1 50 10 1
5 100 1 1 0 0.2 -1
30 100 1 1 60 10 1
5 100 1 1 0 0.2 -1
30 100 1 1 70 10 1
5 100 1 1 0 0.2 -1
30 100 1 1 80 10 1
5 100 1 1 0 0.2 -1
30 100 1 1 90 10 1
5 100 1 1 0 0.2 -1
30 100 1 1 100 15 1
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DATA BOOK W38
W38 2.3 Operation April ‘98
Running in program(continuation)
The running-in process is mainly intended to wear piston rings on the liners for a properly fit and
sealing.
For a good running-in it is important to vary the load several times. The ring grooves in the piston
have a different tiling angle at each load and conse-quently the piston rings gave different
contact lines to the cylinder liner walls.
Running-in may be performed either on distillate or heavy fuel, using the lubricating oil specified
for the fuel.
After a piston overhaul the piston rings have to slid into new positions and need time to refit. If
the program cannot be followed, do not load the engine fully for at least 4 hours.
After a complete overhaul, if the running-in program cannot be followed, do not load the engine
fully for at least 10 hours.
85
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DATA BOOK W38
ärtsilä NSD Nederland B.V.
W38 2.4 Maintenance April ‘98
2.4 MAINTENANCE
Bearings(oversize undersize)
Big-end bearings 360 378

shaft rod
Part.nr. Up Down -10 -8 -6 -4 -2 -1 STD. STD. 0.5 1
1401DT101 X
1401DT102 X
1401DT127 X
1401DT128 X
1401DT129 X
1401DT130 X
1401DT131 X
1401DT132 X
1401DT133 X
1401DT134 X
1401DT135 X
1401DT136 X
1401DT137 X
1401DT138 X
1401DT139 X
1401DT140 X
Standard part
Non standard
Sales part
86
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DATA BOOK W38
Main bearings 380 400

shaft block
Part.nr. Up Downe -4 -2 -1 STD STD 0.5 1
1102DT101 X
1102DT102 X
1102DT106 X
1102DT107 X
1102DT108 X
1102DT109 X
1102DT112 X
1102DT113 X
1102DT114 X
1102DT115 X
1102DT116 X
1102DT117 X
1102DT118 X
1102DT119 X
Axial.bearings
1102DT103 X
1102DT104 X
1102DT110 X
1102DT111 X
standard
Non standard
Sales part
Attn:
Undersized axial bearings can be made out of undersized main bearing shells in consultation
with Technical Service WNSD.NLs
87
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DATA BOOK W38
Tightening torque’s for the various engine part connections
CONNECTION SIZE AND CLASS TORQUE [Nm]

Counter weight M42 x 3 300
Main bearing below M72 x 4 400
Main bearing side M48 x 3 then 20 back
Connection rod complete M36 x 3 200
Cylinder head M64 x4 600
Split gear on crankshaft (split) M20 12.9 540
Split gear on crankshaft (flang???) M20 10.9 540
Safety valve on cyl.block cover M10 8.8 25
Cylinder liner clamp M16 8.8 145
Starting valve spindle M10 8.8 28
Rocker arm bracket M20 8.8 330
Locking nut valve clearance M30 x 2 500
Cylinder head safety valve M16 8.8 85
Starting valve M12 8.8 79
Locking nut bridge piece guide M20 x 1,5 220
Bridge piece guide M12 8.8 79
Flange for exhaust gas pipe M10 10.9 68
Gland injector M16 8.8 125
Injector L’orange 450
Vibration damper M42 x 3 8.8 3850
Double gear wheel M20 550
Shaft with intermediate gear M16 8.8 195
PTO-Vibration damper M42 x 3 12.9 5100
Camshaft flange M20 550
Camshaft gear flange M16 8.8 195
Fast.Vibr.Damper start. Airsys. M20 550
HP Fuel pump M20 8.8 390
HP Fuel pump cover M10 12.9 79
HP Fuel pump cover M14 12.9 215
HP Fuel pump locking bolt M8 12.9 40
Tappet housing M16 8.8 195
Control device coupling part M8 8.8 20
Fitted bolt control device M16 150
Governor drive housing M16 8.8 195
Gear wheel on governor drive M6 8.8 9,5
Nut driving shaft governor M24 x 1,5 100
88
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DATA BOOK W38
Tightening torque’s (continuation)
CONNECTION SIZE AND CLASS TORQUE [Nm]

Locking bearing governor drive M6 12.9 10
Turning wheel L38 12 x M48 4000
4 x M48 2000
Turning wheel 18V38 M48 x 3 4300
Fly wheel on turning wheel M24 8.8 570
Gear wheel on lub. oil pump M10 12.9 79
Gear wheel on cool.water pump M10 8.8 46
Exhaust V-clamp M12 85
Exhaust gas pipe M12 85
Insulation box insulation metal M8 8.8 15
Air cooler trunk 6/8/9 cylinder M16 8.8 195
M24 8.8 670
Air cooler trunk 18 cylinder M20 8.8 390
M24 8.8 670
Turbo charger 6 cylinder M20 8.8 390
Turbocharger 6 cylinder M24 8.8 670
Turbocharger 8/9/18 cylinder M24 8.8 670
M30 8.8 1350
Support exhaust gas pipe M24 8.8 670
Compensator exhaust gas pipe M16 195
T-Support exhaust gas pipe 18v M16 8.8 160
Receiver M20 8.8 390
M20 12.9 650
Connection piece to injector M18 x 1,5 150
Locking flange M10 8.8 12
HP Fuel pipe to cylinder head M33 x 3 180
HP Fuel pipe to fuel pump M39 x 2 210
Input piece delivery pipe M28 x 2 210
Rubber compensator M20 8.8 60
Bracket flexible mounting M36 8.8 2000
89
FIELD SERVICE
DATA BOOK W38
Tightening torque’s (continuation)
CONNECTION SIZE AND TORQUE

CLASS [Nm]
Turbocharger 8/9/18 M24 8.8 670
cylinder M30 8.8 1350
Support exhaust gas pipe M24 8.8 670
Compensator exhaust gas M16 195
pipe
T-Support exhaust gas M16 8.8 160
pipe 18v
Receiver M20 8.8 390
M20 12.9 650
Connection piece to M18 x 1,5 150
injector
Locking flange M10 8.8 12
HP Fuel pipe to cylinder M33 x 3 180
head
HP Fuel pipe to fuel pump M39 x 2 210
Input piece delivery pipe M28 x 2 210
Rubber compensator M20 8.8 60
Bracket flexible mounting M36 8.8 2000
90
FIELD SERVICE
DATA BOOK W38
Tightening procedure and hydraulic jack pressures
Step 1: Positioning of engine components

Step 2: Setting of materials
Step 3: Obtaining the correct prestress
Step 4: Checking step
ATTENTION!
When following this procedure, its very important to carry out ALL four steps!!
CONNECTION STEP 1 STEP 2/3/4 NUT SHIFTING

[bar] [bar]
Main bearing stud 200 770 Tight firmly
4.0 - 4.5 holes
Side stud 200 750 Tight firmly
2.6 - 3.0 holes
Big end stud 300 870 Tight firmly
2.6 - 3.0 holes
Connecting rod 300 870 Tight firmly
stud 1.1 - 1.4 holes
Counter weight 100 760 Tight firmly
stud 1.6 - 2.0 holes
Cylinder head stud 100 600 Tight firmly
holes
91
FIELD SERVICE
DATA BOOK W38
W38 2.5 Cylinder liner April ‘98
2.5 CYLINDER LINER
Specification
Material: GG 30 (DIN 1691)

Centrifugally cast
Mechanical values in the wall of the liner
- Tensile strength, bar test : 275 N/mm2

- Hardness : 223 - 293 HB
cylinder liner
Honing specification
92
FIELD SERVICE
DATA BOOK W38
W38 2.5 Cylinder liner April ‘98
Anti polishing ring
Material: GG 30
Attention:
Assemble the anti polishing
ring with the chamfered
side down.
anti polishing
ring
cylinder liner
93
FIELD SERVICE
DATA BOOK W38
W38 2.6 piston,conn.rod,crankshaft April ‘98
2.6 PISTON
General
Material of piston: GGG 70

Material of piston crown: 42 CrMo 4 V
Tightening of piston crown
1) Lubricate threat with Molykote

Gn plus.
2) Tighten bolts cross wise at
100 Nm.
3) Loosen bolts.
4) Tighten bolts cross wise at bolt
20 Nm.
5) Turn bolts cross wise 100
degrees tight.
6) Check at 85 Nm, bolts
should not turn tighter!
bolt
94
FIELD SERVICE
DATA BOOK W38
Connecting rod
Assembly of the connecting rod
Assembly of the connecting rod upper

part
and connecting rod lower part should be
done following the hydraulic tightening
procedure.
(See chapter 2.4-3).
upper part lower part
Disassembly of small eye bearing
Place the connecting rod in a level

position.
Place a protection strip in the oil groove
to prevent welding drops from entering
the oil channel.
Make two welds on the small part of the
3 6 4
bearing according to the drawing. 5 7
1 2
First at positions 1 and 2. After 10 to 25
minutes at positions 3 and 4. (welding
with resistance 100, ∅ 4 mm Smitweld
with a transformer setting of 200 Ampere).
Now remove bearing with a copper punch.
When the bearing does not come out,
additional weldings must be made at
positions 5,6 and 7.
95
FIELD SERVICE
DATA BOOK W38
Assembly of small eye bearing
Cool the gudgeon-pin bearing bush in liquid nitrogen before fitting.

Adjustment dimension X = 0.4 mm ± 0.1 mm.
96
FIELD SERVICE
DATA BOOK W38
Crankshaft specification
The crankshaft hardness may not exceed more than 10% of the average hardness, measured
on the undamaged part of the crankshaft.
The following information regard measurements, clearances and NO-GO criteria.
Hardness 240 Hbr

Radius oil channels R = 10 Fig I
1.6
Quality surface radius
12.5
Crankweb
Main bearing journal - and clearance
Diameter main bearing Ø 380 h6 380.0 / 379.964

1.6
Roughness bearing surface
Radius R 30 Fig: IV
concentricity Ø 0.025 GH
roundness 0.015
Straightness 0.015
Concentricity crankshaft
Maximum deviation between adjacent crank 0.08
Diameter main bearing Ø 400 H6 400.0 / 400.036

Main bearing clearance min. 0.34 max. 0.42
Diameter crankpin Ø 360 h6

0.4
Roughness crankpin
Radius crankpin R21 Fig III
Straightness 0.015
Roundness 0.015
Paralellety Ø 0.015 / 1000 GH
97
FIELD SERVICE
DATA BOOK W38
Crankshaft (continuation)
Diameter big-end bearing Ø 380

Big-end bearing clearance
Axial clearance crankshaft

Axial bearing without axial rings 109.85 - 109.95
Axial bearing with axial rings 139.85 - 139.95
Axial bearing measurement crankshaft 140.20 - 140.25
Clearance axial: min. 0.25 - max. 0.40
Flywheel flange Damper flange

3.2
Roughness Runout 0.05 GH
Run out 0.05 GH Concentricity 0.02 GH
Concentricity Ø 0.02 GH
98
FIELD SERVICE
DATA BOOK W38
1.General requirements for repair of a damaged crankshaft
Hardness : nominal 240 HV; max. 300 HV

Oscillation : max. run-out of adjacent main bearing journals: 0.06 mm ( dial )
Cracks : no cracks are allowed ( Magnaflux )
2.Undersize crankpin bearings available
2 mm U.S: 1401DT131 / 132

6 mm U.S: 1401DT135 / 136
10 mm U.S: 1401DT139 / 140 ( = minimum admissible U.S. diameter )
3.Geometrical requirements for repair of the crankpin by a specialised firm
Diameter 2 mm U.S. crankpin: 357.92 - 357.96 mm

Max. ovality : 0.04 mm

Max. taperness : 0.03 mm
Shape of crankpin a. : Convex shape ( “Barrel shape” ): absolutely not allowed
b. : Concave shape: max. 0.02 mm ( see detail C *)
Max. parallelism to centreline : 0.3 / 1000
Roughness of crankpin: 0.4 µm ( 1 µm = 40 µ inch )

Roughness of fillet : 0.8 µm
Radius in way of the fillet : min. R = 17 mm ( standard: 21 mm; see detail B *)

Undercut to fillet : 0.5 - 0.5 mm ( R = 17 mm )
Radius in way of oil hole : 10 mm, rounded off to the pin(see detail A *)
4. Checks on actual running pattern
Check running pattern before start-up with Prussian blue and turning to verify that the pin is not
“barrel shaped”.
Check running pattern after 10 minutes at 20 % load.
*) See also Illustration on the following page
99
FIELD SERVICE
DATA BOOK W38
Illustration to be used at requirements for repair of a damaged crankshaft
C
B
100
FIELD SERVICE
DATA BOOK
W38
W38 2.7 Cylinder head with valves April ‘98
2.7 CYLINDER HEAD WITH VALVES
Grinding inlet and exhaust valves
1) Chris-Marine valve spindle grinder type 75H for use in the lathe.
• Clean valve, for instance by glass blasting.

• Measure valve according instructions.
• Study manual for grinding machine carefully.
• Use a standard grinding wheel for NiMoNic valves.
• Balance wheel.
• Angle of chisel holder to be set with conical
template for 29° 50’ ± 5’.
• Install grinder at correct horizontal level.
• Place valve in the chuck of the lathe directly or, if
chuck is not 100% true: Use steady rest, clock
valve spindle close to steady rest
(max. 0.02 mm)
• Apply a stabilizer plate

(slightly smaller diameter than valve),
between valve disc and center
ensure sample air supply, speed
of grinding wheel: 8000 rpm.
• Have valve running with the grinding
wheel,70 rpm
• Direction of rotation: anti clockwise,
looking against bottom side of the valve.
• Lubricate valve seat during the grinding
with thick gear oil (sae 80 to 90).
• Watch temperature of valve disc.
• Dress-up the grinding wheel if necessary
• Approach the wheel radial and:
• Keep pressure on the stone constantly
(Never leave the wheel).
• Grind until entire seat shows a clearly ground surface (not too shiny).
• Measure valve.
• Do not hand-grind valves to seat in cylinder head.
101
FIELD SERVICE
DATA BOOK
W38
Grinding inlet and exhaust valves (continuation)
2) Chris-marine valve grinding machine type bsp 1 or 3
• Clean valve, for instance by glass blasting.

• Measure valve according instructions.
• Study manual for grinding machine carefully.
• Use a white grinding wheel, 200 x 13 x 32 mm
(cm part nr. 27/1373010).
• Balance wheel.
• Fit valve, using centering collets for a 30 mm
valve spindle.
• The beveled edge of the valve spindle top
should be just outside the collet.
• Use long type stabilizer. Turn all screws by
hand and than slightly with spanner.
• Angle to be set at 29.83° ± 0.08° (=29° 50’ ± 5’)
Nonius devisions: 0.05° = 3’.
• Standard speed of grinding wheel: 100 rpm at 50 Hz.
Direction of rotation: counter clockwise, looking against bottom side of the valve.
Cooling: Water with 1-1½ % anti corrosion (5% is too much).

Dress-up the grinding wheel if necessary.
• Move the wheel radial to the valve and keep pressure on the stone constantly (Never leave
the wheel).
• Grind until entire seat shows a clearly ground surface (not too shiny).
• Measure valve.
Do not hand-grind valves to seat in cylinder head.
102
FIELD SERVICE
DATA BOOK
W38
Grinding inlet and exhaust valves (continuation)
Material: valve = X45CrSi 93

seat = GZ-X190CrMo12 2V
Induction hardened : min. 50 Hrc / case depth 1.5
Inlet valve and seat
3 0 + 4’
- 0’
Material: valve MDO = X45CrSi93

valve HFO = NIMONIC 80A
seat = GNiCr50Nb Hardness: 46 ± 3
Exhaust valve and

seat
30 +4
-0
103
FIELD SERVICE
DATA BOOK
W38
Inlet and exhaust valves (continuation)
Replacing the valve seat rings in cylinder head.
Inlet:
1) Remove the old seat by the welding/shrink method.

Clean the bore of the seat in cylinder head and check diameter bore etc.
2) Cool the new seat-ring down to -150°C with liquid nitrogen.

(The cylinder head should not be headed up for fitting the inlet seat!!)
3) Fit the cooled ring carefully. The ring should be tightened of the bottom of the inlet chamber
of the cylinder head.
4) After cylinder head/seat is back on environmental temperature the seat should be grinded
on correct setting.
Exhaust:
1) Idem as above item 1.
2) Cooling down the new seat-ring to -50°C.

Preferable is to cooling down the new seat ring on a plate, which should be placed above the
liquid until the right temperature should be reached.
3) Heat up the cylinder head to 90°C.

NOTE: It is important that the whole cylinder head should be heated up slowly and not only the
seat bore. This to avoid hot spots which could result in cracks etc.
4) After the cooling down of the seat, put slightly some oil = “Super-O-Lube” on the O-ring.
Place on the outer diameter ∅ 144 (make sure that surface is clean and free of grease etc.)
Loctite 290, whereafter fitting the new seat including the O-ring, together in cylinder head
a.s.a.p.
5) After the cooling down of the cylinder head, to environmental temperature, the seat should
be grinded.
104
FIELD SERVICE
DATA BOOK
W38
Grinding the valve seats
- Set the grinding angle for the inlet and exhaust seats of the W38. (since the seats of
the W38 are machined straight and not curved the conversion table on the machine
based on seat diameter is not relevant).
- Adjust the handwheel(3) until the marking(1) on the setting plate is in the middle of
the two border markings(2).
- loosen the two blocking handles (4) and (5) and lower the grinding stone until it is in
the middle of the seating face.
- Fasten the handles (4) and (5)
- Move the gringing stone down towards the starting point by means of the handwheel(3).
- Feed in the grinding wheel 0.05mm.(one notch on the fine-adjustment knob will feed in
0,1mm.).This is to avoid high temperatures during machining.
- Lock the handwheel(3) with knob(7).
- Move slider(8) in “up”-position
105
FIELD SERVICE
DATA BOOK
W38
Grinding the valve seats (continuation)
- Start grinding- and rotation motor.

- Start rotating movement by turning and moving down the clutch ring(9).
- Grind until the upper side of the valve seat is reached. Then turn of the rotation motor
by means of the clutch ring(9)
- When more grinding cycles are required,the necessary grinding depth should be
adjusted by the fine adjustment.
- Move slider(8) in “down”-position and restart the rotation motor.
- During the last-but-one movement of the grinding stone the maximum in-feed is 0.03
mm.
- During the last movement grind without in-feed.
106
FIELD SERVICE
DATA BOOK W38
W38 2.8 Camshaft and valve drive April ‘98
2.8 CAMSHAFT AND VALVE DRIVE
Camshaft diagram
Possible Nominal valve timing at 1 mm lift Clearance

adjustments piston - valve
open close
Adjustment at 8 exhaust inlet exhaust inlet clearance clearance
mm lift exhaust inlet
15°30’ 72 73 61 34 11.2 4.2
14°30’ 71 82 62 35 10.6 4.8
13°30’ 70 71 63 36 10.0 5.4
12°30’ * 69 70 64 37 9.2 5.8
11°30’ 68 69 56 38 9.1 6.5
10°30’ 67 68 66 39 8.0 7.0
9°30’ 66 67 67 40 7.5 7.8
8°30’ 65 66 68 41 6.8 8.2
* Adjustment figures drawn diagram
107
FIELD SERVICE
DATA BOOK W38
Camshaft and valve drive (continuation)
108
FIELD SERVICE
DATA BOOK W38
Camshaft part
Material: Camshaft part = 17CrNiMo6

Journal = 42CrMo4
Bearing journal = C35N
1 2 3 4
1: Fuel injection cam

2: Exhaust cam
3: Inlet cam
4: Camshaft journal
Mounting of camshaft gearwheel
To mount the camshaft gearwheel you can use a hydraulic tool. The pressure that is set on the
tool represents a torque. Every tool is unique and therefor has its own convert table.
109
FIELD SERVICE
DATA BOOK W38
Gearwheel clearances and dimensions
nr. Gear name Z M Width Opp. Flank

gear clearance
6 Water pump 20 8 50 7 0.63-0.78 Assembly
gearwheel
7 Pump driven 90 8 50 flank-
gearwheel
8 Lubricating pump 31 8 50 7 0.39-0.54 clearance
gearwheel
Flankclearance with bearingcorrection
L38 V38
H1 440.10 440.17
H2 484.00 484.14
110
FIELD SERVICE
DATA BOOK W38
111
FIELD SERVICE
DATA BOOK W38
Gearwheel clearances and dimensions(continuation)
nr. Gear name Z M Width Opp Flank

gear clearance
1 Split gearwheel for 62 10 90 2 0.57-0.71 Assembly
crankshaft
2 Intermediate 66 10 90 flank-
gearwheel large
3 Intermediate 33 10 110 4 0.41-0.55 clearance
gearwheel small
4 Camshaft gearwheel 62 10 110 5 0.47-0.59
5 Governor drive 19 10 35
gearwheel
Flankclearance with bearingcorrection
crankshaft
gearwheel large
3 Intermediate 33 10 110 4 0.45-0.59 clearance
gearwheel small
5 Governor drive 19 10 35
gearwheel
Flankclearance where the gearwheel is the theoretical center
crankshaft
gearwheel large
3 Intermediate 33 10 110 0.24-0.61 clearance
gearwheel small
5 Governor drive 19 10 35 5
gearwheel
Operating flankclearance under given circumstances as:
Shaftdistance-tolerance/bearing clearance-tolerance/teeth-tolerance/bending and
thermal expansion (with operating temperature 100°c).
112
FIELD SERVICE
DATA BOOK W38
Picture for gearwheel clearances
113
FIELD SERVICE
DATA BOOK W38
General roundness check for gearwheels
Place a cylindrical pin in the tooth cap as shown. Turn the shaft and use a dial indicator to obtain
indications. Repeat the procedure and take comparative indications from at least four different
locations.
114
FIELD SERVICE
DATA BOOK W38
W38 3.0 No-go criteria April ‘98
3.0 NO - GO CRITERIA FOR ENGINE PARTS
Piston and piston ring wear limits
Description Design size Wear limit Two piece piston with

(mm) (mm) steel crown.
1
Two piece
piston 2
3
4
Clearance
between new
piston ring and
A
groove.
A: 0.15
0.50
Groove 1. - 0.17
0.15
0.45 Note:
Groove 2. - 0.17 Measering point:
approx.5.0mm from
outer surface.
0.15
0.40
Groove 3. - 0.17
0.06
0.30
Groove 4. - 0.08
114
FIELD SERVICE
DATA BOOK W38
Piston gudgeon pin wear limits
Description Design size Wear limit Piston and

(mm) (mm) gudgeon pin
Gudgeon pin
hole.
A- 175.04
A
175.05
175.02
Gudgeon pin
10 10 10
diameter. 10 10 10
A- 175.00
174.97
174.99
A A A
115
FIELD SERVICE
DATA BOOK W38
Connecting rod wear limits

Design Wear limit
Description size (mm) (mm) Connecting rod.
Con.rod. D
Small end bore

1 2 E
diameter without
bearing D-E 195.029
195.05
195.000
Small end bore

diameter with
bearing D-E 175.180
175.25
175.120
0.03
Ovality D-E
Big end diameter. 360.000

359.964 A
B
C
1 2
Big end bore D
diameter 378.057
378.000
A+B+C+D Max.378.057
Min.377.980 The measurement
3
0.05 A+B+C+D
Ovality A-C
4
0.02
Conicity 1-2
should be taken at
Assembled bearing side 1 and 2 of the
360.373
bore big end.
360.40
The conicity is the difference
360.288
between
0.02
1 and 2.
Difference between
B/C
116
FIELD SERVICE
DATA BOOK W38
Cylinder liner wear limits
Description Design size Wear limit Cylinder liner.

(mm) (mm)
Bore 380.057 93
380.90 147
380.000 202
Ovality 0.03 0.10

568
Conicity,
i.e. difference
in diameters 872
measured at
93 and 202 mm
from top. 0 0.60
Height A- 349.100 B
348.50
349.000
A
Height B- 79.40
79.20
79.60
Anti polisching
ring C
Height C - 81.10
80.70
80.90
wall thichness
D- 10.240 D
10.00
10.193
117
FIELD SERVICE
DATA BOOK W38
Exhaust valve and seat wear limits
Description Design size Wear limit Exhaust Valve.

(mm) (mm)
Valve stem diam. I II III

A- Ø 30.000 B B
A A
I = 66 Ø 29.90
II = 110 Ø 29.979
III = 325
B- Ø 28.00 Ø 27.50
25 25
Valve guide bore.
A- Ø 30.161 A A
Ø 30.30
Ø 30.134
Valve disc at: D
A- 13.00
B A
12.00 C
B-
C- 1.00
angle D - 29°50’±5’
Max.oscillation of 0.00
valve stam and 0.15
disc. 0.03
118
FIELD SERVICE
DATA BOOK W38
Exhaust valve and seat wear limits (continuation)
Valve seat Diam. Ø 128.00

D- Ø 130.00
Ø 127.80
angle E - 30°±5’ E
Recess cyl.head
outer bore - Ø 144.025
D
Ø 144.000
inner bore - Ø 125.025
Ø 125.000
119
FIELD SERVICE
DATA BOOK W38
Inlet valve and seat wear limits
Description Design size Wear limit Inlet Valve.

(mm) (mm)
Valve stem diam.

A- Ø 30.000 I II III
Ø 29.90 B B
I = 66 A A
II = 110 Ø 29.979
III = 325
B- Ø 28.00 Ø 27.50
25 25
Valve guide bore.
A- Ø 30.161 A A
Ø 30.30
Ø 30.134
Valve disc at: D
A- 13.00
B A
12.00 C
B-
C- 1.00
angle D - 29°50’±5’
Max.oscillation of 0.00
valve stam and 0.15
disc. 0.03
120
FIELD SERVICE
DATA BOOK W38
Inlet valve and seat wear limits (continuation)
Valve seat Diam. Ø 128.00

D- Ø 130.00
Ø 127.80
E
30°±5’
angle E -
Recess cyl.head Ø 144.025 D

outer bore -
Ø 144.000
121
FIELD SERVICE
DATA BOOK W38
Valve drive mechanism wear limits
Description Design size Wear limit Valve drive mechanism

(mm) (mm)
Valve drive
A
mechanism. Ø 114.928
Ø 114.75
Valve tappet 1 - Ø 114.893
Ø 115.035
Ø 114,95
Guide diam. 2 - Ø 115.000 A
Ø 50.016
Roller pin bore in Ø 50.05
tappet. 4 - Ø 50.000
Ø 50.105
Ø 50.20
Roller bore 5 - Ø 50.080
Ø 50.000
Ø 49.95
Tappet pin 6 - Ø 49.989
Rocker arm
Ø 85.102
bearing sleeve Ø 85.30
diam.in situ. 9 - Ø 85.050
Ø 85.000
Bearing journal Ø 84.95
diameter 10 - Ø 84.989
122
FIELD SERVICE
DATA BOOK W38
Valve drive mechanism wear limits (continuation)
Yoke
Ø 34.050
Pin diam. 11 - Ø 33.95
Ø 34.034
Ø 34.119
Yoke bore 12 - Ø 34.20
Ø 34.080
123
FIELD SERVICE
DATA BOOK W38
Copyed from
Exhaust and inlet valve spring.
Description Design size Wear limit Exh. and inlet spring

(mm) (mm)
Valve spring ø105
Length of spring
(Dismantled)
L= 203.00 L
201.50
207.00
124
FIELD SERVICE
DATA BOOK W38
Crankshaft deflection tolerance
Max. No – Go
Crankshaft deflection tolerance mm mm
Measuring the alignment of the engine the unloaded crankshaft is

considered as a reference.
So the crankshaft ends has to be free from extra loads due to for
instance the weight of elastic couplings etc.
After alignment of the crankshaft, the crankweb deflection limit is : 0.04 0.05
Alignment must be carried out =No – Go.
If power is taken from the free end, the crankweb deflection limit
for the first crank is : 0.08 0.10
The maximum deviation between adjacent cranks is : 0,7 X

deflection
limit
The maximum deviation between A and E is :

– Inline–engine 0.01
– Vee–engine 0.02
The maximum deviation between (for diagram :

2xC + A + E D+B see next page)
---------------- and -------- is: 0.015
4 2
Note:
The bending moment in the crankshaft caused by extra weights is
limited as well as the corresponding deflections. In case of extra
weights contact Wärtsilä NSD nederland B.V..
For execution of the crankshaft deflections see chapter 11 in

Manual.
(*)
125
FIELD SERVICE
DATA BOOK W38
Crankshaft deflection tolerance (diagram)
operating side non operating side
Dial gauge position
126
FIELD SERVICE
DATA BOOK W38
Max. No – Go
Aluminium plain bearings wear limits mm mm
The engine bearings consist of a steel back onto which a very tiny
bonding of almost pure Aluminium. On this bonding is a running layer of
Aluminium alloy.
It concerns the bearings for crankshaft, connecting rod big end, and
camshaft.
Judgement of a Aluminium type bearing does not tell everything since,

unlike a tri–metal bearing, there is no copper barrier between the steel
back and the run-ning layer visible.
A bearing is suitable for further use as long as:

– the shell thickness is expected to stay within the given tolerances,
until the next inspection. - Main bearing 9.835
9.75
9.810
Big end 8.890

8.805
8.865
- Camshaft 7.395
7315
7.375
– the inside diameter is within the given tolerances, until the next Ø 380.447
inspection. - Main bearing Ø 380.30
Ø 380.361
– the bearing shell is free of any damage.

– the bearing shell is free of any corrosion.
– the wear pattern is equal.
– the running layer is not overloaded. An overloaded bearing shell can
be recognized to locally melted or smeared lining.
New bearings are treated with a corrosion protection oil that has to be
removed before mounting. Where bearings show heavy wear grooves in
the running layer, the quality of the lubricating oil cleaning should be
observed more carefully.
For determination of wear, engine components and measuring
equipment should for some hours first be acclimated at room
temperature ( 20 C° ).Note!
127
FIELD SERVICE
DATA BOOK W38
W38 4.0 mounting instruction April ‘98
4.0 MOUNTING INSTRUCTION FOR FLEXIBLE MOUNTED ENGINE
1. Lift the engine on the right location, control with foundation screws or with the drillings for
flexible mountings.
2. See fig. 1.
Location of the rubber element and tools
Place the engine on the tools H=100 mm.
Level the engine.
Figure 1
128
FIELD SERVICE
DATA BOOK W38
3. See fig.2.
Assembly foundation rubber element controlling that the element height difference
x(+s) between the elements will be within 1mm.
Figure 2
When necessary adjust the element height with shims.
See fig. 3: assembly of the single foundation rubber elements.

Place no. 3,5,6,7,9,10,11,12,14,15,16,18 and 19.
129
FIELD SERVICE
DATA BOOK W38
Figure 3
See fig. 4:assembly of the double foundation rubber elements. Place no. 2,8,13,17 and
20.
NOTE!
Place no. 1 and 4 will be empty.
Mark the location of the tools on the engine block.

Remove the tools.
4. Record after at least 48 hours the clearance at the marked places.
5. See fig. 3.
Adjust mechanical height limiter on all single foundation rubber elements to 10 mm.
130
FIELD SERVICE
DATA BOOK W38
Figure 4
6. See fig. 4.
Adjust mechanical height limiter on all double foundation rubber elements to 2 mm.
7. See fig. 5. Install the generator to the engine taking into account that the engine
should be situated 0.7 +−00. 25 mm higher .
8. Check regularly the clearance at the marked places.
When the checked clearance has become 1 mm. less that the recorded clearance ,
then adjust the checked clearance with shims to the recorded clearance .
131
FIELD SERVICE
DATA BOOK W38
Figure 5
132
Service, SWD Engines
Engine section Engine type Ref. Date Issue Document No. Page
1000 General W38 WNL 03.12.1997 00 mr38/1000/01 1(2)
Installation (ship): Engine type: Engine No.:

Fuel viscosity (cSt): Temperature (°C): Running hours:
Operating Data Record

Date
Time
Verm.afname [kW]
Engine speed r/s
Position regulat.
Running hours hours
exh.t1 exh.t2 fuel r. C C mm C C mm C C mm C C mm
1
2
3
4
5
6
7
8
9
Gem.
exh. temp. after
turbocharger C
speed turbocharger r/s
Mainbearing temp C C C C
0
1
2
3
4
5
6
7
8
9
Gem.
charging pressure bar
Char.tem after C
turbocharger
Char.tem in receiv. C
Intake air temp C
Lub oil temp before C
engine
Lub oil pressure bar
before engine
LT pressure inl. eng bar
temp before C
air cooler
temp. before lub C
oil.cooler
temp. after lub C
oil.cooler
Brst.druk bar
Brst.temp C
HTpressure.inl.eng. bar
Date of measurement: Place: Name:

Wärtsilä Nederland b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253
Service,Zwolle NL-8000 GB Zwolle, Netherland Telecop. +31-38-4223564 Telex 42116 swdz nl
Service, Vasa Engines Measurement record
Issue Document No. Page

01 00000000GB 2(2)
temp before engine C

temp. before air C
cooler
temp. after air C
cooler
Service, WNL Engines
1102 Main Bearing W38 WNL–S 07.03.1997 00 mr38/1102/01 1(2)

Temperature (°C): Running hours:
25 25
Lower half Upper half
MAIN BEARING SHELL C A C B A
15 15
45° 1 80 45°
1
Main bearing shell nominal thickness: 2 145 145 2
9.835 - 9.810 [mm] code nr. code nr.
3 3
Max. 9.750
4 3
5 5
Bearing number
0 1 2 3 4 5 6 7 8 9
1
Upper A 2
Half 3
4
5
1
B 2
3
4
5
1
C 2
3
4
5
Remarks/Manufact. No.
1
A 2
Lower 3
half 4
5
1
C 2
3
4
5
Wärtsilä Netherlands b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253
Service, Zwolle NL-8000 GB Zwolle Telecop. +31-38-4223564 Telex 42116 swdz nl
1302 Cylinder liner W38 WNL–S 07.03.1997 00 mr38/1302/01 1(1)

X
Cylinder liner 1
Code number: A
B
40
Component running hours before measurement: 70
4 2
Measured: o Mounted
o Free Temperature (°C): I
92
3 II 147
Nominal diameter = 380.000 – 380.057 [mm] View X 1
III 202
Wear limits: I = 380.9 [mm], II = 380.6 [mm], III, IV +V= 380.3 [mm]
Ovality = 0.1 [mm] (Difference between dmax and d min measured on any level).
Reference diameter (or V/1):
2 IV 568
Antipolishing ring, wall thickness
Nominal thickness = 10.24 – 10.19 [mm], Wear limit = 10.10 [mm]
Measure with a ball-shaped micrometer on level A and level B. V 872
mark “X”
Component running hours before measurement:
Bank Cylinder number

______ 1 2 3 4 5 6 7 8 9
Cylinder liner, diameter d (deviation in 100/mm)
I 1
2
II 1
2
III 1
2
IV 1
2
V 1
2
Remarkss/Manufact No.
Antipolishing ring, wall thickness([mm]
Level A 1
2
3
4
Level B 1
2
3
4
Remarks/Manufact No.
1401 Connecting rod W38 WNL–S 07.03.1997 00 mr38/1401/01 1(1)

Big end bearing bore

Big end nuts and connecting rod must be tightened before measuring.
Hydraulic pressure when tightening: I = 870 bar
II= 870 bar 15 15
II
d1 I 3 4
Nominal diameter without shells: (D)= 378 H7 (+ 0.057 - 0) [mm] 2 5
Allowed minimum diameter: 377.90 [mm]
Maximum allowed difference between D max and Dmin: 0.1 [mm] 1
d2
Reference diameter [mm]: 378

Code number:
Component running hours before measurement: D
Temperature (°C): R 15
15
Gudgeon pin bearing bush

mounted 15
L dowel pin con.rod 15
Wear limit (d1, d2): 175.25 [mm]

Code number:

______ 1 2 3 4 5 6 7 8 9
Big end bearing bore (Deviation in 100/mm)
D1 L
D2 L
D3 L
D4 L
D5 L
Max. deviation
(stamped on conrod)
Gudgeon pin bearing bush mounted [mm]
d1 L
d2 L
1401 Connecting rod W38 WNL–S 07.03.1997 00 mr38/1401/02 1(1)

25 25
BIG END BEARING SHELL Lower half
C B A
Upper half
C B A
15 15
Bearing shell nominal thickness: 8.890 - 8.865 [mm] 45° 1
70 70 1
125 125 45°
Max. 8.805 [mm] 2 2
codenr codenr
3 3
4 4
5 5

1 2 3 4 5 6 7 8 9
1
Upper A 2
Half 3
4
5
1
B 2
3
4
5
1
C 2
3
4
5
1
A 2
Lower 3
half 4
5
1
B 2
3
4
5
1
C 2
3
4
5
1421 Piston W38 WNL–S 07.03.1997 00 mr38/1421/01 1(1)

A
Piston ring groove height
1 I
Component running hours before measurement:
II
Temperature (°C):
III
IV
Nominal height Wear limit 4 2
(mm) (mm)
Ring I 8.17 - 8.15 8.50

Ring II 8.17 - 8.15 8.45
Ring III 8.17 - 8.15 8.40 notch in
view A 3
Ring IV 10.08 - 10.06 10.30 pistonskirt
Cylinder number
1 2 3 4 5 6 7 8 9
1
A- I 2
Bank 3
4
1
II 2
3
4
1
III 2
3
4
1
IV 2
3
4
1
I 2
B- 3
Bank 4
1
II 2
3
4
1
III 2
3
4
1
IV 2
3
4
1421 Piston W38 WNL–S 22.12.1997 00 mr38/1421/02 1(1)

Crown number Cylinder number
Top Side Bottom

view (1) view (2) view (3)
a
b
c
d
A
B
C
D
E
F
G
H
I
J
K
L
M
Thickness of carbon in 0,1mm
Measure the values a,b,c,d at three

points on the side of the crown (see
drawing 2)
Inspection method:
reduced / extensive
1421 Gudgeon pin W38 WNL–S 22.12.1997 00 mr38/1421/03 1(1)

GUDGEON PIN
Gudgeon pin nominal diameter:

174.988-175.000 [mm]
Wear limit: 174.970 [mm]
Reference diameter: 175 [mm]
Deviation to be given in 1/100mm

Bank: Cylinder number
-- 1 2 2 4 5 6 7 8 9
1
A 2
3
4
1
B 2
3
4
1
C 2
3
4
1
D 2
3
4
1
E 2
3
4
1
F 2
3
4
1501 Inlet-/exhaustvalve W38 WNL–S 07.03.1997 00 mr38/1501/01 1(1)

VALVE GUIDES
25 25
I II
air in exh.out
D inlet D
exhaust
A D
B C
Valve guide nominal diameter: 30.161 - 30.134 [mm]
Wear limit: 30.30 [mm]
Referenc diameter: 30.00 [mm]
Deviations to be given in 1/100 mm.
bottom view
Cylinder nr.
Bank:
1 2 3 4 5 6 7 8 9
A I
Inlet II
B I
II
C I
Exhaust II
D I
II
Remarks / Manufact Nr.
1501 Injection valve W38 WNL–S 22.12.1997 00 mr38/1501/02 1(2)

INJECTION VALVE TEST RECORD

No. Nozzle type Remarks
Cyl.
........................
1 Opening pressure Po = 450 bar

2 Testing pressure (P o - 20 bar)
3 Pressure drop range (P o - 20) → (P o - 220) bar
4 I Excellent at all speeds
II Good at some test speeds
III Bad
1504 Inlet-/exhaustvalve W38 WNL–S 07.03.1997 00 mr38/1504/01 1(1)

Valves
air in exh.out
I II III Z
Stampings
Y
A D
Nominal diameter: 30.000 - 29.979 mm.
B C
Wear Limit: 29.900 mm. Stem stampings Valve locations
Burn-off area: Z max = 1.5 mm

Y max = 12 mm
I : 66 mm
II : 110 mm bottom view
III : 325 mm
Deviations to be given in1/100 mm.
Cylinder Nr.
1 2 3 4 5 6 7 8 9
I
II
I A III
N Z
L Y
E I
T II
B III
E II
X C III
H Z
A Y
U I
S II
T D III
Wärtsilä NSD Nederland b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253
2103 Camshaft bearing W38 WNL–S 03.12.1997 00 mr38/2103/01 1(1)

Camshaft Bearing
Nominal diameter : D = 250,24-250,31 Towards Towards
flywheel end flywheel end
Wear limit : Dmax= 250,4 (B-bank) (in Line or A-bank)
Reference diameter : D = 250
Deviation to be given in 1/100mm

Bank: Bearing number
-- 0 1 2 3 4 5 6 7 8 9
D1
D2
D3
D4
E1
E2
E3
E4
Remarks
Wärtsilä NSD Nederland b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253
FIELD SERVICE
DATA BOOK W38
INDEX Derating conditions, 11

Digital input, 73
A
Adjustable cam, 40
Air consumption, 13 D (continuation)
Analog output channels, 75 Dimensions
Analog/pulse input channels, 70 of engine, 19
Anti polishing ring, 93 of main parts, 21
of spare parts, 25
B
Bearings(oversize undersize), 86 E
Engine configuration
C at various use of fuel, 16
Camshaft diagram, 107 Exhaust gas
Camshaft gearwheel, mounting, 109 specification, 53
Characteristics, 8
Characteristics (main data), 8 F
Charge air system Fixed cam construction, 39
requirements, 52 flexible mounted engine, 128
schedule, 52 Fuel
Cylinder liner characteristics, 26
specification, 92 requirements, 26
Combustion sequence, 9 viscosity table, 31
communication processor, 80 Fuel consumption, 12
connecting rod, assembly, 95 Fuel injector nozzle, 30
Constant pressure valve, 32 Fuel pump
Control system condition check, 34
troubleshooting, 69 high pressure, 33
Cooling water gasflows, 13
approved additives, 49
contents, 46 G
control, 46 Gearwheel
cooler cleaning, 48 clearances and dimensions, 110
requirements, 45 general roundness check, 113
system schedule, 47 gudgeon pin wear limits, 115
Cooling water pumps
characteristics, 51 H
positioning, 50 Hand held programmer(721)
Crankshaft deflection tolerance, 125 handling, 55
Crankshaft specification, 97 Heat balance, 14
Cylinder numbering, 9 Hydraulic jack pressures, 91
Cylinder output, 10
definitions I
engine, 8 I/O board, 79
Inlet and exhaust valves, grinding, 101
D Internal fuel system, 30
Delivery valve, 32
FIELD SERVICE
DATA BOOK W38
L small eye bearing, disassembly, 95

Lubricating oil Software settings(721)
brands, 38 explanations on, 62
internal system, 36
L (continuation) fS(continuation)
requirements, 35 or diesel power plants, 55
lubricating oil pump for marine engines, 59
adjustment of, 37 Starting air distributor, 41
clamping rings, 37 Starting air system
positioning of, 38 schedule, 43
starting air system adjustments, 39
M Starting valve, 42
Mean effective pressure, 10 Symbols
Menu calibration, 67 for drawing and diagrams, 1
Menu Configuration, 62 for units, 2
Menu display, 66 for viscosity, 2
Menu display 2, 67
Menu Dynamics, 63 T
Menu Dynamics 2, 64 Tightening procedure, 91
Menu Fuel Limiters, 65 Tightening torque’s
Menu load sharing, 66 for the various engine parts connections, 88
Menu monitor alarms, 68 Torques for bolts and nuts, 7
Menu Set alarms, 62 turbocharger VTR 354/454, water washing
Menu Speed Setting, 64 the, 53
Turbocharger, lubricating the, 53
O
Operating pressures, 13 U
Operating temperatures, 13 Undersize crankpin bearings available, 99
P V
Piston Valve clearance, 16
general, 94 Valve seats
Power supply, 82 grinding, 105
Pressure surges valve seats
in low pressure fuel system, 32 replacing, 104
Pump data, 15 valve timing, 16
Pump pressures drops, 47
W
R Wear limit
Relay output channels, 76 exhaust and inlet valve spring, 124
repair of a damaged crankshaft, 99 Wear limits
Running-in program W38, 84 aluminium plain bearings, 127
cilinder liner, 117
S connecting rod, 116
Sensors, 77 exhaust valve and seat, 118
Slow turning device, 44 inlet valve and seat, 120
small eye bearing, assembly, 96 piston and piston rings, 114
FIELD SERVICE
DATA BOOK W38
valve drive mechanism, 122

Weights
of engine parts, 17
of spare parts, 25

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W38

INFORMATIVE COPY OF THE FIELD SERVICE DATA

For Informative use only

In case any technical data

In case of doubt or if you have

Wärtsilä NSD Nederland BV,

Tel. :(+31) (0)38 4253253,

A BRIEF HISTORY OF THE W38 ENGINE

This engine type is built in 6, 8 and

Required in the engine program

Fuel is specified as gas, dual fual,

Applications are: main propulsion

 Copyright 1998 by Wärtsilä NSD Nederland B.V.

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH

0.0 GENERAL DATA 1

2.5 CILINDER LINER 92

1. Measurement record for Operating data (Dutch, English not available)

1.0 MAIN DATA

Type : Four stroke with direct injection

Engine definitions (continuation)

Normal rotating engine: (Clockwise as viewed from the flywheel side).

Engine definitions (continuation)

Reverse rotation. (Counter clockwise as viewed from the flywheel side).

NOTE : Interval between A1 and B1 = 360° (Crankshaft) + 50° (Vee-angle)

Cylinder output and Mean effective pressure (at HFO, MDO/LFO)

Engine speed Fuel type Cylinder output Mean effective

The Break Mean Effective Pressure can be calculated as follows :

P = Output per cylinder [kW]

pressure loss air cooler in mbar

Derating conditions (continuation)

Thermal overload may be caused by

NEVER CHANGE THE INDIVIDUAL FUEL RACK SETTINGS TO REDUCE THE

Fuel consumption at HFO,MDO,LFO :

6L38 8L38 9L38 12V38 16V38 18V38

Air consumption and gasflows

All values are for an engine speed of 600 rpm.

Unit 6L38 8L38 9L38 12V38 16V38 18V38

Main operating temperatures and pressuresError! Bookmark not defined.

Main operating temperatures and pressures: (continuation)

All values are stated in Kilowatts (kW)

Engine type 6W38 8W38 9W38 12W38 16W38 18W38

Engine output 3960 5280 5940 7920 10560 11880

Low temperature cooling

Lubricating oil 405 540 610 1065 1420 1600

All values are for an engine speed of 600 rpm.

Engine Output Output

Engine Output main engine Prelubricating

Engine Booster pump head Circulating pump head

Standard valve timing *

Engine speed of 600 rpm

Opening of the inlet valves 70°

The nominal valve clearance for engine :

Engine configuration at various use of fuel

Engine configuration at various use of fuel (continuation)

For HFO use (standard):

For temporary LFO/MDO (>250 hours) use:

For DMC quality fuel use:

Weights of engine parts

All values are stated in kg.

Parts 6L38 8L38 9L38 12V38 16V38 18V38

Weights of engine parts (continuation)

Parts Weight Parts Weight

Engine Dimensions [mm] Mass, dry