for internal use onlymaytau.ut.edu.vn/userfiles/files/wartsila 38.part 2.pdf · for internal use...

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Installation Audacia

Engine type W38B

Engine number 24154 - 24159

This manual is intended for the personal use of engine operators and

should always be at their disposal. The content of this manual shall neither

be copied nor communicated to a third person.

Wärtsilä Italia S.p.A.

Bagnoli della Rosandra, 334 34018 San Dorligo della Valle Trieste - ITALY Tel +39 040 319 5000 Fax (Service) +39 040 319 5674 Fax (Spare parts) +39 040 319 5237 Telex 460274/5 GMI

38

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Wärtsilä 38

2.4 − 22

�Special Tools list"

consists of a supplementary number of tools not delivered asstandard with the engine delivery. They have been designed for evenextended maintenance actions and measurements.

Article number Description Number

9622DT906 Honing machine 1

9652DT801 Honing machine for cylinder liner 1

9650DT801 Valve grinding tool 1



9650DT806 Valve seat grinding machine 1

9622DT943 Non contact thermometer 1

9622DT945 Digital crankshaft deflect.gauge 1

9622DT946 Digital hand tachometer 1

9622DT939 Water test pressure tool for cyl.head 1

9622DT948 Revise tools for cylinder head 1

9622DT965 Fuel pump / calibration / timing tool 1

9622DT936 Tools set in trolley 1

9622DT952 Digital peak pressure meas. tool (250 bar) 1

9650DT807 Surface grinding machine for cyl. head / liner 1

9622DT813 Pneumatic atomizer test unit 1

9622DT275 Magnetic stand + dial indicator 1

9612DT215 Depth gauge 1

9612ZT867 Mechanic stethoscope 1

9612ZT868 Endoscope 1

9622DT969 Service box for oilmist detector 1

9622DT967 Water test pressure tool for cyl.head. (mobile) 1

9612ZT871 Control tools for WECS 1

9622DT966 Table for piston plus conn. rod 1

9622DT975 Checking tool for cylinder 1

9653DT801 Crankshaft V−ring assembly kit 1

9653DT802 Crankshaft V−ring rubber splicing 1

9651DT154 Pressure gauge 1

9653DT903 Hydraulic jack for side bolts 1

PAAE073585 Centring tool for cylinder head 1

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2.4 − 23

2.4.2.3. Miscellaneous tools

Description Codenumber

Weightkg

Dimensions

Pneumatic driven hydraulic pump

9612DT212


Weightkg

Dimensions

Hydraulic hand pump +hose

9622DT133

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2.4 − 24


Weightkg

Dimensions

Hydraulic hose set 9612DT961


Weightkg

Dimensions

Hydraulic hose set +distribution block

9622DT146

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Wärtsilä 38

2.4 − 25


Weightkg

Dimensions

Tool pin 9612DT100


Weightkg

Dimensions

Air tool 3/8” 9612ZT334

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Wärtsilä 38

2.4 − 26


Weightkg

Dimensions

Crow foot wrench 41 mm 9612DT246


Weightkg

Dimensions

Socket 36 mm 9622DT250

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Wärtsilä 38

2.4 − 27


Weightkg

Dimensions

Torque spanner( 150−800 Nm)

9622DT216


Weightkg

Dimensions

Torque spanner(40−200 Nm)

9622DT385

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2.4 − 28


Weightkg

Dimensions

Torque wrench (8 −54 Nm)

9622DT257


Weightkg

Dimensions

Hydraulic jack set(included in 9622DT911)consisting of:1. hydraulic jack2. nutis used in the followingcombinations:

−Tool set formain bearing studs−Tool set for counter weight studs−Tool set for cylinder head studs−Additional tool set forSide studs

9622DT910

9622DT2329622DT233

9622DT149

9622DT912

9622DT911

9622DT913(alternative to9653DT903)

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2.4 − 29


Weightkg

Dimensions

Grease pump 9622DT179

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2.4 − 30

2.4.2.4. Lubricating oil system(Chapter 1.2.)


Weightkg

Dimensions

Lifting toollubricating pump 9651DT904

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2.4 − 31

2.4.2.5. Cooling water system

(Chapter 1.4.)


Weightkg

Dimensions

Dis/assembly toolcooling water pump 9622DT971


Weightkg

Dimensions

Maintenance kitcooling water pump

consisting of:1 extractor impeller2 tool roller bearing3 tool oil seal4 tool ceramic ring

9651DT906

9651DT9059651DT1329651DT1339651DT134

1 2

3 4

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2.4.2.6. Charge air and exhaust gas system

(Chapter 1.5.)


Weightkg

Dimensions

Dis/assembly toolCharge air cooler

consisting of a framewith:1 guide pin (4x)2 jack bolt (4x)

9651DT902


Weightkg

Dimensions

Lifting tool charge aircooler

9651DT903

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2.4 − 33


Weightkg

Dimensions

Fitting tool for removal/mountingcharge air cooler stack.

9651DT908

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2.4 − 34

2.4.2.7. Engine block, main bearing, cylinder liner

(Chapter 2.5.)


Weightkg

Dimensions

Tool set for side studs,(complete)

9653DT903


Weightkg

Dimensions

Tool set for side studs

Consist of:1 tie rod2 distance piece

in combination with:− hydraulic jack set

9622DT913

9622DT1269654DT115

9622DT910

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2.4 − 35


Weightkg

Dimensions

Trolley for main bearing 9622DT901


Weightkg

Dimensions

Tool set formain bearing studs

consisting of:1 tie rod2 distance piece


9622DT149

9622DT2379622DT236

9622DT910

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Weightkg

Dimensions

Main bearing shell driver 9622DT152


Weightkg

Dimensions

Extractor camshaftbearing bush

in combination with:−hydraulic jack 20 ton

9622DT908

9622DT148

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2.4 − 37


Weightkg

Dimensions

Hydraulic jack 20 ton

is used in the followingcombinations:− extractor camshaft

bearing sleeve bush− extractor exhaust valve

seat− extractor injector

sleeve− extracting tool cylinder

liner− extractor valve guide− extractor inlet valve

seat

9622DT148

9622DT908

9622DT808

9622DT802

9622DT915

9622DT930

9622DT810


Weightkg

Dimensions

Pin camshaft bearingbush

9612DT257

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2.4 − 38


Weightkg

Dimensions

Dis/assembling tool antibore polishing ring

9622DT919


Weightkg

Dimensions

Lifting tool for cylinderliner

in combination with:−.Extracting tool cylinder liner

9622DT914

9622DT915

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2.4 − 39


Weightkg

Dimensions

Extracting tool cylinderliner

in combination with:− lifting tool cylinder liner− hydraulic jack 20 ton

9622DT915

9622DT9149622DT148


Weightkg

Dimensions

Positioning tool for cylin-der liner

9622DT926

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2.4 − 40


Weightkg

Dimensions

Measuring strip cylinderliner

9622DT929


Weightkg

Dimensions

Remover main bearingcap studs M72x4

9612DT977

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2.4 − 41


Weightkg

Dimensions

Lapping ring contact facecylinder liner−cylinderblock

9612DT479

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2.4 − 42

2.4.2.8. Crankshaft, connecting rod, piston(Chapter 2.6.)


Weightkg

Dimensions

Hydraulic twin jack forconnecting rod

consisting of:1 nut2 hydraulic jack3 tie rod4 tool pin

9612DT907

9622DT2319622DT2349622DT2309612ZT125


Weightkg

Dimensions

Lifting tool piston 9622DT923

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2.4 − 43


Weightkg

Dimensions

Tap M16 for piston crown 9622DT163


Weightkg

Dimensions

Protecting plate connecting rod foot

consisting of:1 pen2 protecting plate

9622DT922

9622DT1659622DT166

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2.4 − 44


Weightkg

Dimensions

Big end bearing lock 9622DT170


Weightkg

Dimensions

Circlip pliers for piston 9622DT178

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2.4 − 45


Weightkg

Dimensions

Piston ring pliers 9622DT260


Weightkg

Dimensions

Guide ring piston rings 9622DT924

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2.4 − 46


Weightkg

Dimensions

Frame+support con-necting rod caps

consisting of:1 support2 frame3 support4 carrier5 carrier

9622DT920

9622DT1569622DT1549622DT1559622DT1589622DT157


Weightkg

Dimensions


Weightkg

Dimensions

Tool set for counter weight studsconsisting of:1 tie rod2 distance piece


9622DT912

9622DT1249622DT123

9622DT910

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Weightkg

Dimensions

Remover connecting rodstuds M36x3

9612DT969


Weightkg

Dimensions

Piston support in linerincluding:1 bolt M16x30

9622DT168

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2.4 − 48


Weightkg

Dimensions

Fixating tool connectingrod

9622DT928

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2.4 − 49

2.4.2.9. Cylinder head with valves

(Chapter 2.7.)


Weightkg

Dimensions

Valve clearance feelergauge

9622DT162


Weightkg

Dimensions

T−wrench indicator cock 9612SW510

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2.4 − 50


Weightkg

Dimensions

Tool set cylinder head

consisting of:1 shackle2 tie rod3 hydraulic jack set4 distance piece6 frame

9622DT911

9622DT1229622DT1219622DT9109622DT1209622DT119


Weightkg

Dimensions

Lifting tool cylinder head 9612DT974

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2.4 − 51


Weightkg

Dimensions

Protecting ring cylinderhead

9622DT356


Weightkg

Dimensions

Compress tool valvesprings

in combination with:− hydraulic jack 12 ton

9622DT801

9622DT147

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2.4 − 52


Weightkg

Dimensions

Extractor exhaust valveseat


9622DT808

9622DT148


Weightkg

Dimensions

Extractor inlet valve seat


9622DT810

9622DT148

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2.4 − 53


Weightkg

Dimensions

Hydraulic jack 12 tonis used in the following combinations:− compress tool valve

springs− lifting/extracting

device nozzle holder

9622DT147

9622DT801

9622DT918


Weightkg

Dimensions

Suction cup for valves 9612DT911

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2.4 − 54


Weightkg

Dimensions

Extractor valve guide

consisting of:1. nut2. tie rod3. tube


9622DT930

9622DT1139622DT1819622DT180

9622DT148


Weightkg

Dimensions

Remover cylinder headstuds M64x4

consisting of:1. stud remover2. bolt

9612DT976

9612DT3909612DT389

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2.4 − 55


Weightkg

Dimensions

Tool for mounting O−ringcylinderhead stud

consisting of:1. cap2. ring 2/23. pipe

9653DT902


Weightkg

Dimensions

Lapping ring contact facecylinder head−cylinderliner

9612DT807

1

2

3

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2.4 − 56


Weightkg

Dimensions

Tilting frame cylinderhead

9622DT806


Weightkg

Dimensions

Tool for mounting valve seats

including adaptor for:1 exhaust valve seat2 inlet valve seat

9622DT811

9622DT3809622DT379

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2.4 − 57


Weightkg

Dimensions

Exhaust pipe support

1 support A−bank2 support B−bank

9651DT901

9651DT1089651DT109


Weightkg

Dimensions

Tool for cylinder headplugs

9632DT906

A

A−

A

18 40

Hexagon 80

A

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2.4 − 58


Weightkg

Dimensions

Centring tool for cylinderhead

including:1 4 centring tools2 a pin

PAAE073585

9622DT473

9622DT473

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2.4 − 59

2.4.2.10. Camshaft and valve drive(Chapter 2.8.)


Weightkg

Dimensions

Lifting tool rocker armbracket

9622DT800


Weightkg

Dimensions

Dis−/assembly tool camshaft section

9612DT990

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2.4 − 60


Weightkg

Dimensions

Jack bolt camshaft thrustjournal

9612DT234


Weightkg

Dimensions

Hydraulic nipple for gear-wheel

9622DT931

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2.4 − 61


Weightkg

Dimensions

Hydraulic nipple for cam-shaft end journal

9612DT968


Weightkg

Dimensions

Fixating tool camshaft 9612DT963

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2.4 − 62


Weightkg

Dimensions

Tool for intermediategearwheel shaft

9612DT936


Weightkg

Dimensions

Dis/assembly tool cam-shaft journal

9612DT989

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2.4 − 63


Weightkg

Dimensions

Dis/assembly tool cam-shaft journal

9612DT988


Weightkg

Dimensions

Dis/assembly tool cam-shaft gearwheel

9612DT930

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2.4 − 64


Weightkg

Dimensions

Dis/assembly tool cam-shaft gearwheel

9612DT985


Weightkg

Dimensions

Dis/assembly tool inter-mediate gearwheel

9612DT937

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Description Code num-ber

Weightkg

Dimensions

Dis/assembly tool inter-mediate gearwheel

9612DT986


Weightkg

Dimensions

Blocking plate tappetsinlet −exhaust

9622DT171

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2.4 − 66


Weightkg

Dimensions

Pillar bolt camshaft sections/gearwheelassembly

combination item 1 and 2for camshaft sections:1. press piece2. threaded rod

combination item 3 and 4for camshaft gearwheel:3. press piece4. threaded rod

9612DT801

9612DT8029612DT803

9612DT8049612DT805


Weightkg

Dimensions

Lever fuel cam roller 9612DT965

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2.4 − 67


Weightkg

Dimensions

Blocking pin fuel pumptappet

9612DT760

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2.4 − 68

2.4.2.11. Injection system(Chapter 2.9.)


Weightkg

Dimensions

Testing device injector 9622DT812


Weightkg

Dimensions

Extractor injector sleeve

consisting of:1. Threaded bar2. nut3. disc4. disc5. plug


9622DT802

9622DT2129622DT2079622DT3509622DT3529622DT351

9622DT148

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2.4 − 69


Weightkg

Dimensions

Lifting / extracting devicenozzle holder


9622DT804

9622DT147


Weightkg

Dimensions

Socket for nozzle tip 9622DT384

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2.4 − 70


Weightkg

Dimensions

Lifting tool fuel pump 9622DT242


Weightkg

Dimensions

Clamp nozzle holder 9622DT805

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Wärtsilä 38

2.4 − 71


Weightkg

Dimensions

Press tool spring fuel pump drive

consisting of:1. Depth gauge2. Press piece

9622DT962


Weightkg

Dimensions

Disassembling tool fuelpump

9622DT959

1

2

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2.4 − 72


Weightkg

Dimensions

Cleaning tool injectorsleeve

9622DT803


Weightkg

Dimensions

Lifting tool fuel pumpdrive

9622DT961

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Wärtsilä 38

2.4 − 73


Weightkg

Dimensions

Disassembly/ assemblytool fuel pump drive

9622DT960

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2.4 − 74

2.4.3. Background information for hydraulictools and torque spanners

2.4.3.1. General

A number of important engine components are fitted by means of boltsconnections. With an hydraulic tool it is possible to stress a bold or astud up to a very high tension; that tightening process can be donewithin a very accurate tension tolerance and with a great force.

In order to perform proper procedures it is necessary to understand theworking principle of the hydraulic tools, for this reason an explanationis given.

For safety reasons it is important the tools are correctly used. Thetightening procedures have to be carried out in strict accordance withthe instructions of this manual. For the following subjects generalbackground information are described:

”Rolled thread”The thread of important connections studs is manufactured with a �coldrolled" process in order to have the stud thread strong and high fatigueresistant. Due to this process the circumference of the thread becomessmooth and hard but as a consequence the studs are also sensitive tobreakage in case of damages; therefore the studs must always be carefullyhandled. Always replace a stud when it is damaged.

The ”easy going” nutWhile loading, due to elongation, the stud becomes a little bit longerover its entire length; thus also the pitch of the thread is shortlyextended; however, the pitch of the mounted nut is not extended. Inorder to turn the nut on the elongated stud �a certain clearance" mustexist between the nut thread and the stud thread. That clearance canbe felt while turning the nut on; for that reason it must be possible,without any restriction, to turn a nut on by hand.

Studs of engine component connectionsAll the hydraulically stretched studs are made of high tensile strengthsteel. To obtain the correct force in the studs they have to be stretchedup to approximately the 90% of the material yield point.

That means a force 11% higher than the stated tightening force willoverstretch the stud; over−stretched studs becomes very sensitive tofatigue and may break without any �notice" in advance. Thereforeoverstretched studs must be replaced.

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2.4 − 75

Use genuine partsThere is a real danger while employing studs which are not delivered byWärtsilä Corporation, in particular with regards to studs which aresupposed to be hydraulically stretched.

If these studs are not made from the same high tensile strength material andare not provided with �cold rolled threads", problems might occur. The studswhich are not provided by Wärtsilä Corporation could have a wrong workingbehaviour even if the correct oil pressure is applied while tightening.

Use of locking fluidsClean carefully all the parts with a degreasing agent and dry beforeapplying any locking fluid.

In case of any doubt, contact the technical service departm ent ofWärtsilä Corporation for the proper specification of flui ds to beused.

The hydraulic tool set consist of : − A pneumatically driven hydraulic pump and a manually operated

pump. − A number of hydraulic jacks, distance pieces, tie rods, knurled nuts,

high pressure hoses with quick release coupling and tool pins totighten or to loosen the nuts of the relevant components.

2.4.3.2. Pneumatic driven hydraulic pump unit

Figure 2.4 − 1 illustrates the main components and the workingprinciple

− a connection (7) for service air supply (min. 5.5 and max.7 bar). − a filter / water separator (12). − an air lubricating unit (13). − a reducing valve (6) to adjust the service air pressure between 0 and

6 bar. − a manometer (5) direct mounted after the service air reducing valve. − an air valve (4) to control the pump. − an air−operated piston (3) (large surface) which is connected to a

piston in the lower section (small surface) in order to pressurize thehydraulic oil.

− a container (1) for hydraulic oil with a level indicator. − a double pointer manometer (8) to indicate the hydraulic jack pressure. − a quick−release couplings with non return valve (10). − a valve (9) in the HP oil return line. − a reset valve (16).

Note!

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2.4 − 76

The manometer (5) is connected to the air pressure line after thereducing valve (6). The manometer scale converts the air pressure in acomparable oil pressure and makes it possible to set the required oilpressure before pressurizing the hydraulic jacks.

The manometer (8) indicates the pressure in the HP hydraulic system,that calibrated manometer contains two independently workingmeasuring mechanisms, each of them is provided with a scale and apointer. A manometer reset is necessary when the indication of bothpointers differs more then 10 %.

1 3 4 5 6 12

810

9

2

11

7131416

a) Pump components

b) Pressurising

c) Releasing the pressure

Fig. 2.4 − 1 Diagram of pneumatically driven hydraulic pump unit

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OperatingThe highest working pressure of the hydraulic pump is 2500 bar.Always keep the pump unit horizontal and maintain sufficienthydraulic oil in the container in order to avoid any air content in thesystem. The container can be filled through the filling plug (2). Forspecification of the hydraulic oil, see chapter 1.2.For the lubrication of the pump adjust the lubricating unit to 1 drop ofoil for every 20 pump strokes.

Check if the oil supply valve (14) is open. See fig. 2.4−2

Close the valves (4) and (9),

Connect at (10) the HP hose(s) (11) to the hydraulic jacks (15).

Connect the service air at (7).

After adjusting the �air pressure" by means of the reducing valve(6) at a value of 10% lower than the required oil pressure, start the pumpby opening air valve (4). The hydraulic system will be pressurized, it isvisible on manometer (8). The pump will stop at a value of approx. 10%below the required oil pressure.

Slowly turn the spindle of the reducing valve (6) clockwise, that waythe hydraulic oil pressure will increase.

Continue increasing the pressure slowly until the reading on themanometer of the hydraulic system (8) shows the required oil pressure.

After the correct oil pressure has been reached, push down the lockingring over the reducing valve spindle to fix the setting of the reducing valve.

Every time the pump is operated, the pressure will rise automatically andaccurately up to the fixed pump setting. When the hydraulic stretchingprocedure is completed close valve (4) and always open valve (9) slowly. Aquick valve opening (9) might damage the hydraulic pressure manometer.

At the end of the complete procedure turn the reducing valve spindle(6) counter clockwise to discharge the air pressure.

If there is sufficient air pressure and the pump will not sta rt afteropening valve (4) push the button on the reset valve (1 6).

1

2

3

4

5

6

7

8

9

Note!

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2.4 − 78

RemarkWhen the required pressure is reached and the pump still keep onworking slowly, the hydraulic system is commonly leaking (e.g. there isa leaking coupling or a leaking hydraulic jack). When the hydraulicsystem has air contamination, disconnect the hose at (10). Press thesmall valve in the coupling by means of a pin and run the pump slowly.Let the oil escape as long as it has an air content.

Always check the correct connection of the hose couplings t o thepump unit and the jacks especially when several jac ks are connectedat the same time. A wrong connection may lead to a not properly pres-surized jack although the manometer indicates the cor rect pressure.

14 1 2 5 8

16

6 4 9 11 10

715

Fig. 2.4 − 2 Pneumatic driven hydraulic pump and jacks

Warning!

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2.4 − 79

2.4.3.3. Hydraulic tool set

For the hydraulically tightened components two different types ofhydraulic jacks are used. A single jack see fig. 2.4−3 and a twin jack seefig 2.4−4. The single jack is used for the cylinder head studs and themain bearings studs. The twin jack is used for the connecting rod studs.The hydraulic jack consists basically of a housing (1), a piston (2), anda knurled nut (3). The piston is placed in a recess of the housing and issealed with sealing rings (4) and (5). Another part of the tool set consistsof the tie rod (6) and the distance piece (7)

From the hydraulic pump the pressurised oil enters between piston andhousing via connection (8), the result is a stretching force in the tie rod(6) and the stud (9); as a consequence of the applied force the stud islengthened and the nut (10) becomes free from the contact face. Everytime the same force (oil pressure) is applied, the same stud elongationis achieved. In order to get the required stress in the stud only a limitedelongation is required due to the high value of the steel elastic module.The available jack stroke depends on the specific application and thuson the required stud elongation.

It is very important the jack piston is always at t he bottom positionbefore pressurizing

The piston is at the bottom position for the single jack when noclearance exists between housing and piston at (11). The pistons for thetwin jack are at bottom position when the top faces of the pistons arealigned to the housing top face.

After the nut (10) is fastened or loosened with the tool pin (12) and theoil pressure is released, the stretching process can be repeated. Everytime the oil pressure is released the jack piston must be forced to thebottom position by turning the knurled nut with the tool pin. Becauseof the hydraulic oil viscosity, the oil back flow to the container of thehydraulic pump is somehow difficoult and thus the knurled nut must befirmly tightened.

If the jack piston is not forced to the bottom position, for instance if thehoses have been quickly disconnected from the jack, the piston finallyhas a limited or even no residual working stroke. A dangerous situationarises if the thread of the nuts and the studs is not fully used which couldlead to damages to the stud and the sealings.

Note!

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2.4 − 80

12

4511

31

8

2

67

10

9

Fig. 2.4 − 3 Single hydrauli jack cross section

36

2

1

10

9

12

4

5

Fig. 2.4 − 4 Twin hydraulic jack cross section

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2.4.3.4. Hydraulic extractor

For some power demanding operations an hydraulic extractor jack isapplied; the jack is utilized in combination with the manual operatedpump, see fig. 2.4 − 5 .

50 mm 75 mmStroke :

9622DT147 9622DT148

9622DT133

Fig. 2.4 − 5 Hydraulic jack

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2.4.3.5. Hydraulic hoses

The hydraulic hoses are devided in:

− The high pressure hydraulic hoses which are used in combinationwith the H.P. pump 9612DT212 at a maximum working pressure of2500 bar.

− The hydraulic hoses which are used in combination with the handpump 9622DT133, the jacks 9622DT147 and 9622DT148, at a themaximum working pressure of 700 bar.

Never change the combination of the pump and the hoses

Work safely!Check the hose and the quick−release couplings for eventual

damages before use.

Ensure the quick−release couplings are thoroughly clean before the use.Any dirt can cause damages to the quick−release couplings and lead toleakages.

After the use, seal the quick−release couplings with dust caps.

Never work with damaged hoses!The hoses will remain in good condition if you:

never try to remove the clamp fitting from the hose

never bend the hose into a radius smaller than 160 mm

never twist the hose

never damage the hose, for instance, by placing heavy objects onit

never apply a tensile load to the hose, for example, by pulling

never use any oil other than that which is specified

never use the hose for different purposes.

Damaged hoses and quick−release couplings should be scrapt.DO NOT TRY TO PERFORM REPAIRS!

Note!

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2

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4

5

6

7

8

9

10

Note!

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2.4.3.6. Quick–release coupling

A complete quick−release couplings consists of:1. a male connector2. a female connector3. a spring controlled valve

2

3 3

1

Fig. 2.4 − 6 H.P. quick−release coupling (example)

The quick−release couplings are used in order to have easy and fast

connections between the hydraulic tool parts and, in addition, areself−closing, it means that it is impossible for the air to enter the hoseor the jacks, and the oil losses are minimal as well.

In order to guarantee an efficient valves function, the couplings should bethoroughly clean before use; for that reason the quick−release couplings

must always be sealed with dust caps (4) and (5).

5 4

Fig. 2.4 − 7 Dust caps H.P. quick−release coupling (example)

The couplings have a conical (NPT) thread which is self-sealing when the

coupling is mounted on the hose fitting or the jack. Do not use any sealingtape; tape pieces in the hydraulic system could impair a regular procedure.

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2.4.3.7. Hydraulic hand pump

The hydraulic pump consists of the following main components.

1. an oil container

2. a pump element

3. an hose connection

4. a release valve

5. a filling plug with a dip stick

6. a pump handle

7. an hydraulic hose which is delivered with the pump (not on drawing)

123

4 5

6

Fig. 2.4 − 8 Hydraulic hand pump

OperatingBefore using check if there is sufficient hydraulic oil in the

container (1) in order to avoid air bubbles in the system. (Always useoxidation resistant oil, see chapter 1.2.1.1.)

Connect the pump to the jacks by means of the hose connection (3).

Close the release valve (4) of the pump.

Never apply pressure to a jack which is not in use for any extractionotherwise the plunger will exceed its maximum stroke.

Always reduce the pressure slowly to zero in order to avoid any oilfoam formation.

De−aerating of the hand pumpConnect the pump with the jack and place the jack up side down at

a lower position than the pump is, close the release valve.Pull the plunger of the jack completely out in order to reach the end ofthe stroke. Remove the filling plug, open the release valve and push thepiston backwards. The air in the system is going to escape through thehose and the pump. Repeat the procedure if necessary.

1

2

3

Note!

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5

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2.4.3.8. Safety instructions for hydraulic tools

The following general instructions and guides are helpful to determineif your system components are properly connected.

Be sure all hydraulic hoses and fittings are connected to the correctinlet and outlet ports of the pump, cylinders, valves and other systemcomponents. A wrong connection might cause an improper jackoperation although the manometer indicates the correct pressure.

Be sure all threaded connections are fully tightened and free fromleakages. Seal threaded connections with a high−grade thread sealer.Do not over−tighten any connection.

Excessive tightening could cause strain on threads and castingswhich, as a consequence, could lead to fitting failure even at pressuresbelow the rated capacity.

Fully tighten hydraulic connectors (avoid excessive force). Looseconnectors acts as a partial or a complete line restriction while causinglittle or no oil flow as well as equipment damages or failures.

If the maximum stroke is exceeded the sealing rings of the piston willbe damaged, pressurized oil will escape and the pressure will drop down. Ifthat happens the jack must be disassembled, the sealings inspectedand/or replaced.

Do not drop heavy objects on hydraulic hoses. A sharp impact maycause bends or breaks to the hose internal wire strands. The applicationof pressure to a damaged hoses could lead to an internal flexing and aneventual hose strands break.

Do not use the hydraulic hose to carry an hydraulic component (i.e.pumps, cylinders and valves).

Avoid sharp bends and kinks while routing hydraulic hoses. Ifpressure is applied to a bend or kinked hose, the oil flow will berestricted and cause severe back−pressure. Also sharp bends and kinkswill internally damage the hose and could lead to a premature failure.

Avoid any situation where the loads are not directly centered on thecylinder plunger. Off−center loads produce considerable strain on thecylinder plungers and may slip or fail while causing potential dangerousresults. Avoid point loading, distribute the load evenly across the entiresaddle surface.

1

2

3

4

5

6

7

8

9

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Always provide hoses and connectors with clearance in order toavoid any contact with moving objects, polishing or sharp objects.

Use hydraulic gauges which indicate safe operating loads in thehydraulic system. Do not exceed the safe limit of the lowest ratedcomponent used in the system.

Keep the hydraulic equipment far from flames and heat. Excessiveheat (above 70°C) will soften packings and seals which could cause fluidleaks.

Never attempt to lift a load which exceeds the capacity of thecylinder or the jack. Overloading causes equipment failure and apossible personal injury.

Do not overextend the hydraulic jack; the cylinder will support theload on the plunger stop ring. However, using the full stroke does notsupply an additional power and only adds unnecessary strain to thecylinder.

Keep oil lines clean. When connecting halves are disconnected,always put dust caps on. Use every precaution to guard the unit againstentrance of dirt; dirt and foreign inclusions may cause pump, cylinderand valve failures.

2.4.3.9. Loosening of hydraulicallytightened connection

Loosening pressure = tightening pressure.

In order to loosen a connection the same oil pressure, or somewhat lowerthan the final pressure which the connection has been tightened with, isrequired.

Overstretching preventionIn order to prevent any overstretching, the hydraulic pressure applied to thestuds must never exceed the 105% of the prescribed tightening pressurevalue. Furthermore, operate the pneumatic driven hydraulic pumpaccordingly to the instructions.

There is no reason to apply a higher pressure than the prescribedtightening value. When the studs have been tightened to the statedvalue, the prestress in the studs may slightly decrease due to thematerial elastic release of the parts and the tightening device, as well asduring the engine running as a result of the forces incurred in theengine components. Therefore, the oil pressure in the hydraulic jacks,required for disassembly will be the same or somewhat lower than the

10

11

12

13

14

15

Note!

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tightening pressure. For those reasons never try to apply differenttightening values to the connections.

If one or more nuts can’t be loosened at the stated value, check with afeeler gauge of 0.05 mm if the nut is free from the contact surface; if thenut is free but it is still impossible to turn it then the nut is supposedto be sticked due to dirt, corrosion or damages. In such case try to turnthe nut by using a copper pin and a hammer.

If the mentioned emergency procedure is not successful yet, don’tincrease the oil pressure further on because it has no benefit; theapplication of an higher oil pressure introduces the risk of the threaddamaging

If the nut is not freeCheck if the oil supply and pressure is correct to each and every jack.

Check the quick−release couplings and the non return valves.

Check if the nut is free from the tools.

Increase the oil pressure by maximum 5% of the nominal value(total 105%).

If the nuts can’t be loosened yet, the connection could have previouslybeen tightened with a too high oil pressure resulting in possibleoverstretched studs. In this case increase the oil pressure till finalsetting value + 10% (total 110%). More than 10% is not allowed as otherconstruction parts can be damaged.

If, at 10% overpressure, the nuts can not be loosened always replace thestuds as they may be overstretched.

If the nuts even at an increased oil pressure are still tight, remove thetools, cut the nuts off and remove the studs. Fit new studs and nuts.

Make sure no iron parts enters the engine.

If e.g one cylinder head nut has to be cut, leave th e remaining threenuts tightened to prevent any damage to the cylinde r head and theliner

If, due to any cause, any doubt exist with regards to the stress inhydraulically tensioned studs, the loosening value must be found.

Increase the oil pressure in the hydraulic jacks in steps e.g. of 50 bar.

Check after each step whether the nuts can be turned.

If this value is more than 10% below the stated value investigate thereason.

1

2

3

4

Note!

1

2

3

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2.4.3.10. Tightening of hydraulicallytightened connection

In order to describe the tightening and checking procedure thefollowing is defined:

Checking the procedure by counting the number of holesA certain number of holes are in the circumference of the nut, those arement to be used in order to shift it by means of a tool pin which fits inthe holes. A stetching procedure check must be performed by countingthe numbers of holes the nut is shifted. The correct numbers of holes ismentioned in chapter 2.4.4 in the figures of the related connections. Thegap between to adiacent holes correspond to a certain angle rotation ofthe nut.

First step, positioning of engine components ( pre−stress )Turn manually the nuts on the studs and check if the nuts move easilywithout feeling any restriction. Tighten the nuts with the tool pin, mountthe hydraulic tools and pressurize the hydraulic jacks to the setting value forthe pre−stress.This pressure is just applied to place the engine components and preparethem in order to be assembled. Turn the nuts on with the tool pin. Releaseslowly the oil pressure in the hydraulic jacks to prevent damage to thecalibrated oil pressure gauge. Now we have obtained a basis for thetightening procedure.

Second step, setting of materialsPressurize the jacks up to the stated value of the final stress. Turn thenuts with the tool pin and count the number of holes the nuts can beshifted.When all the nuts, of the same connection, can be shifted with the samenumber of holes and the value correspond to the one which is mentionedin the chapter 2.4.4. the proper and common elongation has beenreached.In case one or more nuts can’t be turned with the same number of holes,when compared to the other ones, remove and inspect the tools forproper service and check the engine components for the correctposition.After releasing the jack pressure the force will force the enginecomponents to a certain adjustment, thus as a consequence the residualstress in the studs becomes somewhat lower.

Third step, obtaining the correct final stressTo take into account the �materials adjustment" the jacks must bepressurized again up to the pressure of the value setted for the final

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stress.The engine components are finally placed, it could be possible to turnall nuts a little further. After the jack pressure is released the correctfinal stress in the studs will exist.

Fourth step, checking the correct final stressIn order to be absolutely sure the connection is properly tightened a�check" step must be performed. Pressurize the jacks again up to thevalue for the final stress and try, with the tool pin, to turn the nuts anyfurther; no additional movement must be possible.In that case the studs have the required final stress and the componentsare correctly connected.

If it is possible to tighten the nuts more than the correspondent pre-scribed number of holes or there is still clearance between the nutand the contact surface, the connection is NOT safe. In such a caseall components have to be disconnected and examined: − on deviation in material − wrong assembling − wrong assembling procedure.

Warning!

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2.4.3.11. Torque spanner

Modern technology requires more and more accuracy for threadedconnections; thus in order to make this possible a torque spanner isnecessary.

For a torque spanner application the following rules must be known toavoid mistakes which could result in unsafe connections.

− A torque spanner is a precision instrument that should be handledwith utmost care; every time after it is used the tension of thespanner should be released before storing in its box.

− The spanner should be kept clean, not dropped and free from wateror dirty oil.

− The spanner is calibrated between the 20% and 100% of its scale andhas a tolerance within 4% of its readings. Take care the spanner isperiodically recalibrated.

− Calibrate the torque spanner always in the horizontal plane in orderto avoid the influence of the spanner weight.

− Never use the spanner over the 100% scale because of distortionswhich might exist, as a consequence the readings may becomeinaccurate.

− Always apply force on the centre of the torque spanner handle. Onlyapply force in the direction shown on the spanner. When the desiredtorque is reached the spanner clicks and gives a few degrees of freemovement. The spanner automatically resets for the next torqueapplication if no force is exerted on the handle.

− Never use a torque spanner to loosen connections.

− A high degree of torque accuracy can be obtained by the applicationof the proper lubricant on the connection thread. If there is nospecification at all, only use engine lubricating oil.

− Keep the torque spanner in line while tightening.The tightening torques are torque spanner readings and should beperformed by an even tightening of bolt and nut (if applicable,crosswise).

− Always apply the force on a torque spanner with a slow on–goingmovement in order to avoid the required setting to be trepassed.

− The rachet requires periodic cleaning and lubrication to ensureproper operation. Lubricate with a light oil. DO NOT USE GREASE.

Torque spanner in combination with extensionWhen using a torque spanner (1) with an extension (2), the torquespanner setting depends on the lengths extension piece.

Note!

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Example for tightening the camshaft sections: Required torque = 550 Nm.Length of the torque spanner 950 mm.Length of the extension piece 350 mm.Setting = 402 Nm.

Torque spanner setting with extension piece in lineRequired torque = 550NmSetting = 550 x 950 / (950 + 350) = 402 Nm

Fig. 2.4 − 9 Torque spanner − extension

10Nm = 1 KgmNote!

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2.4.4. Tightening torque and jack pressure

Before taking any maintenance action be wise to have the righttools and to follow the corresponding use instructions. Mixing toolsand procedures could lead to dangerous damages.

2.4.4.1. Lubricating oil system components(Chapter 1.2.)

Pos. Connection for: TorqueNm

1. Gear wheel on shaft 79

1

Fig. 2.4 − 10 Lubricating oil pump assembly

Note!

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2.4.4.2. Cooling water system components(Chapter 1.4.)


1. Gear wheel on shaft 17

1

Fig. 2.4 − 11 Cooling water pump gear wheel assembly

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2.4.4.3. Engine block with bearings(Chapter 2.5.)

Pos. Connection for: Torque /Jack

pressure

Nut shifting

1. Main bearing stud in block 400 Nm

Main bearing stud Toolnr. :9622DT232

first step ( pre−stress ) 560 bar

second step ( final stress ) 2170 bar 4.0 − 4.5 holes

third step ( final stress ) 2170 bar Equal (few degrees)

fourth step ( final stress ) 2170 bar None

3. Side studin main bearing cap

0 Nm (20° back)

4. Side stud Toolnr. :9653DT903


second step ( final stress ) 1550 bar 2.5− 3.0 holes



The sequence of stretching side studs and main bearing studs isimportant and is described in section 2.5.2.4.

43

1 2

Fig. 2.4 − 12 Main bearing

Note!

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In addition for toolnr. 9622DT913

Pos. Connection for: Torque /Jack pres-

sure

Nut shifting

3. Side studs 0 Nm(20° back)

4. Side studs Toolnr. :9622DT913


second step ( final stress ) 680 bar 2.5− 3.0 holes




1. Cylinder liner clamp 145

1

Fig. 2.4 − 13 Cylinder liner clamp

Note!

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1. Explosion valve to cover 25

1

Fig. 2.4 − 14 Explosion cover

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2.4.4.4. Crankshaft, connecting rod, piston(Chapter 2.6.)


1. Vibration damper and pump drive 4600

2. Split gear wheel on crankshaft 540

3. Split gear wheel 540

4. Turning wheel bolt / crankshaft 7500

5. Flywheel on turning wheel (if applicable) 570

5

4

321

Fig. 2.4 − 15 Crankshaft

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pressure

Nut shifting

1. Big end stud in upper part 200 Nm

2. Big end stud Toolnr. :9612DT907





3. Connecting rod stud 200 Nm

4. Connecting rod stud Toolnr. :9612DT907





34

12

Fig. 2.4 − 16 Big end bearing and counter weight

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2.4.4.5. Cylinder head with valves(Chapter 2.7.)


1. V−clamp; exhaust to cylinderhead 85

2. V−clamp; exhaust to compensatorsee procedure in section 1.5.5.1.

10−14

1

2

Fig. 2.4 − 17 Exhaust connection cylinder head

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pressure

Nut shifting

1. Cylinder head stud in block 660 Nm

2. Cylinder head stud Toolnr. :9622DT911





12

Fig. 2.4 − 18 Cylinder head

Pos. Connection for: Torque Nm

1. Starting valve 79

2. Starting valve spindle 28

1

2

Fig. 2.4 − 19 Starting valve

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1. Rocker arm bracket 560

2. Locking nut valve clearance 500

3. Cylinder safety valve 150

4. Locking nut bridge piece guide 220

1

2

3

4

Fig. 2.4 − 20 Cylinder head upper side

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2.4.4.6. Camshaft and Valve drive(Chapter 2.8.)


1. Camshaft flange 550

2. Camshaft end journal 200

3. Camshaft end journal cover 200

1 2 3

Fig. 2.4 − 21 Camshaft

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1. Drive shaft for mechanical actuator 78

1

Fig. 2.4 − 22 Actuator drive shaft

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1. Clamp bush air distributor drive shaft 170

1

Fig. 2.4 − 23 Starting air distrubutor drive on camshaft

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2.4.4.7. Injection system components(Chapter 2.9.)


1. Injector gland 140

1

Fig. 2.4 − 24 High pressure fuel injector

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1. Sleeve nut injector 450

2. Connecting piece 200

3. Sealing flange fuel pipe 80

4. HP fuel pipe to connecting piece 200

5. HP fuel pipe to fuel pump 180

1

3

4

5

2

Fig. 2.4 − 25 Injector, HP fuel pipe

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1. HP fuel pump cover 200

2. HP fuel pump cover 100

3. Stop cylinder bolt 30

4. Stop cylinder piston bolt 80

5. HP fuel pump to engine block 330

6. Bolt connection fuel rack 20

3

4

2 1

5

6

Fig. 2.4 − 26 HP fuel pump

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2.4.4.8. General table of tightening torques for not specified bolt connections

When the tightening torque is not specified, use the values from thetable below.

Unless stated otherwise all threads and contact surfaces of the nuts andbolts should be sparingly lubricated with engine oil before tightening.

For general information, see also:− DIN 13− "VDI Richtliniën 2230"− DIN − 912 − 931 − 933 − 6912 − 7984.

Norm bolt connections

ThreadDim. Pitch

Bolt class TorqueNm

8.8 2,8

M4 0,7 10.9 4,1

12.9 4,8

8.8 5,5

M5 0,8 10.9 8,1

12.9 9,5

8.8 9,5

M6 1,0 10.9 14,0

12.9 16,5

8.8 23,0

M8 1,25 10.9 34,0

12.9 40,0

8.8 46,0

M10 1,5 10.9 68,0

12.9 79,0

8.8 79,0

M12 1,75 10.9 117,0

12.9 135,0

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Norm bolt connections

TorqueNm

Bolt classPitch

ThreadDim.

8.8 125,0

M14 2,0 10.9 185,0

12.9 215,0

8.8 195,0

M16 2,0 10.9 280,0

12.9 330,0

8.8 280,0

M18 2,5 10.9 390,0

12.9 460,0

8.8 390,0

M20 2,5 10.9 560,0

12.9 650,0

8.8 530,0

M22 2,5 10.9 750,0

12.9 880,0

8.8 670,0

M24 3,0 10.9 960,0

12.9 1120,0

8.8 1350,0

M30 3,5 10.9 1900,0

12.9 2250,0

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2.4.5. Adjustments and Tolerances

2.4.5.1. Adjustments

Timing, clearances and settings

Valve clearances engine:− Inlet valve 1.0 mm− Exhaust valve 1.0 mm

Fuel delivery commencement See test recordsOpening pressure of a new fuel injector needle 450 bar

Nominal speed600 rpm

Speed reductionat660 + 10 rpm

Overspeed stopat690 + 10 rpm

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2.4.5.2. Tolerances

Part, measuring point

Sleeve bearings

The engine bearings consist of a steel shell onto which a very tiny bonding ofalmost pure Aluminium. On this bonding is a running layer of Aluminium alloy. It concerns bearings for: − crankshaft − connecting rod big end − camshaft

A bearing is suitable for use as long as:− the shell thickness is expected to stay within the given tolerances, until the

next inspection, (see this chapter). − the inside diameter is within the given tolerances, until the next inspection,

(see this chapter).− the bearing shell is free of 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 by locally melted or smeared lining.

New bearings are treated with a corrosion protection oil that has to be removedbefore mounting.Where bearings show heavy wear grooves in the running layer, the quality of thelubricating oil cleaning process should be observed more carefully.

For determination of wear, engine components and measuringequipment should for some hours first be acclimated at roomtemperature ( 20 °C).

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Part, measuring point Design measurements [mm] No − Go[mm]Max. Min. Clearance [mm]

Lubricating oil pump (chapter 1.2.)

Backlash driving gear wheel (1)lubricating oil pump gear wheel (2) 0.41−0.58

Cooling water pump (chapter 1.4.)

Backlash driving gear wheel (1)H.T. cooling water pump gear wheel(3)

0.44−0.58

Backlash driving gear wheel (1)L.T. cooling water pump gear wheel(4)

0.44−0.58

1

2

3

4

Fig. 2.4 − 27 Gear wheel train

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Cylinder liner (chapter 2.5.)

Cylinder liner diameter:(fig.2.4 − 27 )Level: I, II, III, IV, V

IIIIII, IV, V

380.057 380.000> 380.900> 380.600> 380.300

Cylinder liner cylindricity at TDC 0.02 −−− > 0.06

Cylinder liner height ”A” (incl. “E”) 349.10 349.00 > 348.75

Cylinder liner height ”B” (incl. “E”) 961.1 960.9

Anti polishing ring height ”C” 78.0 77.8

Anti polishing ring wall thickness ”D” 10.740 10.693 > 10.65

Notch height “E” 1.6 1.4

9612DT401

9622DT929

0

92

147202

568

872

B

A

C

D

E

Fig. 2.4 − 28 Measuring the cylinder liner bore

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Main bearing (chapter 2.5.)

Crankshaft journal diameter 380.000 379.964

Crankshaft journal straightness 0.015 −−−

Crankshaft journal coaxially 0.025 −−−

Main bearing housing.bore 400.036 400.000

Main bearing shell thickness 9.883 9.858

Assembled main bearing bore 380.352 380.266

Main bearing clearance (also ’0’−bea-ring)

0.266−0.388

Crankshaft thrust bearing ring thick-ness

15.000 14.950

Crankshaft thrust bearing axial clear-ance

0.25 − 0.50

Camshaft bearing (chapter 2.5.)

Camshaft journal diameter 250.000 249.971

Camshaft bearing housing bore 265.032 265.000

Camshaft bearing bush thickness 7.415 7.395

Assembled bearing bore 250.247 250.175

Camshaft bearing clearance (also’0’−bearing)

0.175−0.276

Camshaft thrust bearing ring thick-ness

12.000 11.950

Camshaft thrust bearing axial clear-ance

0.35−0.55

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C

BD

E A

operating side non−operating sideF

Maintenance ManualWärtsilä 38

2.4 − 115


Crankshaft deflection criteria (chapter 2.6.)

−While measuring the cranckshaft deflections the commissioning report is considered asa reference.−The dial gauge center point on the counterweight is situated 10 mm from the counterweight/ cranckweb mounting face.−Check the cranckshaft alignement accordingly to the procedure in chapter 2.6. All mesure-ments are to be recorded on the special cranckshaft alignement document which is suppliedby Wärtsilä. It’s important each and every data is recorded in the document.−Before taking cranckshaft deflections on an hot engine 2), the dial gauge should be warmedup to the same temperature of the engine in order to avoid temperature influence on thereadings. For instance the dial gauge could be warmed up by placing it on the engine feetfor a while.−Following limits of misalignement are given for both cold and hot engine.

Cold Engine 1) Hot Engine 2)

Description Acceptable[mm]

Acceptable[mm]

Recommendedrealignement

[mm]

Max difference between to oppositereadings 3) on the same cranck 4). 0,050 0,080 0,100

Max difference between the samereadings on two adjacent crancks 4). 0,035 0,060 0,070

Max difference between to oppositereadings 3) on the end cranck ifcoupled to the installation (verticaldirection).

0,100 0,100 0,120

Max difference between to oppositereadings 3) on the end cranck and it’sadjacent cranck when coupled to theinstallation (vertical direction).

0,070 0,070 0,080

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2.4 − 116

Part, measuring point1) At ambient temperature.2) At normal operation temperature, which means within 40 minutes after engine running formore than 6 hours at 60 % load at least.3) The opposite reading to C is F, between A and E.4) Except for a coupled end cranck.

NOTE:−Not coupled to the installation means both the free and driving end of the engine must befree from extra loads as for instance the weight of elastic couplings.−If the values are exeeding the limits: −Check measurement tool and procedures, see section 2.6.1. −Check foundation and engine alignement to the driving shaft. Realign if needed.

To investigate the cause for too high deflection values, please note the following matters:−Temperature level of the crankcase, in relation to the temperature level in the upper partof the engine block, have to be observed, big temperature differences causes bending ofthe engine block.−The coupling alignment have to be checked or otherwise the cranckshaft should be un-coupled from its driven equipment.

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Big end bearing (chapter 2.6.)

Crank pin diameter 360.000 359.964

Crank pin straightness 0.015 −−−

Crank pin coaxially 0.015 −−−

Connecting rod big end bore * 378.036 378.000

Big end bore circularity * 0.020 −−− > 0.050

Big end bearing shell thickness 8.916 8.891

Assembled bearing bore * 360.319 360.234

Difference between bore ”A” and ”B”*

> 0.020

Big end bearing /.crank pin clearance 0.234−0.355

* Big end bores only to be measured with assembled connectingrod.

A B

Fig. 2.4 − 29 Measuring the big end bore

Note!

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2.4 − 118


Piston / Gudgeon (chapter 2.6.)

Gudgeon pin diameter 175.000 174.988 < 174.970

Connecting rod small end bore 195.029 195.000

Small end bearing bush thickness 9.940 9.925

Assembled small end bearing bore 175.179 175.120

Gudgeon pin bearing clearance 0.120−0.191

Gudgeon pin bore in piston 175.075 175.050 >175.077

Clearance gudgeon pin − piston 0.050−0.087

Axial clearance small end bearing −− piston

0.4 − 0.7

Piston− Compression ring 1 gap− Compression ring 2 gap− Oil scraper ring gap

0.8−1.22.0−2.41.2−1.65

Piston ring height: 9.987 9.965

Piston ring groove height:− Groove 1− Groove 2− Groove 3

10.2310.1810.09

10.2010.1510.06

> 10.50> 10.50> 10.20

Piston ring axial clearance:− Compression ring 1

− Compression ring 2

− Oil scraper ring

0.213−0.2650.163−0.2150.073−0.125

Piston diameter at bottom in crossdirection of engine

379.780 379.750

Corresponding clearance piston −liner

0.220−0.307

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2.4 − 119

No − Go[mm]

Design measurements [mm]Part, measuring point No − Go[mm]ClearanceMin.Max.


Valves (chapter 2.7.)

Exhaust valve guide inner diameter 28.161 28.134 > 28.300

Inlet valve guide inner diameter 28.161 28.134 > 28.300

Valve stem diameter level: I, II, III 28.000 27.979 < 27.900

Exhaust valve stem clearance 0.134−0.182

> 0.350

Inlet valve stem clearance 0.134−0.182

> 0.350

Inlet Valve disc hight at ”A” 13.00 12.90 < 12.00

Exhaust Valve disc hight at ”A” 12.00 11.90 < 11.00

Valve disc burning in wear at ”B” > 1.0

Oscillation of valve stem and disc at”C”

0.03 > 0.06

Free length of valve springs 201.00 199.00

A

I

C

0 66 110 325

C

II III

C

B

Fig. 2.4 − 30 Valve stem and valve disc burning in wear

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2.4 − 120

+0,0

− 0,2D 141

+0,0

− 0,2D 118

D 106

D 118

− 0,2°

− 0,3°30°

30°− 0,1°

+0°

20°

D 141+0,0− 0,1+0,2

− 0,0

D 116+0,0− 0,1+0,0− 0,5

D 28+0,0

− 0,1

0,03

13+0,0+0,0

− 0,1

Fig. 2.4 − 31 Inlet valve and valve seat in cylinder head

D 111+0,0

− 0,2

(D 99)

D 104

D 133+0,2

− 0,0

40°− 0,1°

− 0,2°

+0,0

− 0,5

D 131+0,2

+0,0

D 109

0,03

D 28h7

12+0,0

− 0,0

40°16’+3’

− 3’

Fig. 2.4 − 32 Exhaust valve and valve seat in cylinder head

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2.4 − 121


Gearwheel train (chapter 2.8.)

Backlash crankshaft gear wheel (1)−large intermediate gear wheel (2)

0.21−0.47

Backlash small intermediate gearwheel (3) − camshaft gear wheel (4)

0.13−0.34

Axial clearance intermediate gear-wheel

0.50−0.99 < 0.50> 1.10 *

* Clearance measured with engine at ambient temperature.

1

2

3

4

Fig. 2.4 − 33 Driving gear

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Governor drive (chapter 2.8.)

Backlash worm (1) −worm wheel (2) 0.1−0.4

Axial clearance worm shaft (3) 0.2−0.5

* Clearance measured with engine at ambient temperature.

1 2

3

Fig. 2.4 − 34 Governor drive

Note!

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Valve mechanism (chapter 2.8.)

Tappet guide bore (1) 92.035 92.000 > 92.100

Tappet diameter (2) 91.928 91.893 < 91.850

Clearance tappet / tappet guide 0.072−0.142

> 0.200

Pin diameter (3) 40.000 39.984

Pin bore in the tappet (4) 40.020 40.005

Clearance pin / bore in the tappet 0.005−0.036

Roller bore (5) 50.041 50.025

Bearing bush outer diameter (6) 49.947 49.930 < 49.900

Clearance bearing bush /.roller 0.078−0.111

> 0.150

Bearing bush bore (6) 40.050 40.030 > 40.080

Clearance bearing bush bore /.pin 0.030−0.066

> 0.100

Rocker arm bearing bore (9) 85.102 85.050 > 85.170

Rocker arm shaft diameter (10) 85.000 84.978

Clearance shaft / rocker arm bearing 0.050−0.124

Bridge piece pin diameter (11) 25.041 25.028

Pin bore in bridge piece (12) 25.098 25.065 > 25.158

Clearance pin / bore bridge piece 0.024−0.06

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1,2 9,10

12

11

3 6

4,5

Fig. 2.4 − 35 Valve drive mechanism

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Fuel pump bracket (chapter 2.9.)

Tappet diameter (2) 114.928 114.893 < 114.80

Tappet guide bore (1) 115.035 115.000 >. 115.10

Clearance tappet / tappet guide 0.072 −0.142

> 0.200

Pin diameter (3) 50.000 49.989

Pin bore in tappet 50.020 50.005

Clearance pin / pin bore in tappet 0.005 −0.031

Roller bore (4) 50.105 50.080

Clearance pin / roller bore 0.080 −0.116

> 0.150

1

2

34

Fig. 2.4 − 36 Fuel pump bracket

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Injection system (chapter 2.9.)

Nozzle needle lift ’A’ 0.87 0.83 > 0.93

Distance ’X’ fuel pump 44.05 43.95

’A’

Fig. 2.4 − 37 Nozzle

“x”

See chapter 2.9

Fig. 2.4 − 38 HP fuel pump adjustment

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2.4.6. Dimensions and masses

Item Description [kg] Item Description [kg]

1. Main bearing shell 7 8. Crank pin bearing shell 11

2. Cylinder liner 612 9. Piston + pin 195

3. Cylinder head 690 10. Connecting rod 304

4. Inlet and exhaust valve 6+6 11. Crankshaft gearwheel 219

5. Valve spring 3 12. Camkshaft gearwheel 147

6. Fuel injector 1 13. Intermediate gearwheels 202

7. Piston pin bearing bush 6 14. Fuel pump 58

1. 2. 3. 4. 5.

7.6. 8. 9. 10.

11. 12. 13. 14.

Fig. 2.4 − 39 Engine components

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Turbocharger A [mm] B [mm] C [mm] Weight [kg]

TPL 65 890 870 1545 835

TPL 69 1045 1025 1855 1475

TPL 73 1220 1195 2155 2170

A

B

C

Fig. 2.4 − 40 Turbochargers

Charge air cooler insert D [mm] E [mm] F [mm] Weight [kg]

6L38B 690 850 1220 550

8L38B 690 850 1220 650

9L38B 690 850 1220 650

12V38B 670 810 1255 700

16V38B 670 810 1255 750

18V38B 670 810 1255 750

E

D F

Fig. 2.4 − 41 Charge air cooler inserts

−o−o−o−o−o−

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Wärtsilä 38

2.5 − 1

2.5. Engine Block with Bearings andCylinder Liner

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Wärtsilä 38

2.5 − 2

2.5.1. Engine block

The engine block is a one piece stiff nodular cast iron component ableto absorb internal forces. The engine block carries the underslungcrankshaft. The nodular cast iron main bearing caps (1) are tightenedby hydraulically tensioned studs, two vertically (main bearing cap)studs (2) and two horizontally (side) studs (3). Together they provide avery rigid crankshaft bearing construction.

Camshaft bearing pockets (4), charge air receiver (5) and mainlubricating oil supply manifold (6) are incorporated in the engine block.The sump mounted under the engine block is sealed by a rubber stringgasket. The crankcase covers are also sealed by a rubber string gasket.A number of crankcase covers are equipped with explosion relief valves.

5

1

2

3

4

6

Non−operating side

Operatingside

Fig. 2.5 − 1 Engine block (view free−end side)

For maintenance background information, safety aspects,intervals, tolerances, tools and hydraulic tightening procedures,see chapter 2.4.

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2.5 − 3

2.5.2. Main bearings

2.5.2.1. General

In order to mount the bearing caps always in the same position, it isnecessary to pre−tighten the side stud at the B−bank side first, beforetightening the main bearing cap studs.

It is essential to follow the sequence described in this chapter of themanual to avoid bearing and crankshaft damages.

Main bearing shells are axially guided by lugs to obtain a correctposition during assembly. The crankshaft axial locating bearing,number ’0’, differs from the other bearings. The axial forces of theengine are taken by two sets of thrust rings to limit the axialdisplacement of the crankshaft.

Bearing shells are of a bi−metal type. All main bearing caps areprovided with a temperature sensor. If abnormal temperatures appearthe suspected bearing and crankshaft deflections and the alignmenthave to be checked.

For maintenance intervals, tolerances, inspections and backgroundinformation of hydraulic tightening procedures, see chapter 2.4.

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2.5 − 4

2.5.2.2. Removal of a main bearing

Never remove two main bearings mounted side by side at the same time.

Removal side stud nutsRemove the crankcase covers on both sides of the main bearing to

be inspected.

Remove the protecting caps from the side studs concerned.

Disconnect the temperature sensor from main bearing cap. Removebolts holding the temperature sensor cable.

Take care not to damage the cable and sensor, see fig. 2.5 − 2 .

Fig. 2.5 − 2 Position bearing temperature sensor

Warning!

1

2

3

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2.5 − 5

Turn the hydraulic bolt tensioner 9653DT903 on the side studscompletely.

Connect HP hoses 9612DT961 between jacks 9653DT903 andhydraulic pump 9612DT212. Open the release valve at the pump.

9612DT212

9612DT961

9653DT903

9653DT903

”X”

Fig. 2.5 − 3 Positioning jack on side stud

Check if there is no clearance at �X" between the distance sleeveand the jack. If there is any clearance turn the jack further on with thehydraulic hoses connected until jack pistons are forced at bottomposition. After the pistons are at bottom position turn the jacks one fullturn counter clockwise.

See section 2.4.4.3. for jack pressures and nut shifting.

Pressurise jacks till final stress value, see section 2.4.4.3. Check atwhich pressure the nut comes loose.

Loosen side stud nuts with tool pin 9612DT100 about 5 to 6 holes.

Open release valve and slowly lower pressure till zero.

Check if the jacks and the nuts of the side studs are loose andremove the tool set

Do not remove the side studs yet.

4

5

6

Note!

7

8

9

10

Note!

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2.5 − 6

Removal of main bearing cap nutsPlace trolley 9622DT901 on the sliding bars in the crankcase, see

fig. 2.5 − 4 .

Place in the recesses in the top plate of the trolley the hydraulicjacks 9622DT232 from tool set 9622DT910.

Place one by one from tool set 9622DT149 the distance pieces9622DT236 on the jacks and the tie rods 9622DT237 into the distancepieces. The lifting tool can be raised and lowered with spindle (1) tofacilitate the insert of the tools.

Raise the lifting tool by means of the spindle (1) till the tie rods arejust a few mm free from the main bearing cap stud.

Level with adjusting bolts (2) the trolley in such a way that thedistance �X� is equal on both sides of the distance pieces. See fig.2.5 − 4 .

Turn the tie rods completely on the studs.

Raise the lifting tool further till the distance pieces are just touchingthe bearing cap. Check if the tie rods are completely on the studs.

Turn the knurled nuts 9622DT233 on the tie rods and tighten withtool pin 9612DT100.

Lower the lifting tool

Connect the hoses 9612DT961 to the hydraulic pump 9612DT212,open the release valve on the pump and tighten the knurled nuts firmlyto force the jack pistons in bottom position.

After the jack pistons are in bottom position turn both knurled nutsone full turn counter clockwise.

Close the release valve on the pump and pressurise the jack till finalstress value. See section 2.4.4.3.

The main bearing cap nuts should now be free from the bearingcaps. Loosen the nuts one full turn (8 holes).

Slowly lower the hydraulic pressure till zero and check if theknurled nuts and the main bearing cap nuts are loose.

Remove the main bearing jacks using the trolley.

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

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2.5 − 7

A

A

9622DT236

9622DT233

9622DT232

9622DT901

9622DT236

1

2

X X

9622DT236

9622DT237

9622DT901

9622DT2329622DT233

2

A−A

Fig. 2.5 − 4 Positioning the main bearing jacks

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2.5 − 8

Lowering main bearing capTurn the lifting tool spindle (1) by hand to elevate the main bearing

cap a little, see fig. 2.5 − 4 .

Hold bearing cap in position and remove the bearing cap nuts.

Remove carefully the side studs.

Lower main bearing cap.

If it is not possible to lower the main bearing cap loosen the sidestuds of the adjacent main bearing caps.

Removal of the bearing shellsWith the main bearing cap in lowest position the lower bearing shell

can be taken out of the main bearing cap manually

In some cases the upper bearing shell can be pushed out manually.If the bearing shell cannot be pushed out manually, then make use of thebearing shell driver 9622DT152, see fig. 2.5 − 5 .

9622DT152

Fig. 2.5 − 5 Bearing shell driver

Bar the crankshaft to make the lube oil hole in the crankshaftjournal fully visible.

Insert bearing shell driver into the lube oil hole.

Carefully bar crankshaft till driver starts pushing against thebearing shell and turn slowly further.

After most of the bearing shell is pushed out of the housing theremaining part can be slide out manually.

26

27

28

29

Note!

30

31

32

33

34

35

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2.5 − 9

2.5.2.3. Inspection of main bearings and journals

Main BearingsClean bearing shells and check for wear, scoring and other damages.

JournalsMain bearing journals should be inspected for surface finish.

Damaged journals, i.e. rough surface, scratches, marks, indents etc.should be polished.

No scraping of bearing shells, caps and housings is permitted.

2.5.2.4. Main bearing assembling

Bearing shell mountingClean both main bearing shells, cap and journal very carefully.

Degrease new bearings before mounting.

Oil upper bearing shell only at running side. Avoid any oil at theback side of the shell and bearing cap.

Place end of bearing shell in slot of housing with lug guiding in oilgroove and push shell manually as far as possible. Usually it is possibleto mount bearing shell manually in position. Support shell sufficientlyby hand, see fig. 2.5 − 6 .

Take care part no. on main bearing shell is facing th e driving end ofthe engine and the location lug is in the correct position.

PUSH BY HAND

PUSH BY HAND

Fig. 2.5 − 6 Inserting main bearing shell

1

2

Note!

1

2

3

Note!

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2.5 − 10

If the bearing shell cannot completely be inserted manually, insertdriver 9622DT152 into the lube oil hole. See fig. 2.5 − 7 .

Bar crankshaft carefully until bearing shell is pushed into position.Take care not to damage the bearing shell lug during turning in.

Remove driver.

9622DT152

Fig. 2.5 − 7 Pushing the upper main bearing shell into position

Oil the lower bearing shell only at the running side. Avoid any oilat the back side of the bearing shell.

Place lower bearing shell in main bearing cap with part no. facingto the driving end of the engine. Make sure the bearing shell positioninglug fits in the recess of the bearing cap, and contact faces are free fromdamages and indents.

Lifting the bearing capLubricate the bearing cap guiding sides.

Use trolley for main bearing 9622DT901 to elevate main bearingcap against cylinder block, see fig. 2.5 − 4 .

With main bearing cap in top position turn on bearing cap nuts.Tighten nuts firmly with tool pin 9612DT100.

Lower the lifting tool.

4

5

6

7

8

9

10

11

12

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2.5 − 11

Mounting side studsFit both bearing cap side studs after cleaning and oiling.

After the studs are completely turned in, turn the studs about 20 °counter clockwise. The side studs should not touch the main bearing capstuds

Tighten the nuts at both side studs by hand, with tool pin9612DT100

Side stud non operating side1st step

− Turn tie rod 9622DT126 of tool set 9622DT913 completely on sidestud at non operating side only, see fig. 2.5 − 3 .

− Place distance sleeves 9622DT125 and jack 9622DT232 over the tierod and tighten knurled nut 9622DT233 with the tool pin9612DT100

− Connect hose 9612DT961 between jack and pump 9612DT212, openrelease valve at pump and tighten knurled nut further to force thejack piston in bottom position.


− Pressurize jack till pre−stress value of the first step and tighten sidestud nut firmly with tool pin.

− Check with feeler gauge of 0.05 mm for any clearance between nutand contact face. Clearance should not exist.

− Slowly lower pressure till zero. Tighten the knurled nut to force thejack piston to bottom position.

− Do not remove the hydraulic tools from the side stud.

Main bearing cap studsFit the main bearing cap tool set 9622DT149 and jacks 9622DT232

with knurled nuts 9622DT233 as mentioned in section 2.5.2.2. and takecare the jack pistons are in bottom position before pressurizing.

1st step

− Close the release valve at the hydraulic pump and pressurize thejacks till the pre−stress value of the first step.

− Tighten the bearing cap nuts with the tool pin.

− Open release valve at the pump and slowly lower the jack pressuretill zero.Tighten the knurled nuts firmly to force the jack pistons in bottomposition.

13

14

15

16

Note!

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18

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2.5 − 12

2nd step

− Check if the jack pistons are completely in bottom position.

− Close the release valve at the hydraulic pump and pressurize thejacks till final stress value of the second step.

− While firmly tightening the nuts, count and note the number of holesthe nuts can be shifted. The nut shifting should be equal for all thenuts.

− Check if the number of holes which the nuts are shifted are withinthe values mentioned in section 2.4.4.4.

− Open release valve at the pump and slowly lower the jack pressuretill zero. Tighten the knurled nuts firmly to force the jack pistons inbottom position.

3rd step

− Close release valve and pressurize the jacks till final stress value ofthe third step and tighten the nuts with the tool pin further. Thisshould be possible over a few degrees only.

− Open release valve at the pump and slowly lower the jack pressuretill zero.

4th step

− Close release valve and pressurize the jacks till final stress value ofthe fourth step and try to tighten the nuts with the tool pin further.This should not be possible.


− Disconnect the hoses and use the trolley to remove the tool set.

19

20

21

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2.5 − 13

Side stud non operating side continued2nd step

− Connect the jack with the pump and open release valve tighten theknurled nut to force the jack piston to bottom position and loosenknurled nut one full turn.

− Close the release valve at the pump and pressurize the jack tillpre−stress value of the first step. Loosen the side stud nut.


− Check for clearance between hydraulic tools and engine block, so theside stud finds its own stress−free position. Tighten the side studnut again with the tool pin.

− Close the release valve at the pump and pressurize the jack again tillpre−stress value of the first step. Firmly tighten the side stud nut.

− Open release valve at the pump and slowly lower the jack pressuretill zero. Tighten the knurled nut to force the jack piston in bottomposition.

− Close the release valve at the hydraulic pump and pressurize the jacktill final stress value of the second step.

− While firmly tightening the nut, count and note the number of holesthe nut can be shifted.

− Check if the number of holes which the nut has shifted is within thevalue mentioned in section 2.4.4.4.

− Open release valve at the pump and slowly lower the jack pressuretill zero. Tighten the knurled nut to force the jack piston in bottomposition.

3rd step

− Close release valve and pressurize the jack till final stress value of thethird step and tighten the nut with the tool pin further. This shouldbe possible over a few degrees only.

− Open release valve at the pump and slowly lower the jack pressurestill zero.

4th step

− Close release valve and pressurize the jack till final stress value of thefourth step and try to tighten the nut with the tool pin further. Thisshould not be possible.


− Disconnect the hose and remove the tool set.

22

23

24

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2.5 − 14

Side stud operating side1st step

− Turn tie rod 9622DT126 of tool set 9622DT913 completely on sidestud at operating side. See fig. 2.5 − 3 .

− Place distance sleeves 9622DT125 and jack 9622DT232 over the tierod and tighten knurled nut 9622DT233 with the tool pin9612DT100

− Connect hose 9612DT961 between jack and pump 9612DT212, openrelease valve at pump and tighten knurled nut further to force jackpiston into bottom position.


− Pressurize jack till pre−stress value of the first step and tighten sidestud nut firmly with tool pin.

− Check with feeler gauge of 0.05 mm for any clearance between nutand contact face. Clearance should not exist.

− Slowly lower pressure till zero. Tighten the knurled nut to force thejack piston to bottom position.

2nd step

− Check if the jack piston is completely in bottom position.

− Close the release valve at the hydraulic pump and pressurize the jacktill final stress value of the second step.

− While firmly tightening the nut, count and note the number of holesthe nut can be shifted.

− Check if the number of holes which the nut is shifted is within thevalues mentioned in section 2.4.4.4.

− Open release valve at the pump and slowly lower the jack pressuretill zero. Tighten the knurled nut firmly to force the jack piston inbottom position.

3rd step

− Close release valve and pressurize the jack till final stress value of thethird step and tighten the nut with the tool pin further. This shouldbe possible over a few degrees only.

− Open release valve at the pump and slowly lower the jack pressurestill zero.

25

Note!

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27

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2.5 − 15

4th step

− Close release valve and pressurize the jack till final stress value of thefourth step and try to tighten the nut with the tool pin further. Thisshould not be possible.


− Disconnect the hose and remove the hydraulic tools from the side stud.

− Check if it is possible to move the connecting rod easily in axialdirection. If not the cause must be found

Fit the protecting caps on the side studs concerned.

Re−install the bearing temperature sensor and check the properindication.

Inspect the crankcase for cleanness e.g. forgotten rags or tools.

Run the pre−lubricating oil pump and check the bearinglubrication.

Close the crankcase.

28

29

30

31

32

33

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2.5 − 16

2.5.3. Crankshaft axial locating bearing

The axial crankshaft locating bearing is located at the driving end of theengine. This bearing is further referred as the ’0’−bearing (zero−bearing). The construction is similar to other main bearings howeverthe ’0’−bearing cap and bearing shells are different in dimensions. Theaxial forces of the engine are taken by two sets of thrust rings (1), whichare accommodated in recesses on both sides of the the bearing housingof the engine block and bearing cap. The axial movement of thecrankshaft is limited by these thrust rings. The lower thrust rings areheld in position against rotation by a locating pin (2) in the cap (3). The’0’−bearing cap is axially guided during lifting by four guiding strips(4), mounted on the cap. See fig. 2.5 − 8 .

Main bearingno. 1

Main bearingno. 0

3

2

1

4

Driving end

Fig. 2.5 − 8 Crankshaft axial locating bearing

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2.5 − 17

2.5.3.1. Removal of the ’0’−bearing

Never remove the main bearing next to the ’0’−bearing at the sametime and never move the crankshaft in axial direction by exerting aforce on the counter weights.

Before removal of the ’0’−bearing, first measure the axial clearance ofthe crankshaft. To be able to measure this clearance it is necessary tomove the crankshaft to and fro in axial direction.The removal procedure for the crankshaft axial locating bearing is thesame as for the other main bearings.

Measuring the axial clearance.Pre−lubricate the engine for a few minutes.

Move the crankshaft to and fro in axial direction e.g. with a jackingbolt between flywheel and engine block or foundation.

Move the crankshaft as far as possible to the driving end side.

Move the crankshaft as far as possible to the free end side.

Move the crankshaft again as far as possible to the driving end sideto be sure there is no oil film between the axial bearing rings.

Place a dial gauge between engine block and flywheel and adjust itto zero.

Move the crankshaft as far as possible to the free end side and readthe dial gauge.

Note the value found, and verify the clearance with thecommissioning report, see also chapter 2.4.5.2. for the nominalclearance.

Removal of ’0’−bearing.Remove the ’0’−bearing cap and bearing shells according to the

procedure mentioned in section 2.5.2.2. Inspect bearing and journalaccording to section 2.5.2.3.

With the ’0’−bearing cap in lowest position both axial lower thrustrings (1) can be removed. The lower thrust rings are secured by locatingpins (2) in the main bearing cap. See fig. 2.5 − 8 .

Slide the upper thrust rings downwards, these rings are notsecured.

Warning!

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2.5.3.2. Inspection of axial thrust rings and thrust collars on the crankshaft.

Clean the thrust rings and check for wear, scoring and other damages.

Clean running surfaces of the crankshaft and inspect for surfacefinish, scoring and wear. See chapter 2.4.5.2. for tolerances and wear.

2.5.3.3. ’0’−bearing assembling

Mount upper and lower bearing shells. See chapter 2.5.2.4.

Slide the clean upper thrust rings in the recesses.

Fit the lower thrust rings in the recesses of the bearing cap. Takecare the locating pins fit properly.

Check if strips (4) on the bearing cap are still tighte ned and if lockingplates are in good condition, see fig. 2.5 − 8 .

Lift the ’0’−bearing cap into position and tighten bearing cap studsand side studs by hand using the tool pin.

Position the axial lower and upper thrust rings in line by moving thecrankshaft to and fro in axial direction e.g. with a jacking bolt betweenflywheel and engine block or foundation.

Place a dial gauge between engine block and flywheel and makesure that there is axial clearance.

Move the crankshaft as far as possible to the driving end side andkeep it in position and adjust the dial gauge on zero.

Tighten the side studs and bearing cap studs according to thesequence mentioned in section 2.5.2.4.

Move the crankshaft to and fro in axial direction.

Check the axial clearance, note the value found and verify theclearance with the commissioning report, see also section 2.4.5.2. for thenominal clearance.

Re−install the bearing temperature sensor and check the properindication.

Fit the protecting caps on the side studs concerned.

Inspect the crankcase for cleanness e.g. forgotten rags or tools.

Run the pre−lubricating oil pump and check the bearing lubrication.

Close the crankcase.

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2.5.4. Camshaft bearings

The camshaft bearing bushes (1) are shrunk in housings machined inthe engine block. The bearing bushes can be inspected and measuredafter removing the camshaft section (2) and journal (3).In this section only the removal and mounting procedure of thecamshaft bearing bushes located in the engine block are described. Thecamshaft bearing bush (0) at the driving end is the ’0’−bearing bush,the next is bearing bush is number 1 etc.For camshaft and camshaft drive see section 2.8.1.

3 21 4 0

Fig. 2.5 − 9 Camshaft and axial bearing assembly

2.5.4.1. Inspection of the camshaft bearing bush

Remove the camshaft section and journal of the bearing bush to beinspected, see section 2.8.2. In case of the ’0’−bearing the camshaftgearwheel (4) with shaft has to be removed, see section 2.8.1.2.

Clean the camshaft bearing bush and check for wear, scoring ordamages. See chapter 2.4.5.2. for measurements and tolerances.Camshaft bearing bushes are made of bi−metal.

If the inspected bearing bush is worn the others will most p robablybe in the same condition and have to be inspected as well.

The camshaft bearing journals should be inspected for surfacefinish. Damaged journals, i.e. rough surface, scratches, or otherdamages. See section 2.4.5.2. for measurements and tolerances.

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2.5.4.2. Removal of the camshaft bearing bush

If the camshaft bearing bush has to be renewed it is necessary to removethe camshaft sections on both sides of the bearing concerned.

Mount the extracting tools according to fig 2.5 − 10 .

Connect hydraulic jack 9622DT148 with hose to pump 9622DT133.

Tighten nut (1) and pressurize the jack to extract the bearing bushout of the housing.

1

9622DT148

9622DT908

9622DT133

Fig. 2.5 − 10 Connect the hoses to the pump

Stop extracting when the jack piston protrudes 48 mm (which isnearly the max. stroke of the jack). At this point open the release valveat the pump and push down the jack piston by tightening nut (1).

Pressurize the jack again and force the bearing bush in this secondstroke completely out of the housing. Take care for the weight of the tooland bearing bush.

Take care for the weight of the tools when the bearing comes free.

Remove the tool set and bearing bush.

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2.5.4.3. Mounting the camshaft bearing bush

Clean the camshaft bearing bush housing in the engine block andcheck the bore carefully for any damage.

Cool the new bearing bush in liquid nitrogen till a temperature ofapprox. −180°C. This temperature is achieved on the moment the liquidnitrogen stops bubbling.

Wear special low temperature resistance gloves and sa fety glasses!Insert the bearing bush by hand in the camshaft bearing bush

housing.

The lube oil supply hole in the bearing bush has to come in line withthe lube oil supply hole in the engine block. Use tool pin 9612DT257 toposition the bearing bush.

The lube oil supply hole of the ’0’−bearing should have the sameposition as the other bearing bushes, but tool pin 9612DT257 cannot be used. There is no supply hole in the engine block, but agroove. Keep the outside of the bearing bush in line with the outsideof the engine block, see fig 2.5 − 11 .

Mount the camshaft journal and camshaft sections, tappets, pushrods, and fuel pumps. See the chapters concerned.

Remove tool set and adjust valve clearances.

Check the camshaft spaces for cleanness and lubrication and closethe camshaft covers.

Fig. 2.5 − 11 ’0’−bearing bush in engine block

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2.5.5. Cylinder liner

The cylinder liner (1) is centrifugally cast of a special cast iron alloy. Thecollar is equipped with bores (2) for cooling of the upper part. The innerpart of the collar is provided with an anti polishing ring (3). The lineris secured during maintenance by clamps (4).The cooling water space(5) is sealed by sealing compound between engine block and liner at (6),and by O−rings at (7). The bottom part of the liner is supported by a rim(8). Space (9) is not specially cooled, but is in open connection to thecrankcase via two flat sides (10) at the lower part of the liner. The linertemperature is monitored by 2 sensors fitted in drillings (11) at theexhaust side.

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4

9

8

75

6

211

3

10

Fig. 2.5 − 12 Liner in engine block

2.5.5.1. Inspection of the cylinder liner

The inside of the cylinder liner can be inspected by endoscope, or afterremoval of the cylinder head. For complete maintenance the cylinderliner has to be removed.

For maintenance schedule see chapter 2.4.1.

Clean the cylinder liner cooling water spaces and inspect the contactfaces in the engine block during cylinder liner overhaul.

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2.5.5.2. Removal of the cylinder liner

Drain the engine cooling water and remove the cylinder head andpiston with connecting rod. See chapter 2.6. and 2.7.

Remove the cylinder liner clamps (2).

Disconnect the plug of the cylinder liner temperature sensors.

Fit the cylinder liner lifting device 9622DT914 in position andtighten the nuts (1) lightly. Check that the lower part (3) of the liftingdevice fits properly in the bore and against the bottom part of the liner.

41

2

3

Fig. 2.5 − 13 Liner lifting device

Remove eye bolt (4) and place extracting tool 9622DT915 andhydraulic jack 9622DT148. Secure the jack and connect with pump9622DT133. See fig 2.5−15

Apply plastic lining to prevent that water or dirt can enter the enginesump or the oil supply holes in the crankpin when the liner comes free.

Pressurize the jack and pull the cylinder liner free from the jointfaces. The maximum stroke of the jack is 48mm. If necessary shortenthe effective tie rod length.When the liner starts to move freely, remove the extracting tool and fiteye bolt in the correct position

Use a crane to lift the liner further carefully out of the cylinderblock.

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9622DT915

9622DT133

9622DT148

Fig. 2.5 − 14 Lifting the cylinder liner

Remove the tools.

Mind the centre of gravity during handling of the cylinder liner andtake care of damage. Free standing liners must be properlysupported.

CENTRE OF GRAVITY

Fig. 2.5 − 15 Centre of gravity

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2.5.5.3. Mounting the cylinder liner

Measuring of the cylinder liner can be done in the engine as well asdetached.

Measure the cylinder liner inner diameter with tool 9612DT401 andrecord readings. Use the liner measuring strip 9622DT929 for therequired reference heights.

9622DT929

9612DT401

92147202

568

8722

1

Fig. 2.5 − 16 Measuring the cylinder liner bore

Clean the sealing faces of engine block and liner carefully. Ifnecessary the sealing faces can slightly be lapped with a lapping ring.

In case of indents or other damages of the sealing faces of the engineblock and\or liner, they have to be reconditioned by grinding.

Clean the grooves for the O−rings (1) and replace both O−rings,apply a thin layer of silicon grease on the O−rings and Molycote TP 42at rim (2). See fig. 2.5 − 17

Clean and inspect the sealing face locations of the liner O−rings inthe engine block. Lubricate the topside edge of the engine block withsilicon grease.

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Place positioning tool 9622DT926 with positioning pins in thecooling bores marked with ’X’. Marks ’X’ on the tool must correspondwith the marks ’X’ on the liner rim. See fig. 2.5 − 17 .

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4

9622DT926

Fig. 2.5 − 17 Marks on cylinder liner

Apply a thin layer of sealing compound on the engine block sealingface. For sealing compound see the Parts Catalogue.

Let the tool bar slide between cylinder head stud (3), at inlet side,and stud (4) during lowering of the liner. See fig. 2.5 − 17 .

Lower the liner carefully into the bore of the engine block.

Apply a little force to press the liner O−rings in the engine blockbore till the collar rests on the engine block.

Mount clamps (2) see fig 2.5 − 13 and tighten the cylinder linerclamp bolts to the stated torque according the table of section 2.4.4.8.

Connect the plug of the temperature sensors.

Mount the piston with connecting rod. Mount the cylinder head andrefill the engine with cooling water. See chapters 2.6. and 2.7.

Check the O−ring seals on water leakage.

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2.5.6. Replacing cylinder head stud

Fit tool 9612DT976 onto the stud and tighten the bolt on top of it.Loosen the stud by using a spanner(46mm) on the bolt (the bolt isprovided with left−handed thread).

9612DT976

12

”Y”

9653DT902

Fig. 2.5 − 18 Replacing cylinder head stud

Clean thread and recess in top of the engine block and check forcorrosion.

Clean both thread ends of the stud and check the thread ends arefree of damage by using cylinder head nut and by turning the stud in andout the threaded hole in the engine block.

Grease the thread of the lower part of the stud and turn the studinto the threaded hole in the engine block. For grease see partscatalogue.

Tighten the stud with a torque spanner and socket of 55 mm, seesection 2.4.4.5.

Fill the gap (1) between engine block and stud with storage oil tillmeasurement �Y" (50 mm from top side cylinder block). Place theO−ring at (2) with the aid of tool 9653DT902 between the stud andengine block to avoid liquids penetrating and causing corrosion, see fig.2.5 − 18 . For storage oil see parts catalogue.

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2.5.7. Crankcase safety valves

Crankcase explosions result from ignition of a combustible mixture oflubricating oil, fuel oil or gas and air. Combustion pressure, whichdevelops following ignition within the confined space, frequentlyexceeds the strength of the crankcase housing or covers, causingdestructive failure. The ignition source may be gas blow–by or anoverheated engine part.

Any part moving relative to another potentially can become excessivelyhot through friction to initiate combustion if not lubricated or cooledproperly. All bearings, bushing, thrust surfaces, pistons, etc. as well asthe surfaces these parts touch, are included. Broken piston or rings thatallow fire in the combustion chamber to blow through to the crankcaseis also a source of crankcase ignition.

Operators must recognize that all engine/compressors have thepotential to develop hot spots capable of igniting crankcase vapours andproducing a crankcase explosion. The potential can be reduced or safelycontained by attention to good maintenance practices.

Engine stop / cool down periodIf a crankcase explosion occurs, allow the equipment to cool down atleast 15 minutes before attempting to open any crankcase cover doors.The heat inside the crankcase will promote an inrush of fresh air whencover doors are removed and hot spots remaining from the explosionmay cause a violent secondary explosion.

If smoke is observed coming from crankcase vents ore breathers, safelyshut down the equipment and vacate the area.

Smoke from vents or breathers (especially white smoke) is an indicationthat a hot spot is vaporizing lubricating oil and is often observed as aprecursor to a crankcase explosion.

A sudden increase in crankcase pressure is an indication of gas blow–byprobably caused by broken piston rings indicates an increased risk of acrankcase explosion.

WorkingA corrugated plate valve (1), see fig. 2.5 − 19 , is by a conical shapedspring (2) forced on an O–ring seat (3) closing the crankcase to theoutside. In case of an excessive overpressure (explosion) the plate valveis forced into open position allowing gasses to escape through a numberof baffle plates (4). The baffle plates extinguish the flames. The conicalshape spring closes the plate valve and avoids the entering of fresh air.

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Maintenance

Periodically open the plate valve manually over the full stroke andcheck plate valve returns to its seat without hamper, see section 2.4.1.

Check conical spring on spring force. Renew oxidised springs.

Periodically renew all O–rings, see chapter 2.4.1..

Check by feeler gauge if plate valve is resting on the O–ring and noton the steel O–ring housing.

After O–ring renewal move plate valve manually over the fullstroke, see point 1.

Openposition

Closedposition

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Fig. 2.5 − 19 Crankcase safety valve

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2.6. Crankshaft, intermediate (PTO)shaft, connecting rod, piston

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2.6.1. Crankshaft

The crankshaft design features a very short cylinder distance with amaximum bearing width resulting in a short engine. The crankshaft isforged from one piece of high tensile steel.

Counterweights are mounted hydraulically onto the crankshaft webs.Main bearings and big end bearings are of the bi−metal type with a steelback and a soft running layer with excellent corrosion resistance.At the driving−end the crankshaft is provided with a V−ring forcrankcase sealing. The spilt gear wheel for the camshaft driving ismounted on the crankshaft by a flange connection.

The crankshaft could be provided with a torsional vibration damper atthe free end of the engine depending on the specific configuration of theengine.

For maintenance background information, safety aspects, intervals,tolerances, and hydraulic tightening procedures, see cha pter 2.4.

2.6.1.1. Crankshaft deflections check

Pre−lubricate the engine for a few minutes.

Remove crankcase covers at both sides.

Mount dummy 9622DT319 on the crankweb.

Start turning the crank of the first cylinder near the bottom deadcenter (BDC). Fit the dial gauge to the center marks in the crank web (onsome inline engines the deflections are measured between thecounterweight and a dummy counterweight).The cranks should be in such a position that the shaft can be rotatedalmost a full turn in clockwise direction, without removing the dial gauge.This position is marked by �A" in fig 2.6 − 1 . Turn the crankshaft until the distance between the dial gauge and theconnecting rod is as small as possible, but be careful to not make themtouch.

Note!

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9622DT319

9622DT944

C

BD

E A

operating side non−operating side

Fig. 2.6 − 1 Taking crankshaft deflection readings

Place dial gauge 9622DT944 at position ’A’ in between the centrepoints of the counter weight and the dummy and adjust dial gauge atzero. Rotate dial gauge a few times between the centre points and checkif the reading is still at zero.This is starting point ’A’ for the dial gauge reading.

Turn crankshaft till dial gauge is in position ’B’ and record dialgauge reading in protocol.

Turn crankshaft till dial gauge is in position ’C’ and record dialgauge reading in protocol.

Turn crankshaft till dial gauge is in position ’D’ and record dialgauge reading in protocol.

Turn crankshaft till dial gauge is in position ’E’ and record dialgauge reading in protocol.

Repeat procedure for remaining cranks.

Compare crankweb deflection readings with readings ofinstallation protocol or engine test bed report. In case deviations are outof tolerance, investigate reason. If no improvements can be obtained,consult the nearest Wärtsilä Network Company.

Place crankcase covers.

2.6.1.2. Measurement axial clearancecrankshaft thrust bearing

Pre−lubricate the engine for a few minutes.

Move the crankshaft to and fro in axial direction e.g. with a jackingbolt between flywheel and engine block or foundation.

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Move the crankshaft as far as possible to the driving end side.

Move the crankshaft as far as possible to the free end side.

Move the crankshaft again as far as possible to the driving end sideto be sure there is no oil film between the axial bearing rings.

Place a dial gauge between engine block and flywheel and adjust itto zero.

Move the crankshaft as far as possible to the free end side and readthe dial gauge.

Note the value found, and verify the clearance with thecommissioning report, see also chapter 2.4.5.2. for the nominalclearance.

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2.6.2. Intermediate (PTO) shaft*

(*) This section has been included for those engine s with the PTOshaft arrangement at free end.

The intermediate (Power Take Off) shaft is an additional power take offinstalled on the engine at free end, the current installations areprovided with an internal bearing to support radial loads on the shaftand to increase the stiffness of the assembly.

The PTO shaft (01) is directly coupled to the crankshaft (02) (see fig.2.6 − 2 ) by means of a filling plate or a vibration damper (03)accordingly to the features of each and every specific installation. Incase of any doubt check the related section on the Spare Parts Cataloguewhich is delivered for the proper engine.

The PTO bearing is supplied by lubricating oil trought the crankshaftcoupling, see section 1.2.2.1. for more details. Outwards lubricating oilleakage is avoided by means of a sealing ring (05) and a leakage pipe (06)in the bearing cap.

0102

03

04

06

05

Fig. 2.6 − 2 PTO shaft arrangement at free end.

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2.6.3. Connecting rod and piston

2.6.3.1. General

The connecting rod of the "Marine type" consists of a connecting rod (1)with a big end which consists of a big end upper part (2) and a big endlower part (3).Between the big end upper part and connecting rod foot an intermediateplate (4) is mounted.The piston is of the composite type with a nodular cast iron skirt (5) andsteel crown (6).

Always handle pistons and connecting rods with care.

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5

6

1

2

3

Fig. 2.6 − 3 Connecting rod and piston assembling

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2.6.3.2. Removal and dismantling of piston and connecting rod

Removal of of the pistonTurn the crankshaft ±45 ° out of TDC.

Remove cylinder head, see chapter 2.7., and scrape off the carbondeposits around the upper part of the cylinder liner. It is advisable tocover the piston top with cloth or paper, pressed tightly against thecylinder wall to collect the deposits removed. The liner must be free ofcarbon to protect the piston rings when removing the piston out of theliner.

Fit the free ends of tool 9622DT919 in the grooves of theanti−bore−polishing ring (8). See fig. 2.6 − 4 .

Tighten bolt (6) and slowly turn the piston through TDC forcing theanti−bore polishing ring out of the liner top.

Remove the ring from the liner.

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9622DT919

Fig. 2.6 − 4 Removal of anti−bore polishing ring

Remove cloth or paper protection with the collected carbon from thepiston crown.

Clean the threaded holes in the piston crown with tap 9622DT163and fasten lifting tool 9622DT923 with the bolts to the piston crown seefig. 2.6 − 7 .

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Turn the piston in bottom position. Remove at both sides of theengine the crankcase covers.

Place from the hydraulic tool set 9612DT907 the tie rods9622DT230 on each of the 4 studs of the connecting rod / big end bearingconnection. See fig. 2.6 − 5 .

Place at each side of the connecting rod the jacks 9622DT234 overthe tie rods and turn on the knurled nuts 9622DT231. See fig. 2.6 − 5 .

9622DT231

9612ZT125

9622DT234

9622DT230

A

A

Fig. 2.6 − 5 Hydraulic tool connecting rod studs

Connect the HP hoses 9612DT961 between pump 9612DT212 andjacks 9622DT234, open the release valve at the pump and tighten the4 knurled nuts by means of tool pin 9612ZT125 until the jack pistonsare fully forced in bottom position.

9612DT961

9612DT212

Fig. 2.6 − 6 Connection of the hydraulic tools

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11

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Loosen the knurled nuts 9622DT231 one full turn.

Close the release valve and pressurise the jacks till final stressvalue, see section 2.4.4.4. fig. 2.4 − 16 .

Loosen the connecting rod nuts 3/4 turn (6 holes).

Release the jack pressure slowly till zero and check if the knurlednuts and the connecting rod nuts are loose. Disconnect the hoses andremove the tool set.

Remove the four nuts from the connecting rod studs.

Connect the crane with lifting tool 9622DT923.

9622DT923

Fig. 2.6 − 7 Hoisting tool

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15

16

17

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Hoist the piston−connecting rod assembly a few cm free from thestuds and fit the protecting device 9622DT922 against the connectingrod foot. See fig. 2.6 − 8

During hoisting of the piston and connecting rod assembly holdconnecting rod free and take good care not to damage anything.Check also if the connecting rod foot slides easily into the bottomside of the liner and the piston comes easily out o f the liner withoutexcessive force .

9622DT922

Fig. 2.6 − 8 Fitting the protecting device

Mark the intermediate plate for remounting at the correspondingconnecting rod and remove the plate.

Hoist the piston / connecting rod assembly out of the liner, see fig.2.6 − 9

Seal the lubricating oil holes in the big end upper part.

Remove lifting tool.

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20

21

22

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96922DT923

96922DT922

Fig. 2.6 − 9 Hoisting the piston

For temporarily storing and handling of the piston and connecting roduse fixating tool 9622DT928.

9622DT928

Fig. 2.6 − 10 Piston with fixating tool

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Separating connecting rod / pistonPlace the piston/connecting rod assembly top side down on a flat ply

wood surface holding the connecting rod with sling and crane vertical.

Remove the retainer spring (9) out of the gudgeon pin hole by usingpliers 9622DT178.

9922DT178

9

Fig. 2.6 − 11 Removal of the retainer spring

Never compress the retainer spring more than necessary.

Control the strain in the sling in such a way that the gudgeon pinbecomes �floating" in piston and connecting rod bore. Slide the gudgeonpin carefully out of the piston. See fig. 2.6 − 12

Be careful!! The gudgeon pin is heavy and should be supportedduring sliding out.

Fig. 2.6 − 12 Removal of gudgeon pin

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2.6.3.3. Inspection and maintenance of piston rings and gudgeon pin bearing

Clean all parts carefully. Remove the piston rings with pliers9622DT260.Remove carbon deposits from the piston and piston ring grooves.Special care should be taken not to damage the piston material. Never use emery cloth on the piston skirt.

For cleaning from carbon deposits it is advised to immerse the materialin kerosene or fuel oil. Use a carbon solvent − e.g. ARDROX No. 668 orsimilar− for cleaning of the piston crown. Do not clean the piston skirtwith chemical cleaning agents as such agents may damage thephosphate / graphite overlay.

Check of the piston ringsWhen a piston inspection is carried out according the maintenanceprogram the piston rings may be worn and need to be replaced.

Measure the height of the piston ring grooves and height clearanceof the rings in their respective grooves. See clearances and wear limitsin section 2.4.5.2. Rings, once taken from the piston, should not bemounted again.

Piston rings should not definitely be replaced during a piston inspectionas long as the rings are not damaged and not taken from the piston. Theliner surface should be in a good condition.

Check of the gudgeon pinCheck the gudgeon pin bearing clearances by measuring the

gudgeon pin diameters and bearing bores separately.Measure the gudgeon pin bearing diameter at four different places andin four directions.

Check the plugs at both ends of the gudgeon pin are properlysecured.

Check the oil bores in the gudgeon pin are in good condition.

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2.6 − 14

2.6.3.4. Assembling and mounting of piston and connecting rod

During assembling of piston and connecting rod be sure thatidentification marks of components are according to fig. 2.6 − 13 .

The number of the cylinder concerned is indented in the upper partof the piston and in the connecting rod. See fig. 2 .6 − 13 . When thepiston has to be changed for a new one the same mar ks have to beindented at the same position as in the previous one.

All marks on the same side

(towards the driving end forin−line engines)

Numberson the same side

VIEW A

Classificationsociety andfactory marks

Fig. 2.6 − 13 Marks on piston and connecting rod

Note!

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2.6 − 15

Assembling of piston and connecting rodPlace the piston top side down on a flat piece of ply wood.

Lift the connecting rod by a sling and crane top side down and lowerthe connecting rod slowly into the piston.

Fig. 2.6 − 14 Moving the connecting rod into the piston

Line up the gudgeon pin holes of connecting rod and piston.

Insert the gudgeon pin into the piston gudgeon pin bore by carefullylining the bore in the connecting rod. Push the gudgeon pin completelyin the bore.

Refit the retainer spring (9) with pliers 9622DT178.See fig. 2.6 − 11

Lift the connecting rod together with piston. Mount the pistonlifting tool 9622DT923 and turn the piston / connecting rod assemblycarefully over.

Mounting of piston / connecting rod assemblyTurn the crankshaft to BDC.

During turning of the crankshaft make sure that the big end bearingcap assembly is in its normal running position (standing vertical).

Mount the piston rings by using the pliers 9612DT250. When newrings are mounted, check the height clearance with a feeler gauge withthe rings fitted into their grooves.

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2.6 − 16

Make sure the marks “TOP” or the part numbers near t he piston ringslot is pointing upwards

”TOP”

Fig. 2.6 − 15 Piston on connecting rod

Shift the piston rings with slots equally divided over thecircumference 180 ° opposite to each other. Ample lubricate the pistonrings with engine oil.Note that the mark "TOP" near the piston ring slot is pointing upwards.

Clean the cylinder liner bore carefully and lubricate the surfacewith engine oil.

Place guide ring 9622DT924 on top of the liner, see fig. 2.6 − 16 .

Clean and check the contact surface of the connecting rod foot. Be sure the oil drillings are open and clean. Make sure the markings onthe connecting rod foot are on the same side as at the big end bearingcaps. See Fig. 2.6 − 13 .

Check and clean the big end bearing upper cap contact surface. Besure the surface is dry and clean.

Check condition of both locating pins and holes.

Check if the position of the locating pins correspond with thecounter bore holes in the connecting rod foot.

Note!

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2.6 − 17

Place the intermediate plate (5) clean and free from oil in position.See fig. 2.6 − 16 .

Mount protecting plate 9622DT922 against the connecting rod footto protect the liner surface.

Lubricate the piston skirt with engine oil.

Lower the piston carefully into the cylinder liner.

Take good care not to damage anything when the connecting rodfoot comes free from the liner

Remove the protecting plate 9622DT922 after the connecting rodfoot has passed the liner.

Make a final check to the contact surfaces of the connecting rod footand intermediate plate are clean and free from oil.

9622DT923

9622DT924

9622DT922

5

10

Fig. 2.6 − 16 Lowering the piston and connecting rod into the cylinder liner

Lower the piston completely and take care the foot of the connectingrod slides easily over the studs (10) without hampering. See fig. 2.6 − 16 .

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13

Note!

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2.6 − 18

Remove the lifting tool and the guide ring.

Fit the connecting rod nuts and tighten the 4 nuts with the tool pin.

Fit from the hydraulic tool 9612DT907 the tie rods 9622DT230 onthe connecting rod studs. Place both jacks 9622DT234 over the tie rodsand fit the knurled nuts 9622DT231. See fig. 2.6 − 5 .

Connect the HP hoses 9612DT961 to the hydraulic pump9612DT212 according to fig. 2.6 − 6 and open the release valve on thepump.

Tighten the knurled nuts completely by means of the tool pin9612ZT125 to force the jack pistons to bottom position.

See section 2.4.4.4. for jack pressure and nut shifting.

1st step

− Close the release valve and pressurise the jacks till the value of thefirst step ( pre−stress ).

− Tighten the bearing cap nuts by means of the tool pin.

− Open the release valve slowly to lower the pressure till zero.

− Tighten the knurled nuts completely by means of the tool pin to forcethe jack pistons to bottom position.

2nd step

− Increase the hydraulic pressure till the value of the second step ( finalstress ).

− While firmly tightening the nuts with the tool pin count and note thenumber of holes the nuts can be shifted. The nut shifting should beequal.

− Check if the numbers of holes the nuts are shifted is within the valuesmentioned in section 2.4.4.4.


− Tighten the knurled nuts completely on by means of the tool pin toforce the jack pistons to bottom position.

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2.6 − 19

3rd step

− Increase the pressure till the value of the second step ( final stress ).Tighten the nuts with the tool pin. Further shifting of the nuts shouldbe possible over a few degrees only.

− Release the hydraulic jack pressure slowly.

4th step

− Increase the pressure till the value of the fourth step ( final stress).Try to tighten the nuts any further. Further shifting of the nutsshould not be possible.

− Release the hydraulic jack pressure slowly till zero, disconnect thehoses and remove the jacks and tie rods.

Fit the anti bore polishing ring with the aid of tool 9622DT919 see fig. 2.6 − 4

Fit cylinder head see chapter 2.7

2.6.4. Big end bearing

For removal of the big end bearing shells without removal ofconnecting rod and piston see section 2.6.4.2.

2.6.4.1. Removal of big end bearing afterremoval of piston and connecting rod

Remove the cylinder head and piston, see chapter 2.7.

Remove the piston and connecting rod, see section 2.6.3.2.

Turn the crank pin to B.D.C. and turn the big end bearing top sidedown.

Place from hydraulic tool set 9612DT907 the tie rods 9622DT230 oneach of the 4 studs of the big end . See fig. 2.6 − 17 .

Place at each side of the big end the jacks 9622DT234 over the tierods and turn on the knurled nuts 9622DT231 and tighten with tool pin9612ZT125.

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26

27

Note!

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2.6 − 20

9622DT231

9612ZT125

9622DT234

9622DT230

Fig. 2.6 − 17 Hydraulic tool big end bearing studs

Connect the jacks 9612DT234 with HP hoses 9612DT961 and to thehydraulic pump 9612DT212 open the release valve at the pump andtighten the knurled nuts with tool pin 9612ZT125 to force the jackpistons to bottom position. See fig. 2.6 − 18 .

Loosen the knurled nuts 9622DT231 one full turn.

9612DT961

9612DT212

Fig. 2.6 − 18 Connection HP hoses big end bearing

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2.6 − 21


Pressurise the jacks till final value and use tool pin to loosen the bigend bearing cap nuts 1 turn (8 holes).

Open the release valve and slowly lower the hydraulic jack pressureto zero and check if the knurled nuts and the big end bearing cap nutsare loose. Do not yet remove the nuts.

Disconnect the hoses and remove the tool set.

Turn the crankshaft slowly till T.D.C.

Turn the big end bearing assembly till the bottom end studs arepointing to the engine operating side.

Place from tool 9622DT921 the two supports 9622DT161 over thecrankcase door studs at each side of the crankcase opening and securethe supports with nuts.

Place frame 9622DT160 in between the supports see fig 2.6 − 19 .Turn the crankshaft slowly in clockwise direction till about 60 ° afterT.D.C. and leave the big end bearing assembly a few mm free from theframe.

9622DT161 9622DT161

9622DT1579622DT1589622DT160

Fig. 2.6 − 19 Frame and support big end bearing caps

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2.6 − 22

Remove first the 2 lower nuts and place carrier 9622DT157 onsupport and slide carrier under the lower big end bearing cap. See fig.2.6 − 19 .

Place carrier 9622DT158 under the upper bearing cap and securethe carrier with two bearing cap nuts. Let both bearing caps rests on thecarriers.

Remove the upper nuts and separate the bearing caps by slidingthem outwards till the end of the support.

9622DT158 9622DT157

Fig. 2.6 − 20 Carriers of the big end bearing caps

Take good care for not damaging the bearing shells du ring removalof the big end bearing caps. Upper and lower bearing shells are not identical!

Take the bearing shells out of the caps. The big end bearing shells,crank pin journal and caps can be inspected.

Remove the big end bearing caps by using a sling.

Cover the bores in the crank pin journal.

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16

17

Note!

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20

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2.6 − 23

2.6.4.2. Removal of the big end bearing shellswithout removing piston / connecting rod

For inspection of only the connecting rod bearings it is not alwaysnecessary to remove the cylinder head and piston. For this purposesupports 9622DT168 are available to keep the piston and connectingrod in position in the liner with the connecting rod disconnected fromthe big end.

Remove the connecting rod nuts. See 2.6.3.2.

Turn the piston in top and fit the two supports 9622DT168 againstthe bottom rim of the liner. See fig. 2.6 − 21 .

Slowly turn the crankshaft and let the disconnected piston /connecting rod assembly rest on the supports 9622DT168.

9622DT168

9622DT168

Fig. 2.6 − 21 Mount piston support

Continue turning and take care the connecting rod foot comes freefrom the big end.

Take care the connecting rod is not damaging anything when itcomes free from the big end.

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2.6 − 24

Slowly turn the crankshaft with big end to B.D.C.

Place the hydraulic tools according to fig.2.6 − 22 , loosen the bigend bearing cap nuts, separate the big end and remove the bearingshells. See section 2.6.4.1.

9622DT231

9612ZT125

9622DT234

9622DT230

Fig. 2.6 − 22 Fit hydraulic tightening tool

In case other big ends have to be disconnected from the piston /connecting rod assembly and the crankshaft has to be turned, use tool9622DT170 to fixate the individual big end to the crankweb. This toavoid damage during turning of the crankshaft .

9622DT170

Fig. 2.6 − 23 Positioning device

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2.6 − 25

2.6.4.3. Assembling the big end bearing

Remove the protection from the crank pin journal. Clean andlubricate the journal properly with clean engine oil.

Place the big end bearing lower cap on carrier 9622DT157 into thesupport, see fig. 2.6 − 20

Fit the big end bearing upper cap to carrier 9622DT158 with twobearing cap nuts and place into the support see fig. 2.6 − 20

Clean both bearing shells at both sides and lubricate only therunning side of the shells with engine oil. Check if the bore and jointfaces of the cap are not damaged.

Place the upper bearing shell (1) into the bearing cap upper part (2).

Check carefully that the positioning lug of the shell fits properly inthe recess of the bearing cap. See fig. 2.6 − 24 .

Upper Shell 1)

Lower Shell 4)

TEXT

2

6

Positioning Lug

Fig. 2.6 − 24 The big end

Slide the big end bearing cap−shell assembly carefully to the crankpin journal. Note that the crankshaft is turned to the right position,

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2.6 − 26

approx. 60 ° after T.D.C. Observe the correct position of the shell in thecap again, see fig. 2.6 − 19

Place the lower bearing shell (4) into the bearing cap lower part (6).Note the lower shell has holes for the oil flow.

Check carefully that the positioning lug of the shell fits properly inthe recess of the bearing cap. See fig. 2.6 − 24

Slide the big end bearing lower part together with carrier over thestuds towards the big end journal. The locating pin in the lower bearingcap fits in the counter hole of the upper part. Check proper positioningof bearing caps and bearing shells.

Turn on the 2 nuts on the upper studs tighten with the tool pin andremove carrier.

Turn on the 2 nuts on the lower studs tighten with the tool pin andremove. Remove carrier frame and both supports.

Bar the big end to B.D.C. Turn the big end bearing cap assemblywith the 4 bottom end studs pointing vertical upwards.

Place from hydraulic tool set 9612DT907 the tie rods 9622DT230 oneach of the 4 studs of the big end . See fig. 2.6 − 17 .

Place at each side of the big end the jacks 9622DT234 over the tierods and turn on the knurled nuts 9622DT231 and tighten with tool pin9612ZT125.

Connect the jacks 9612DT234 with HP hoses 9612DT961 and to thehydraulic pump 9612DT212 open the release valve at the pump andtighten the knurled nuts with tool pin 9612ZT125 to force the jackpistons to bottom position. See fig. 2.6 − 18 .

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2.6 − 27

See section 2.4.4.3. fig 2.4 − 16 for jack pressure and nut shifting.

1st step

− Close the release valve and pressurize the jacks till the value of thefirst step ( pre−stress ).

− Use the tool pin to tighten the bearing cap nuts completely on. Thenut shifting is not always equal during the first step.


− Tighten the knurled nuts by means of the tool pin to force the jackpistons into bottom position.

2nd step

− Close the release valve and pressurize the jacks till the value of thesecond step ( final stress ).

− While firmly tightening the nuts with tool pin count the number ofholes the nuts can be turned further. The nut shifting should beequal.

− Check if the total numbers of holes the nuts are shifted are withinthe values mentioned in fig . 2.4 − 16 .

− Release the hydraulic pressure slowly.

− Tighten the knurled nuts further by means of the tool pin to forcethe jack pistons into bottom position.

3rd step

− Pressurize the hydraulic jacks till the value of the third step ( finalstress ) and tighten the nuts firmly with the tool pin. This should bepossible over a few degrees only.

− Release the hydraulic pressure slowly till zero.

4th step

− Pressurize the hydraulic jacks again till the value of the fourth step( final stress ) and try to turn on the nuts any further. This shouldnot be possible.

− Release the hydraulic pressure slowly. Disconnect the hoses andremove the tool set.

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2.6 − 28

2.6.5. Vibration damper crankshaft

2.6.5.1. General

The vibration damper serves to reduce the torsional vibration. Thedamper consists of a housing and a free rotating inertia ring supportedby an axial and radial bearing. It forms a totally enclosed unit. The freespace between inertia ring and damper housing is filled with a highviscosity fluid. The combustion pressure, exerted on the pistons, causesvibration in the crankshaft and each variation, produced by such avibration, will affect the movement of the inertia ring. The resultingdisplacement of the ring to the damper housing is opposed by the viscousfluid by which the vibration will be reduced. The energy, absorbedduring the process, is converted into heat and cooled by lubricating oil.

2.6.5.2. Maintenance

The viscous damper fluid is subject to ageing during engine operation.In sending fluid samples on a regular base to Wärtsilä Corporation therate in reduction of the viscosity can be determined. In the analysis thequality of the fluid is mentioned and a forecast can be given of thenumber of running hours still to go. Dampers with a viscosity out ofrange may cause crankshaft breakdown. The damper cover has two filling holes located 180° opposite each otherand closed by plugs. If one of the plugs is accessible, a fluid sample canbe taken with the damper in situ. For liquid sampling, a kit can beordered from Wärtsilä Corporation service department under part no.176309622DT472.

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2.6 − 29

2.6.5.3. Liquid sampling

Turn the crankshaft until a drain plug is easy accessible, preferablyin vertical position.

Unlock the drain plug , using a punch and unscrew plug. Do not yetremove the plug!

Unscrew one cap nut from the (plastic) liquid container, the threadof which corresponds to that of the drain plug in the damper. The sidesof the liquid container have various threads for other damper types.

Remove drain plug and screw liquid container instead.

Fig. 2.6 − 25 Liquid sampling

Remove outer cap nut from liquid container. Make sure no engineoil or dirt can enter the liquid container!

Again screw on outer cap nut once the liquid has reached the openend of the liquid container. The filling period of the container may takefrom a few seconds up to more than an hour depending on the liquidcondition.

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2.6 − 30

Unscrew container from the damper and fit drain plug using a newjoint ring supplied with the mounting kit.

Fit second cap on container.

If a sample can not be taken in this way proceed as follows:

− If after a while no liquid appears remove second drain plug too.

− Supply nitrogen of 3.5 bar maximum pressure through the drainhole. If no nitrogen is available air may be used provided this air isproperly filtered and dry.

− Once liquid has reached the open end of the container cut off thenitrogen and fit cap on container.

− After the nitrogen supply is stopped unscrew the container, screw onthe second cap and fit both drain plugs.

If a liquid sample can not be obtained this way either it can be assumedthe damper liquid has thickened to an inadmissible value necessitatingreplacement of damper.

Replace any damaged drain plug.Renew the O−rings, tighten the drain plugs at a torque of 35 Nm

and lock the drain plugs.

After sampling, provide the sample with a label (included in thesampling kit) showing the following data :

− serial number of the vibration damper (if possible) − engine type − engine number − number of operating hours − date of sampling

Forward the sample to : Wärtsilä Italia S.p.A.Service DepartmentBagnoli della Rosandra, 33434018 S. Dorligo della ValleTrieste − Italy

Once the sample is examined the result will be reported to you inwriting. This report will also include our recommendation.

A max. of 10 liquid samples of 1 cm3 each are allowed to be taken.

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2.6 − 31

2.6.6. Turning gear

2.6.6.1. General

Engine cranking is done by means of an electrically driven device builton the engine.

The turning device consists of an electric motor which drives theturning gear through a gear drive and a worm gear. A remote controlbox, including a cable, makes turning from any position near the enginepossible. The turning speed is about 3 rpm.

Engaging and disengaging of the turning gear is made possible by lever(1). The lever is secured by a locking pin (6). See fig. 2.6 − 26 .

An interlock prevents starting in case the turning gear is engaged.

For fine adjustment of the crankshaft position use the hand wheel (2).

Always keep turning gear engaged when piston(s) is removedduring inspection.

3

5

1

6

2

4

7

Fig. 2.6 − 26 Electrically driven turning device

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2.6 − 32

2.6.6.2. Maintenance turning device

The turning device needs no maintenance but a change of lubricatingoil once during the first year of operation. After that the oil should bechanged according the intervals mentioned in section 2.4.1.3. Checkalso if the filler vent cap (3) is open.

Drain old oil, preferably warm, through drain hole (4).

Rinse the gear box with clean gas oil.

Fill the gear box with oil through the filling hole (5) until the oillevel reaches the sight glass (7). Utmost cleanliness must be observed.

Place the filling cap and run the turning gear a few revolutions.

Check the oil level and fill if necessary.


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Wärtsilä 38

2.7 − 1

2.7. Cylinder Head with Valves

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2.7 − 2

2.7.1. Cylinder head

The cylinder head is provided with two inlet and two exhaust valves (1),four valve rotators (2), two bridge pieces (3), a fuel injector (4), a safetyvalve, an indicator cock and a starting air valve for each cylinder headon the A−bank. The starting air valve is described in chapter 1.3. Onthe B−bank of V−engines the starting air valve is replaced by a dummyvalve.

The cylinder head and the exhaust valve seats (5) are cooled by the HTcooling water. The HT cooling water flows from the engine block viadrillings in the cylinder liner collar to the cylinder head through severalwater bores (6). The HT cooling water flows through an outlet channel(7) at the top side of the cylinder head and via a flexible pipe connectionto the HT cooling water outlet manifold.

The valve lifting gear is mounted on the cylinder head by means of sixbolts as described in chapter 2.8. A single pipe connects the cylinderhead with the engine lubricating oil system and takes care for thelubrication of the valve lifting gear, bridge pieces and valve stems.

6 4 6

7

5

3

1

2

Fig. 2.7 – 1 Cross section cylinder head

For maintenance background information, safety aspects, intervals,tolerances, tools and hydraulic tightening procedures , see chapter 2.4.

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2.7 − 3

2.7.1.1. Maintenance of the cylinder head

Cylinder head hoverhaul consists mainly of measures checks, cleaning,grinding of sealing surfaces and maintenance of cylinder headcomponents.Scale formation in cooling water spaces will disturb the cooling effect;cleaning can be performed by means of chemical solvents. Contact aspecialised company for chemical cleaning agents. When scaleformation exists, verify the cooling water treatment.

A comfortable maintenance of the cylinder heads could be performed withthe aid of a tilting frame 9622DT806. After placing the cylinder head ontothe tilting frame fixate the cylinder head by means of the nuts (9) withthreaded rods. The cylinder head can be turned over and fixed in positionby means of locking pin (10) in one of the holes (11).

10 119

9622DT806

Fig. 2.7 – 2 Tilting frame cylinder head

Cylinder head inspectionAfter dismantling, visually inspect the cylinder head with care for anydamage.

Clean the gas sealing surfaces between the cylinder head and thecylinder liner. Check with the polishing ring 9622DT807 and thegrinding paste the condition of the sealing surfaces on the cylinder headand the cylinder liner. If reconditioning is necessary, that must be doneby an authorized Wärtsilä Workshop.

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2.7 − 4

2.7.1.2. Removal of the cylinder head

Before starting any maintenance action, drain the cooling watersystem. See section 1.4.5.4.

Remove the "hot box" panels at the operating side, by taking the pin(1) out from the support (21) and pressing the pin into the clip (22), sothe panel has no support any more, see fig. 2.7 – 3

Now push both the lugs (2) of the panel towards each other and thepanel will be loose.

1

2

21

22

Fig. 2.7 – 3 Removal of the hot−box panels

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2.7 − 5

Remove the protecting plates from the exhaust gas connectionbetween cylinder head and exhaust manifold.

Loosen the flexible pipe connection of the outlet cooling water pipeand slide the connection backwards.

Exhaust manifold correction:

− V−Engines:On the A−Bank connect the exhaust manifold section to the chargeair receiver by means of tool 9651DT108 with two bolts M12X25 (4)and two bolts M16X50 (3). See fig. 2.7 – 4 . Use for B−bank tool9651DT109 with two bolts M12 X35 (7) and two bolts M12 X30 (9).

− L−Engines:Connect with two M12 bolts (12) the exhaust manifold section (13)to the cooling water outlet manifold (14). See fig. 2.7 – 4 .

16

8

A−BANK B−BANK

345

79

10

9651DT1089651DT109

12

15

13

14

Fig. 2.7 – 4 Removal of cylinder head

Remove the four bolts of the V−clamp (10) from the cylinder headexhaust connection and remove the upper part of the V−clamp.

Remove the bolts in the cylinder head from the inlet air bend.

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2.7 − 6

Remove the upper part of the cylinder head protecting cover.

Turn the crankshaft until the piston is at T.D.C. for combustion.Check correct position (the inlet and exhaust valves are closed and boththe push rods should rotate freely).

Loosen and remove the valve lifting gear (8), see fig. 2.7 – 4 . andsection 2.8.3.1.

Remove the lower part of the cylinder head protecting cover and thepushrods.

Disconnect the fuel drain lines, the HP fuel line, the pilot startingair line, the cylinder head lubricating supply pipe and cover all the holesagainst dirt penetration.

Disconnect the connector at (16) for the exhaust gas temperaturemonitoring sensor, see fig. 2.7 – 4 .

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2.7 − 7

Remove the protecting caps from the cylinder head studs. Be surethe thread of the cylinder head studs are clean and without damages.

Fit the hydraulic tool set 9622DT911 in position accordingly to fig.2.7 – 5 and connect the HP hoses 9612DT961 and the HP hose set9622DT146 to the hydraulic pump 9612DT212.

17

9622DT911

9612DT100

9622DT146

9612DT961 9612DT212

18

Fig. 2.7 – 5 Loosening the cylinder head nuts

15

16

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2.7 − 8

Open the pressure release valve on the hydraulic pump and tightencompletely the knurled nuts (17) to force the pistons (18) of the jacks atthe bottom position.When the four pistons of the jacks are at bottom position turn theknurled nut one full turn counter clockwise (8 holes loose).

Pressurise the hydraulic jacks to the setting value and loosen thecylinder head nuts a 3/4 turn (6 holes) with the tool pin 9612DT100.

Open the release valve and slowly lower the pressure down to zeroand remove the hoses. Check if the knurled nuts and the cylinder headnuts are loose and then remove the tool set.

Remove the cylinder head nuts.

Fit the lifting tool 9612DT974 on the cylinder head.

− Lift the cylinder head a bit to drain the possible remaining wateroutside the cylinder liner

− While lifting push the push rod protecting pipes downwards into thecylinder block.

− Slide the push rod protecting pipes out from the cylinder head − Check if the starting air pipe is free as well. − Hold both the push rod protecting pipes in situ till the cylinder head

is completely removed to avoid any possible damage.

9612DT974

Fig. 2.7 – 6 Lifting the cylinder head

17

18

19

20

21

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2.7 − 9

Remove the "O" ring (19), see fig. 2.7 – 7 . Fit the protecting ring9622DT356, see fig. 2.7 – 8 , in order to protect the gas sealing and theinjector tip when the cylinder head is directly placed onto the floor.Lower vertically the cylinder head.

19

20

Fig. 2.7 – 7 Cylinder head on liner

Remove the gas sealing ring (20), see fig. 2.7 – 7 .

Remove both the push rod protecting pipes.

Cover the cylinder opening and holes to the camshaft space with apiece of plywood or similar.

9622DT356

Fig. 2.7 – 8 Protecting ring for cylinder head

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24

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2.7 − 10

2.7.1.3. Mounting of the cylinder head

Renew the sealing rings of the inlet air bend, the starting air lineand the push rod protecting pipes.

Place a new gas sealing ring (20) on the top of the cylinder liner.

Turn the crankshaft until the piston is at T.D.C. for combustion andbe sure the valve tappets for the inlet and the exhaust rest on the basecircle of the cams.

Mount the lifting tool 9612DT974 to the cylinder head. See fig.2.7 – 6 .

Lift the cylinder head and remove the protecting ring 9622DT356.Clean the sealing surfaces and use a new cylinder head O−ring (19), seefig. 2.7 – 7 . Lubricate the O−ring with silicon grease.

Lubricate the O−rings for the push rod connecting pipes withsilicon grease. Slide the push rod protecting pipes into the cylinder head.

Lower the cylinder head onto the liner and take care the starting airconnecting pipe and the push rod protecting pipes slide into theO−rings without any friction.

Take care of the proper alignment of the cylinder head. Theistruction for the centring tool kit PAAE073585 usage are presented insection 2.7.1.4.

Tighten the cylinder head nuts by means of the tool pin 9612DT100.

Place the hydraulic tool set 9622DT911 in position and connectthe HP hoses accordingly to fig. 2.7 – 5 .

Open the pressure release valve on the hydraulic pump and tightencompletely the knurled nuts to force the pistons of the jacks at thebottom position.


1st step

− Close the pressure release valve on the pump and pressurize thejacks up to the value of the first step (pre−stress).

− Tighten the nuts by means of the tool pin untill a firm contactbetween the nuts and the cylinder head is obtained.

− Open the pressure release valve on the pump and slowly lower thejack pressure down to zero.

− Turn the knurled nuts downwards by means of the tool pin in orderto force the jack piston at the bottom position.

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3

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10

11

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2nd step

− Close the pressure release valve and increase the hydraulic pressureup to the value of the second step (final stress).

− While firmly tightening the nuts by means of tool pin. Count thenumber of holes which the nuts can be turned further of. The nutshifting should be the same for all the nuts.

− Check if the total number of holes which the nuts are shifted of iswithin the values range which is mentioned in fig 2.4 − 18 .

− Open slowly the pressure release valve and lower the hydraulic jackpressure down to zero.

− Turn the knurled nuts further downwards in order to force the jackpiston at the bottom position.

3rd step

− Close the pressure release valve and increase the jack pressure up tothe value of the third step (final stress).

− Try to tighten the nuts by means of the tool pin any further.Eventually, this should be possible over few degrees only.

− Slowly open the release valve and lower the hydraulic jack pressuredown to zero.

4th step

− Close the pressure release valve and increase the jack pressure up tothe value of the fourth step (final stress)

− Try to tighten the nuts by tool pin any further. This must not bepossible.

− Slowly open the pressure release valve and lower the hydraulic jackpressure down to zero.

Disconnect the HP hoses and remove the hydraulic tools.

Fit the protecting caps over the cylinder head studs.

Connect the connector of the exhaust gas temperature sensor to thecylinder head. See fig. 2.7 – 4 .

Connect the pilot starting air line, the cylinder head lubricatingsupply pipe, the HP fuel line and the fuel drain lines.

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2.7 − 12

Apply high temperature resistant lubricant at the inside of theV−clamping ring and at the four bolts. Mount the upper part and thelower part of the clamping ring on the exhaust connection.

Remove, depending on the A−or B Bank, tool 9651DT108 or9651DT109 while holding the exhaust manifold in place. See fig.2.7 – 4 .

Tighten the 4 bolts of the clamping rings crosswise up to the correcttorque, see section 2.4.4.5.

Mount the bolts of the inlet air bend.

Mount the protecting plates for the exhaust gas manifold.

Renew the gasket of the outlet cooling water pipe and fit the flexiblepipe connection.

Check if the piston is in T.D.C. position.

Fit the valve lifting gear on the cylinder head. Observe themounting torques mentioned in the settings. See also section 2.8.3.3.

Mount the lower part of cylinder head protecting cover.

Adjust the valve clearance. See section 2.7.2.

Refill the engine cooling water system and check for leakages.

Prelubricate the engine, check the connections for leakages andcheck valve lifting gears for proper lubrication.

Mount the cylinder head protecting cover upper part and the �Hotbox" panels.

Before starting the engine make the crankshaft perform tworevolutions with the indicator cocks open in order to ensure there is noliquid on the top of the piston.

2.7.1.4. Centring the cylinder head.

The tool kit PAAE073585 consists in four centring tools 9622DT473 andone pin.

Make sure that the thread of every stud is clean and not damaged.

Make sure that the inner thread of each tool is clean and notdamage. If necessary, lubricate it with engine lubricating oil.

Lubricate slightly the external of each tool in the cone with enginelubricating oil or normal grease.

Mount a tool for every stud as in fig. 2.7 – 9 . If the tool cannot befitted, move carefully the cylinder head.

20

21

22

23

24

25

26

27

28

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30

31

32

33

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Fig. 2.7 – 9 Centring tool usage

Screw manually all the 4 tools crosswise, using a pin that operatesin the holes of the tools.

Once all the tools are screwed and the cylinder head has beenaligned, loose and remove all of them.

Tigthen the cylinder head as described in section 2.7.1.3., point 9.

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2.7 − 14

2.7.2. Adjusting the valve clearance

Adjust the valve clearance only after a cooling down period of 30minutes. Adjust the inlet and exhaust valves as set.

Checking the valve clearanceRemove the cylinder head upper part cover.

Turn the crankshaft untill the piston in TDC position and check thevalve spring load is taken off from the pushrods. (Push rods shouldrotate freely)

Remove the oil film between the pivots by tapping few times witha plastic hammer on the ends of the valve levers of the rocker arms.

Lift the bridge piece (3) a little bit and place a 0.05 millimeters feelergauge at (4) between the fixed pivot and the valve stem.

Lower the bridge piece and check if the feeler is not movable.

Lift the bridge piece, remove the feeler gauge and repeat the sameprocedure at (5) between the adjustable pivot (6) and the valve stem.

If the difference between (4) and (5) is more than 0.05 mm thebridge piece has to be levelled, continue with point 10.

If the clearance is less than 0.05 mm place the feeler gauge9622DT162 at (8) between the bridge piece (3) and the thrust cup (9).Check if the valve clearance is correct. For the valve clearance seesection 2.4.5.1.

If the valve clearance is more than 0.1 mm out from the permissiblerange, the valve clearance must be adjusted, continue with the point 17.

Note!

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2.7 − 15

9 1 2 6 7

3

54

8

Fig. 2.7 – 10 Valve clearance adjustment

Levelling the bridge pieceLoosen the locking nut (7) of the adjustable pivot (6) on the bridge

piece (3).

Turn the adjustable pivot (6) few turns outwards so far that it is freefrom the valve stem.

Place the dial gauge on the bridge piece and adjust it to zero see fig.2.7 – 10 .

Turn the adjustable pivot (6) inwards untill the pointer of the dialgauge just starts to move.

Tighten the locking nut (7) by hand without turning the adjustablepivot.

Check the clearance accordingly to the procedure of points from 4upto 7.

Tighten the locking nut (7) further on, up to the correct torque,without turning the adjustable pivot. For the torque setting see section2.4.4.5.

Adjusting the valve clearanceThe bridge piece (3) must be levelled before adjusting the valveclearance.

Loosen the locking nut (1) and adjustable pivot (2) few turnsoutwards.

Place the feeler gauge 9622DT162 at (8) between the bridge piece(3) and the thrust cup (9). For the valve clearance see section 2.4.5.1.

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12

13

14

15

16

Note!

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18

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Turn the adjustable pivot (2) downwards with the feeler gaugeinserted until the feeler is just tight and still movable.

Tighten the locking nut (1) up to the correct torque without turningthe pivot. For torque settings, see section 2.4.4.5..

Remove the feeler gauge and repeat the complete procedure for theother pair of the valves.

Fit the cylinder head upper part protecting cover.

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20

21

22

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2.7 − 17

2.7.3. Exhaust and inlet valves

The valve stem is guided by the valve guide (4) where it is lubricated andsealed with the aid of an O−ring (5)

The valve guides and seats are cold fitted into the related housing on thecylinder head.The valve is fixed to the valve rotator by means of two semicones (7).Valve rotators are further described in section 2.7.4.

The exhaust valves (1) and the inlet valves (2) are different for thematerial and the design, thus they must not be mixe d. The inletvalves can be identified for the concentric recess (3) in the valvedisc and for the notation on the valve stem top.

5

4

3

1

7

2

Fig. 2.7 – 11 Valves

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2.7 − 18

2.7.3.1. Removal of the valves

The valves can be removed if the cylinder head has been taken off theengine and the injector removed. See section 2.9.4.1.

Place the tool assembly 9622DT801 in place and mount it on thecylinder head with two M16 nuts. See fig. 2.7 – 12 .

Mount the hydraulic jack 9622DT147 on the tool assembly with thestud and the eye nut. Leave about 40 mm distance between the jack andthe nut in order to allow the springs to expand after the cones removal.

9622DT133

40 mm9622DT147

9622DT801

Fig. 2.7 – 12 Removal of valves

Use the hydraulic pump/hose set 9622DT133 to press the springassembly downwards far enough to remove the valve semicones (7). Seefig. 2.7 – 11 .

Open slightly the pressure release valve on the pump to unloadslowly the valve springs. Take care the springs are fully dischargedbefore removing the tools.

All the four rotators and the springs can now be removed. Take care to keep the cones, the springs and the rotators pair by pair.Take care to avoid any damage at the spring coating.

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2.7.3.2. Check and reconditioning of valve discand valve seat

Checking;If any pitting trace exists over nearly the entire sealing face or if animperfect sealing is observed, the valve discs and the valve seat ringsmust be machined.

Machining:The inlet and the exhaust valve seat rings can be machined by meansof grinding or cutter tools up to a maximum permissible diameter. Forthe tolerances and the angles see section 2.4.5.Replace the valve seat rings after the maximum diameter has exceeded.

Any emery grinding is not permitted in order to mai ntain the desiredangles for the valve seat ring and the valve disc.

The tools and the related instructions for the reconditioning of valvediscs and seat rings are available through Wärtsilä Corporation ServiceDepartment or through your local Wärtsilä service agent.

Blueing test:Apply a Prussian Blue thin coating on the contact surface of the valvedisc. Place the valve in the own guide on the cylinder head and make acontact print by slamming the valve onto the valve seat ring. Do notrotate the valve.The obtained contact area must be as shown for the inlet and theexhaust valve seats rings, see fig. 2.7 – 13 .

10−50% 10−20%

ExhaustInlet

recess

outer contact inner contact

Fig. 2.7 – 13 Blueing test

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2.7.3.3. Valve seats

The valve seat rings are cold fitted into the housing on the cylinder headand, after thermal expansion, they are high force locked in the cylinderhead.

Removing of the exhaust valve seatTurn the cylinder head up side down. Clean the inner side of the

valve seat and, from tool set 9622DT808, place the disc set (1)(consisting of 4 tightening pieces), the tie rod (2) together with the nut(3) into the valve seat. Be sure the rim on the outside of the fourtightening pieces fits in the recess between the valve seat and thecylinder head. Secure the discs set by tightening the nut (3) up to a 100Nm torque. See fig. 2.7 – 14 .

9622DT148

5

9622DT133

1

234

9622DT808

Fig. 2.7 – 14 Removing the exhaust valve seats

Place the largest diameter pin of the bridge piece (5) into theinjector sleeve hole. Connect the hydraulic jack 9622DT148 and connectthe pump 9622DT133.

Apply a pressure up to 500 bar, if necessary release it and,afterwards, slowly increase it once more up to max 550 bar. If needed

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repeat that procedure few times in order to loosen the seat. Pull thevalve seat (4) out from the cylinder head.

Loosen the nut (3) and remove the valve seat ring from the tool.

Clean and degrease the valve seat recesses in the cylinder head andmeasure the diameter in two cross−wise directions at two differentheights. Compare the values to the nominal dimensions which arementioned in section 2.4.5.

Removal of the inlet valve seatTurn the cylinder head up side down. Clean the inner side of the

valve seat ring and, from tool set 9622DT810, place the disc set (5)(consisting of 4 tightening pieces), the tie rod (2) together with the nut(3) into the valve seat. Be sure the outside rim of the four tighteningpieces fits properly under the valve seat ring (7). Secure the disc set bytightening the nut (3) with a 100 Nm torque. See fig. 2.7 – 15 .

9622DT148

5

9622DT133

23

6

7

Fig. 2.7 – 15 Removing inlet valve seats

Place the largest diameter pin of the bridge piece (5) into theinjector sleeve hole. Connect the hydraulic jack 9622DT148 and connectthe pump 9622DT133.

Apply a pressure up to 500 bar, if necessary release it and,afterwards, slowly increase it once more up to max 550 bar. If neededrepeat that procedure few times in order to loosen the seat. Pull thevalve seat (7) out from the cylinder head.

Loosen the nut (3) and remove the seat ring from the tool.

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Mounting of the exhaust and inlet valves

Wear low temperature resistant gloves and safety glasses whilehandling liquid nitrogen and deep frozen engine par ts; be informedon the safety measures about the liquid nitrogen ha ndling from thesupplier. Before mounting a new valve seat, check t he valve guidecondition, see section 2.7.3.4.

Degrease the valve seat rings.

Procedure for the exhaust valve seat ring: − Heat slowly and equally the cylinder head up to 90°C. − Cool the exhaust valve seat ring (e.g. in a deep freeze unit down to–50°C). − Lubricate the O–ring (12) with a silicon grease and place it into the

groove of the valve seat, see fig. 2.7 – 16 . − Apply a sealing compound on the biggest outer diameter of the

valve seat. − Continue with mounting the seat in the cylinder head.

Procedure for the inlet valve seat: − Heat slowly and equally the cylinder head up to 90°C. − Cool the inlet valve seat in liquid nitrogen down to –180°C. − Continue with mounting the seat in the cylinder head.

Place the cooled inlet valve seat (8) or the exhaust valve seat (9) ontotool 9622DT811 and immediately into the cylinder head recess. Fixatethe tool with the plate (13) and the nut (14) and keep the tool tight forat least 5 minutes to keep the seat at the proper position while warmingup.

The inlet and exhaust valve seats require different counter plates,the exhaust (10) and inlet (11) ones, see fig. 2.7 – 16 .

After mounting the exhaust valve seats and cooling down thecylinder head, it is strongly advised to make a water pressure test (10bar).

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9622DT811

10

11

129

8 1314

Fig. 2.7 – 16 Mounting valve seats

Machining of the valve seatAlthough the valve seat ring angle is accurately machined, due to

the shrinking process into the cylinder head, the seat will slightlydeform while resulting in small deviations from the required valve seatangle.Every time a new valve seat is mounted it must be machined and theblueing test must be carried out for final inspection, see section 2.7.3.2.

For the valve seats machining see the instruction whi ch is deliveredwith the valve seat cutter tool (set 9612DT807, electric−driven) orwith the valve seat grinding machine (9612DT369, air−driven).

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2.7.3.4. Valve guide

Clean and inspect the valve guide.Measure the valve guide inner diameter, see section 2.4.5.2.Renew if necessary.

Extracting the valve guidePlace the cylinder head on a side and fit the extractor 9622DT988

in conjunction with the jack 9622DT148.

9622DT148

9622DT988

Fig. 2.7 – 17 Extracting the valve guide

Connect the jack 9622DT148 to the hydraulic pump 9622DT133and apply pressure, continue untill the guide is extracted from thecylinder head.

Clean and degrease valve guide recess in the cylinder head.

Mounting the valve guideThe mounting procedure for the inlet and exhaust valve guide (8) issimilar.

Heat cylinder head slowly and equally upto 90°C.

Cool the valve guide in liquid nitrogen untill it stops bubbling(−180°C).

Wear low temperature resistance gloves and safety glasses whilehandling deep frozen engine parts and be informed about th e safetymeasures from the suppliers of the liquid nitrogen.

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3

1

2

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Place the valve guide into the cylinder head. Check the valve guideis completely inserted.

If the valve guide is renewed the contact surface of the valve discwith the seat must be inspected by means of the pru ssian blue test,see section 2.7.3.2.

2.7.3.5. Valves assembling

Inspect the valve springs for cracks and wear marks. Replace thesprings in case of wear marks or any other damage.

Clean the valve guides thoroughly and fit new O–rings (9).

8

9

Fig. 2.7 – 18 Valve guide detail

Lubricate the valve stems with clean engine oil.

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Fit the valves and check the free movement. Before the valvetouches the valve seat be sure the seat surfaces are absolute clean.Replace valves in their original locations.

perform the prussian blue test, see section 2.7.3.2.

Install the springs and rotators, be sure the springs and valverotators contact surfaces are undamaged and clean.

Place the assembling tool 9622DT801 in combination with the jack9622DT147 in place, see fig. 2.7 – 12 .

Compress the valve springs and fit the valve semicones.

Open slowly the pressure release valve. Check if the valvesemicones are properly fitting while releasing the pressure and ifclearances between the two valve halves are equal.

2.7.4. Valve rotators

2.7.4.1. General

The exhaust and inlet valves are provided with valve rotating devices.These devices slightly rotate the valves at every valve opening stroke.The valve rotation results in an even heat distribution with a bettermetallic contact between the valve and the valve seat. That improves thewear behaviour which patterns and considerably extends the periodbetween the valve maintenance.

During maintenance only an engine lube oil should be used. Do notgrease the steel balls of the valve rotator bearings as that could resultin a less effective rotator working.

Valve rotators should periodically be checked for working (i.e. the valvespindle should rotate slowly). At each valve maintenance the valverotator should be checked for wear. During maintenance activity therotator components should be kept as a set and all steel balls should bekept into their original pocket as well.

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4713

2 6

Fig. 2.7 – 19 Valves rotators

2.7.4.2. Maintenance of the inlet & exhaust valve rotators

After the removal of the valve semicones (7) the inlet valve rotatorassembly can be removed.

Turn the assembly top side down on a workbench.

Remove the retaining circlip (6).

Remove the cover plate (2).

Remove the spring disc (3).

Remove the steel balls (4) with springs while marking their positionin the rotator body.

Clean the rotator body (1) and the other components.

Inspect the components for any wear and damages. Renew theentire unit in case a single component is worn.

Assemble the parts with clean engine oil. Do not use grease.

After mounting on the engine check if the valve rotator revolves.

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2.7.5. Indicator cock and safety valve

Indicator cockEach cylinder head is provided with an indicator cock (1). The insideconstruction is such that pressure in the cylinder closes the valve.Consequently the needed force in order to close the valve is relativelylow.

Previous to an engine start close the indicator cocks with justenough force to close the sealing surfaces. The cylinder pressure willfurther close the valve.

After an engine stop open the indicator cocks only half a turn. Inthat way the tightening effect due to the temperature decrease will notoccur.

Avoid any inadvertent tightening during measuring cylinderpressures.

Add high temperature resistant lubricant (up to 1000°C) to thespindle threads when they produce excessive friction.

Always use the tool 9612SW510 to open and close the indicatorcocks (1), see fig. 2.7 – 20 .

1

2

Fig. 2.7 – 20 Indicator cock / safety valve

Safety valveEach cylinder head is provided with a spring loaded safety valve (2) , seefig. 2.7 – 20 . That valve emits an alarming sound in case of an excessivecylinder pressure. The blow−off set pressure is stamped on the valve.Replace at onces leaking safety valve during operation. Mount valvewith a high temperature resistant lubricant.

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2.7.6. Starting air valve

The starting air valve is explained in chapter 1.3.

2.7.7. Fuel injector

The fuel injector is explained in chapter 2.9.


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2.8 − 1

2.8. Camshaft and Valve Drive

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2.8 − 2

2.8.1. Camshaft driving gear

2.8.1.1. General

The camshaft is driven by the crankshaft through gear wheels. The gearingconsists of a split gear wheel (1) on the crankshaft, an intermediate gearwheel (2) and a camshaft gear wheel (3), see fig. 2.8 − 1 . The camshaftrotates in the same direction as the crankshaft at half the speed.

3

0

2

1

Fig. 2.8 − 1 Gearwheel drive camshaft

The camshaft is assembled of camshaft sections (4) and camshaftjournals (5) which are connected by bolts (6), see fig. 2.8 − 2 . Thecamshaft sections are per camshaft identical.

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Each cylinder has its own camshaft section in which is integrated thefuel, exhaust and inlet cam. The camshaft journals are not identical inrelation to the position of the locating pins (7) on both sides of thecamshaft journal. The position of the locating pins determine the firingorder.

It is therefore that the camshaft journals have to be remounted to theiroriginal position or replaced by a similar camshaft journal.

For the correct position and part numbers of the camshaft journalsconsult the parts catalogue.

6 45 567

fuel exhaust inlet 7

Fig. 2.8 − 2 Camshaft section

At the driving end the camshaft is provided with an axial thrustbearing, the ’zero’−bearing. This bearing consists of two identicalbearing rings (0), see fig 2.8 − 1 .

At the free end the camshaft is provided with an extension shaft to drivethe starting air distributor, see chapter 1.3, fig. 1.3 − 2 .

For lubrication of camshaft and camshaft drive see chapter 1.2.

Inspection of camshaft driving gearInspect the gear wheels, camshaft sections and camshaft journalsaccording the maintenance schedule for clearance and possible wear, seechapter 2.4. Early detection and replacement of damaged parts willprevent serious damage.

For maintenance background information, safety aspects,intervals, tolerances, tools and tightening procedures, see chapter2.4.

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2.8.1.2. Camshaft gear wheel

Turning of the crankshaft with disconnected camshaft results indamaging of inlet and exhaust valves, push rods, etc.

Removal of camshaft gear wheelBar the crankshaft in TDC at firing of cylinder number 1 and place

proper markings on camshaft gear wheel and intermediate gearwheels.

Remove from all the cylinder units the valve lifting gear, push rodsand lift the tappets from inlet and exhaust according to points 5, 6 and7 of the procedure of section 2.8.2.1.

Lift fuel cam rollers according to points 2 and 3 of the procedure ofsection 2.8.2.1.

Remove speed pick−up sensors (if applicable) out of camshaft gearwheel cover and remove cover.

Remove cover (1) and outer thrust ring (2). See fig. 2.8 − 3 .

Loosen connecting bolts (5) from end journal to the camshaft gearwheel.

Remove bolts (6) except two bolts, one next to the locating pin andone 180° opposite, just loosen these bolts.

6

35

1

11

213

10 9

8

Fig. 2.8 − 3 Axial bearing camshaft

Insert hydraulic nipple 9612DT968 in the centre hole of thecamshaft end journal. Connect the adapter with hose 9612DT961 tohydraulic pump 9612DT212. See fig. 2.8 − 4 .

Warning!

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2.8 − 5

Increase slowly the hydraulic pressure until the end journal (11) isforced from the camshaft gear wheel shaft (9). In case the hydraulicpressure is not sufficient to separate the parts completely use jack bolt9612DT234 for the last few mm. See fig. 2.8 − 5 .

9612DT212

9612DT961

9612DT968

12

11

9

Fig. 2.8 − 4 Removal of camshaft end journal

9

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2.8 − 6

Slide the end journal partly out of the bearing bush and use a slingto remove the end journal completely out of the bearing bush.

9612DT234

11

9

Fig. 2.8 − 5 Position of jack bolt

Remove inner thrust ring (12), see fig 2.8 − 4 .

Loosen the bolt next to the locating pin and the one 180° oppositeabout 10 mm outwards. See fig. 2.8 − 3 .

9612DT804

8

9612DT805

A−A

A

A

Fig. 2.8 − 6 Position of pillar bolt

Place tool 9612DT804 and 9612DT805 between camshaftgearwheel and the bolt next to the locating pin. See fig. 2.8 − 3 .

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11

12

13

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2.8 − 7

Fit tool 9612DT985 to the engine block for support of the camshaftcamshaft gear wheel . See fig. 2.8 − 7 .

14

9612DT985

Fig. 2.8 − 7 Removal of the camshaft gear wheel

Extend the tool by turning part 9612DT805 so far that the locatingpin (8) see fig. 2.8 − 3 , is just free and the camshaft gear wheel shaftis loose from the journal. See fig 2.8 − 6 .

Remove the cover (38) from the starting air distributor. See fig1.3 − 3 , the cover is the one mounted on the top of the air distributor.

Shift the complete camshaft about 10 mm towards the free end side.

Move camshaft gearwheel with shaft out of the engine and useclamp (14) for lifting, see fig. 2.8 − 7 .

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17

18

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2.8 − 8

Mounting of camshaft gear wheelUse tool 9612DT985 to move the camshaft gear wheel into the correct

position. Mind the marks as placed before removal.

Place inner thrust ring (12), mind the position of the locating pins.

Fit the end journal (11) with tap bolts (5) to the camshaft gear wheel(if bolts (5) are too short use threaded rods and nuts). Pull them togetherand tighten bolts to the correct torque. Check with feeler gauge of 0.05mm that all parts fit properly. See fig. 2.8 − 3 and section 2.4.4.

Insert all the socket head bolts (6) in the journal (10) and tighten4 bolts cross wise hand tight ( 40 Nm).Tighten first the bolt next to locating pin. Tighten the second bolt180° opposite the first bolt and the third bolt 90° opposite the secondbolt and the fourth bolt 180° opposite the third bolt. Before finaltorque check with a feeler gauge of 0.05 mm that all parts fits properly.Tighten all the bolts to the correct torque setting. See section 2.4.4.

Place the outer thrust ring, mind the position of the locating pins (3),see fig. 2.8 − 3 .

Fit cover (1) with new O−rings for cover and lube oil drain pipe (13),see fig 2.8 − 3 .

Check the axial bearing clearance of the camshaft and backlash ofthe gear wheels. See section 2.4.5.2.

Check the fuel pump timing of one cylinder and compare with testbedprotocol. If not correct check the mounting procedure and marks. In caseof a new gearwheel contact the nearest Wärtsilä service station.

Mount camshaft gear wheel cover and speed pick−up sensors (ifapplicable).

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2.8 − 9

2.8.1.3. Intermediate gear wheel

Removal of intermediate gear wheelIf the intermediate gear wheel has to be removed for maintenance, thecamshaft gear wheel with shaft has to be removed first, see previoussection.

Place proper markings on camshaft gear wheel, intermediate gearwheel and crankshaft gear wheel for reassembling into the correctposition.

Fit tool 9612DT986 to the engine block.

Lower the trolley (21) over the intermediate gear wheel and fixatewith bolts (22). See fig. 2.8 − 8 .

24

21

22

9612DT986

23

20

Fig. 2.8 − 8 Tool for intermediate gear wheel

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2.8 − 10

Remove bolts (3), (4) and make use of tool 9612DT936 to pull cover(5) together with shaft (6) free from the engine block. See fig. 2.8 − 9 .

35

96

7

4

12

8

Fig. 2.8 − 9 Intermediate gear wheel section

Remove cover (5), mount tool 9612DT936 and pull shaft (6) with theuse of three jack bolts (10). Remove the shaft out of the intermediategear wheel, see fig. 2.8 − 10 .

Use winch (23) to pull the intermediate gear wheels out of theengine. If necessary lift the intermediate gear wheel with spindle (20)free from the crankshaft gear wheel teeth. See fig. 2.8 − 8

610

9612DT936

Fig. 2.8 − 10 Removal of intermediate gear wheel shaft

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2.8 − 11

Do not separate the intermediate gear wheels unless absolutelynecessary. If the gear wheels have to be separated place propermarkings for reassembling into the correct position, in relation tothe oil supply.

Mounting of intermediate gear wheelUse tool 9612DT986 to move the intermediate gear wheel into the

correct position. See fig. 2.8 − 8 .

Insert shaft (6), mind the position of the threaded holes in the shaft.See fig. 2.8 − 9 .

Mount tool 9612DT936 together with distance pieces (13) on shaft (6)with tool bolts (10). See fig. 2.8 − 11

Mount the plate with tool bolts (11) on the engine block and pushshaft (6) into position with nuts (12). See fig. 2.8 − 11 .

6

13

10

1112

9612DT936

Fig. 2.8 − 11 Mount shaft intermediate gear

Remove the tools 9612DT986 from the engine block see fig. 2.8 − 8 .

Remove tools 9612DT936 from the intermediate shaft.

Apply new O−rings (7) and (8) with silicon grease to shaft (6). Seefig. 2.8 − 9

Apply new O−ring (9) with silicon grease to cover (5) and tightencover and shaft with bolts (3) and (4), to the correct torque.See chapter 2.4.4.

Check the axial clearance by moving the gear wheels and measurethe movement with a dial indicator. See chapter 2.4.5.2.

Note!

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2.8 − 12

2.8.1.4. Crankshaft gear wheel

The crankshaft gear wheel (split gear wheel) consists of two partsconnected together with bolts (1) and to the crankshaft flange withbolts (2).

driving end

1 2

Fig. 2.8 − 12 Crankshaft gear wheel assembly

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2.8.2. Camshaft

2.8.2.1. Removal camshaft section / journalTo remove the camshaft section and journal it is necessary to shift thecamshaft sections and journals to the driving, or to the free end side. Toprevent damages of the fuel, inlet and exhaust rollers, cams and valves, therollers have to be lifted from the camshaft sections which have to be shifted.

Removal of camshaft sectionRemove covers from cylinder head and camshaft covers concerned.

Turn the fuel cam, adjacent to the camshaft journal to be inspected,into top position.

Lift with lever 9612DT965 the fuel tappet roller (1) a little and turnthe locking pin 9612DT760 completely in. The fuel tappet roller will besecured in top position and will be free from the fuel cam. See fig.2.8 − 13 .

Repeat this procedure for all cylinder units of the camshaft sectionswhich are not connected to the driving side of the camshaft, afterremoval of the camshaft section.

9612DT760

9612DT965

1

Fig. 2.8 − 13 Securing fuel tappet

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2.8 − 14

Remove the valve lifting gear from the cylinder head, see fig.2.8 − 20 of section 2.8.3.1. Take care the rollers for inlet and exhaustare resting on the base circle of the cams.

2 29622DT171

Fig. 2.8 − 14 Tappet securing plate

Remove the push rods out of the protecting pipes.

Turn the crankshaft in TDC for scavenging. Fit securing plate9622DT171 on top of the tappets (2). The tappet rollers will be kept freefrom the cams. See fig. 2.8 − 14 .

Repeat this procedure (points 5, 6 and 7 ) for all cylinder units of thecamshaft sections which are not connected to the driving side of thecamshaft, after removal of the camshaft section.

Remove the starting air distributor cover (9) See fig. 1.3 − 2 .

Remove on both sides of the camshaft section concerned, all thebolts except two bolts (3) and (4) at each side of the upper part of thecamshaft section and two bolts (5) and (6) at the lower part. If availableuse extension 9612DT938. Turn these four bolts ± 10 mm loose, see fig.2.8 − 15 .

Place tool 9612DT802 and 9612DT803 between bolts (5) and (6).

Extend the tool by turning part 9612DT802 so far that the locatingpins (7) see fig. 2.8 − 2 , are free and the camshaft section is loose fromboth journals. Push remaining camshaft sections and journals to thefree−end side. See fig. 2.8 − 15 .

Remove the tools and bolts (5)) and (6), see fig. 2.8 − 15 .

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Freeend

Fuel Exhaust Inlet3 4

8

9612DT803 6

8

9612DT8025

Fig. 2.8 − 15 Position of pillar bolt

Mount tool 9622DT927 to the engine block for support of thecamshaft section. See fig. 2.8 − 16 .

Remove bolts (3)) and (4), see fig. 2.8 − 15 .

The camshaft section is now fully resting on tool 9622DT927 andcan be moved to the outside. Use sling and crane to lift camshaft section.

9622DT927

Fig. 2.8 − 16 Removal of camshaft section

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Removal of camshaft journalBefore removal of the camshaft journal first remove the camshaftsections at both sides of the journal according to the previousdescription.

Mark the position of the journal in relation to the camshaft bearingbush number.

Mount tool 9612DT988 according to fig. 2.8 − 17 against thecylinder block with 2 bolts.

Fit with two M20 bolts tool 9612DT988 to the journal and movelever with journal outwards.

9612DT9889

Fig. 2.8 − 17 Removal of camshaft journal

Fit clamp (9) for removal of the camshaft journal.

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2.8.2.2. Mounting camshaft section / journal

Not all camshaft journals are identical! Before mounting check theparts catalogue for the correct location of the camshaft journal inthe engine block.

Inspect the camshaft bearing bush for measurements anddamage. Inspection and mounting of the bearing bush is mentionedin section 2.5.4. Check that the lube oil supply bore is clean.

Clean the journals and the threaded holes in the journals. Check forwear and damages.

Lubricate the journals and bearing bushes and use tool 9612DT988to place the journal in the camshaft bearing bush. See fig 2.8 − 17 .

Use tool 9612DT927 to install the camshaft section and start withthe section nearest to the driving end to prevent turning duringtightening, see fig. 2.8 − 16 .

Take care that the locating pin holes in the journal and the locatingpins of the camshaft section are in line before inserting the connectingbolts. Check that the locating pin (8) is pushed completely in thelocating pin hole. See fig. 2.8 − 2 .

Insert all the socket head bolts in the journal and tighten first 4bolts crosswise handtight (± 40 Nm). Start with the bolts nearest to thedriving end of the engine, so that the camshaft is blocked duringtightening. Tighten first the bolt next to the locating pin. Tighten thesecond bolt 180° opposite the first bolt and the third bolt 90° oppositethe second bolt and the fourth bolt 180° opposite the third bolt.Before final torque check with a feeler gauge of 0.05 mm that all partsfit properly. Tighten all the bolts to the correct torque setting, seesection 2.4.4. and section 2.4.3.11. for the use of extension 9612DT938.

9612DT938

9622DT216

Fig. 2.8 − 18 Tightening camshaft section / journal

Warning!

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2.8.3. Valve drive mechanism

The valve drive mechanism consists of a tappet assembly, push rods andvalve lifting gear.

Tappet assemblyThe tappet assembly consists of a tappet guide block (1) with tappets (2)for inlet and for exhaust. The tappets are of the plunger type and followthe cam profiles and transfer the vertical movement through push rods(3) to the rocker arms (4) , see fig. 2.8 − 19 .

Valve lifting gearThe valve lifting gear consists of a bracket (5) with a rocker arm shaft(7) and rocker arms (4) secured by a locking ring and a bolt. The rockerarm operates via bridge piece (6) the in− and exhaust valves.

21

6

5

4

3

7

Fig. 2.8 − 19 Valve drive mechanism

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2.8.3.1. Removal of valve drive mechanism

Mark parts properly before removing.

Valve lifting gearRemove the cylinder head cover upper and lower part the hot box

shields and the camshaft cover from the cylinder concerned.

Turn crankshaft in TDC at firing for cylinder concerned.Inlet and exhaust rollers are now on base circle and push rods rotatefreely.

Loosen the six bolts (8) completely and leave them in the bracket.Use tool 9622DT800 to lift the valve lifting gear. See fig. 2.8 − 20

Remove the bridge pieces (6), see fig. 2.8 − 19 .

9622DT800

8

Fig. 2.8 − 20 Valve lifting gear

Tappet guide block assemblyRemove first the push rods (3) and secondly the push rod protecting

pipes (12). See fig. 2.8 − 21

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3

1213

Fig. 2.8 − 21 Push rod assembly

Remove socket head bolts (14) and (15). See fig. 2.8 − 22 .

Fit tappet locking plate 9622DT171 See fig. 2.8 − 14 .

Remove the tappet guide block assembly from the engine block forinspection of the components.

2

1517

19

18

15

1

15

15

2

14

15

20

16

20

21

Fig. 2.8 − 22 Tappet guide block assembly

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2.8 − 21

Tappet roller and shaftTake care that all parts are properly marked.

Slide the tappets (2) out of the guide block (1), push the springloaded locking pin (16) fully into the roller shaft (17), pull the rollershaft out of the tappet (direction R). Remove rollers (18) and bearingbushes (19). See fig. 2.8 − 22

2.8.3.2. Inspection of valve drive mechanism

Valve lifting gearClean rocker arms and rocker arm shaft and measure for wear.

After cleaning check oil channels. Refer to chapter 2.4. for clearance andwear limits.

PivotsInspect running surfaces of pivots in rocker arms and valve

adjusters.

Tappet assemblyClean and inspect all parts of tappet assembly for wear. Check if oil

channels are open.

Measure diameters of bore and shaft. Replace parts outsidetolerance, see chapter 2.4.

Push rodsClean and inspect running surfaces of the pivots.

Check if the push rods are straight.

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2.8.3.3. Mounting valve drive mechanism

Lubricate parts of tappet assembly with clean engine oil andassemble.

Slide roller shaft (17) into tappet (2) and roller (18) with bearingbush (19), observing spring loaded locking pin (16) clips intocorresponding hole of the tappet, see fig. 2.8 − 22 .

Check if lube oil channel in engine block is clean and place newO−ring (20), before mounting in recess of engine block.

Fit tappet lifting tool 9622DT171, see fig. 2.8 − 14 .

Place tappet guide assembly on the locating pins (21) in the engineblock and fit bolts (14) and (15). See fig. 2.8 − 22 .

Remove tappet lifting tool 9622DT171, see fig. 2.8 − 14 .

Renew O−ring (13), see fig. 2.8 − 21 .

Slide pushrod protecting pipes from top side down.

Insert both push rods.

Place both bridge pieces.

Clean top side cylinder head and bottom side valve lifting gear.Check if locating pins and counter bores are undamaged.

Take care rollers are resting on base circle of the cams beforemounting the valve lifting gear.

Lift valve lifting gear in position, mind if locating pins are fittingproperly in counter bores, fit and tighten all bolts of the valve liftinggear to the correct torque, see section 2.4.4.

Check free movement of rocker arms.

Check and adjust valve clearances according chapter 2.7. andcheck lubrication. Mount cylinder head covers, hot box shields andcamshaft cover.


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2.9 − 1

2.9. Injection System

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2.9 − 2

2.9.1. General

On the engine, the entire fuel system is basically situated inside theinsulated hot box where the circulating fuel as well as the heat radiationfrom the engine make the whole space really hot.

Every cylinder is provided with a HP (High Pressure) fuel pump, a HPfuel line and a fuel injector. The fuel injector is situated in the middleof the cylinder head. The leak fuel from the injectors is drained into afuel leak monitoring device. In case a HP fuel line breaks, the leakingfuel is collected in a shielded pipe which is mounted all around the HPfuel line. This fuel leakage fuel is also drained to the monitoring devicewhich will alarm in case of excessive quantities.

For maintenance background information, safety aspects,intervals, tolerances, tools and tightening torques , see chapter 2.4.

2.9.2. HP fuel pump

2.9.2.1. General

Each HP fuel pump (1) (See fig. 2.9 − 1 ) supplies a high pressurisedfuel to a single cylinder and has a separate drive (2). The mono elementtype pump is self lubricated by the fuel oil. Each pump is equipped witha combined main−delivery/constant−pressure valve and a pneumaticoperated stop cylinder (3). The fuel supply (4) and the return channels(5) are integrated in the HP fuel pump housing.

Main delivery valve / constant pressure valveThe main delivery valve (23) will close when the fuel delivery stops. Theconstant pressure valve (25) will maintain a residual pressure in the HPpipe after a single fuel injection is completed, see fig. 2.9 − 4 .

Stop cylinderThe pneumatic operated stop cylinder (3) is mounted at the end of theHP fuel pump rack (6) and will force the fuel rack to �zero" load aftera shut−down command, see fig. 2.9 − 1

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2.9.2.2. HP fuel pump maintenance

Inspect the HP fuel pump accordingly to the maintenance intervals. Seesection 2.4.1.3. In order to properly complete a camshaft or a gear trainmaintenance it is always advised to check the HP fuel pumpadjustments.

1 4

2

387

6

5

9

Fig. 2.9 − 1 HP fuel pump and drive

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2.9.2.3. Removing HP fuel pump

Only in case of an extensive maintenance it is advised to switch overdistillate fuel operation and flush the fuel system. If only the HP fuelpump has to be changed keep the system on HFO service.

Close the fuel supply to the engine and switch the pre−lube oilpump off.

Drain the LP fuel system, see section 1.1.4., and, if possible, usepressurised air to blow and empty the complete system.

Remove the HP fuel pipe between the pump and the connectingpiece on the cylinder head.

Disconnect the air supply line to the stop cylinder (3), see fig.2.9 − 1 .

Disconnect the fuel rack from the common fuel control shaft.

At both sides of the pump remove the bolts, which are holding theflanges (14) and the pipes for the LP fuel supply and return lines, seefig. 2.9 − 2 .

Slide the flanges (14) few millimeters over the supply and returnfuel pipe sections, see fig. 2.9 − 2

Rotate the crankshaft untill the fuel roller is on the cam base circleand remove the four nuts at the fuel pump foot.

Lift the HP fuel pump from the engine by means of tool 9622DT242.

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14

11

12

13

Fig. 2.9 − 2 Removing the HP fuel pump

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2.9.2.4. HP fuel pump dis assembling

HP fuel pump parts should be kept matched during any overhaul.

Before dismantling clean the pump externally.

Place the pump up side down on a stand.

The plunger (19) is spring loaded. See fig. 2.9 − 3

Mount the tool 9622DT959 on the pump base and turn the spindle(15) inwards untill the the circlip (16) is free and remove it with the plier9612DT251. See fig. 2.9 − 3 .

Release the spring (18) by turning the spindle (15) outwards.

Remove the tool 9612DT959, the spring disc (17), the spring (18),the plunger (19) and place the pump in the correct vertical position.

9622DT959

15

16

18

19

17

Fig. 2.9 − 3 Tool dis/assembling HP Fuel pump

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2.9 − 6

Remove the bolts (20) and (21) and lift carefully the cover (22).Remove the O−ring (32). See fig. 2.9 − 4

Remove the main delivery valve (23) with the spring (24) and theconstant pressure valve (25) with the spring (26).

24

22

32

27

6

34

3516

23

25

26

17

18

3029

33

21 20

31

36

28

19

Fig. 2.9 − 4 HP Fuel pump

In order to remove fuel rack (6), first disconnect the stop cylinder(3) by removing bolts (51), then remove the plate (7) by removing thebolt (8), see fig. 2.9 − 1 .

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2.9 − 7

Place the fuel rack (6) in a middle position (arount 35 mm) andremove the control sleeve (29) together with the support ring (30).Remove the circlip (28) for the guide plug (31) and slide the fuel rack (6)out from the pump housing, see fig. 2.9 − 4 .

In order to remove the fuel pump barrel (27), place a syntheticdriver against the bottom part of barrel, with few light hammer hits thebarrel comes free.

Protect the parts against rust and don’t touch plunger elementsurfaces with bare fingers.Plungers, elements and discharge valves are matched and must bekept together during any overhaul.

Remove the sealing ring (33).

Flush the plunger and the barrel with clean fuel before theinspection and keep the plunger and the liner as a set.

2.9.2.5. Assembling of the HP fuel pump

While handling injection equipment components keep your handsabsolutely clean.

For item numbers see fig. 2.9 − 4 .Wash the components in absolutely clean diesel oil and lubricate the

internal parts with clean engine oil.

Reinstall the main delivery valve (23) and the constant pressurevalve (25) with their springs into the cover (22).

Connect the barrel (27) to the cover (22) with hand−tightenned bolts(21). Check if the locating pin (36) is properly fitting on the cover.

Fit a new O−ring (32) on the top of the fuel pump housing.

Fit a new sealing ring (33) with silicon grease into the fuel pumphousing, make sure the ring is fully inserted into the recess and mindthe position of the sealing ring.

Fit the cover (22) together with the barrel (27) in the pump housingwith the recess in the cover over the locating pin at the top of the pumphousing.

Tighten the assembly with hand−tightened bolts (20) on thehousing.

First tighten crosswise the bolts (20) up to the set torque in threesteps and then the bolts (21) at the same way. See section 2.4.4.7..

Lubricate with engine oil and mount the fuel rack (6). Fit the guideplug (31) together with a new O−ring and lock the plug by means of thecirclip (28).

Place the pump upside down and fit the control sleeve (29) with thefuel rack in a middle position (aroun 35mm). The control sleeve is

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10

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Note!

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2.9 − 8

provided with a pin (34) which must fit between the marks on the fuelrack.

Reinstall the support, the ring (30) and the spring (18).

Insert the plunger (19) with the disc (17) and the compensation plate(35).

Use the tool 9622DT959 to load the spring (18) and insert the circlip(16) in position, see fig. 2.9 − 3

The protruding vanes have to slide into the grooves of the controlsleeve on both sides of the plunger lower side.In o rder to make thateasy move the fuel rack to and fro at the same time.

Release slowly the spring compression, remove the tool and checkif the fuel rack moves easily in the pump housing.

Unless the pump is immediately mounted on the engine it must bewell oiled. All the openings in the pump house should be covered by safeplastic caps, tape, or similar.

2.9.2.6. HP fuel pump adjustment

The injection timing is determined when the plunger top is in line withthe top side of the suction holes in the plunger housingThe timing may deviate due to manufacturing tolerances. To obtain thebest possible performance of the engine it is important the injectiontiming is in accordance with the test bed protocol. See test records.

The injection timing check is always necessary after majorcomponents have been replaced, e.g. HP fuel pump, p ump element,pump drive, camshaft section or some maintenance has beenperformed on gearwheels, especially on the intermediategearwheels.

Checking the adjustment of the fuel pump drive pushrodRemove the HP pump. See section 2.9.2.3.

Make sure the drive is properly mounted and no clearance existsbetween the drive and the engine block. See fig. 2.9 − 6 .

Turn the flywheel in the normal engine rotation direction, first bythe turning gear motor and then just by hand for the fine adjustmentin order to reach the exact injection starting time.

Push on top of pivot (37) by hand. Place the clamp from tool set9622DT962, see fig. 2.9 − 6 . Make sure the push rod (38) is completelydown against the force of spring (39) and measure the distance �X" (itmust be within the range of 44 ± 0.05 mm) between push rod and pumpdrive upper surface . See fig. 2.9 − 6 .

If distance �X" is out of range:

− Remove the pivot (37) of the push rod (38). − Fit the correct distance plate (40) between the push rod and the pivot

to fix the measurement �X". See fig. 2.9 − 6 .

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2.9 − 9

− Check again if the distance �X" is within the tolerance as it has beenspecified. See fig. 2.9 − 6 .

− Remove the clamp of the tool set 9622DT962.

Checking the fuel pump timingRemove the HP fuel pump, see for reference section 2.9.2.3.

Turn the flywheel in the normal engine rotation direction, first bythe turning gear motor and then just by hand for the fine adjustmentin order to reach the exact injection starting time.

Measure the distance �X"; if that value is within the tolerance range(44 ± 0.05 mm) it means the real injection start matches the nominalone; on the contrary, the following graph must be used in order toevaluate the effective status and the fuel pump adjustment is required.Enter into the vertical axis of the diagram below with the measuredvalue �X" and read the degrees deviation which is expected from thenominal timing on the horizontal axis.

42.5

43.0

43.5

44.0

44.5

45.0

45.5

−2.0 −1.5 −1.0 −0.5 0.0 0.5 1.0 1.5 2.0

Fig. 2.9 − 5 Injection timing deviation graph

With regards to the above figure 2.9 − 5 , on the vertical axismillimeters values are reported and on the horizontal axis angulardegrees are given. For the deviation from the nominal injection timing,negative values are indicative of an advanced injection while positiveones are indicative of a delayed injection.

In order to check the whole engine injection timing each fuel pumptiming must be verified.For the maintenance of the fuel pump drive unit see section 2.9.3.

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2.9 − 10

37

4138

40

39

4244

“X” = 44±0.05

9622DT962

43

From 4.80upto 5,80 mm

The cam is atthe injectionstarting point

Fig. 2.9 − 6 HP fuel pump drive adjustment

2.9.2.7. HP fuel pump mounting

Be sure the HP fuel pump to be mounted is ready for the use. This meansthe pump internal parts are properly and clean assembled and the fuelpump is calibrated.

Verify the correct injection starting point, see for reference theprocedure in section 2.9.2.6.

Rotate the camshaft untill the fuel roller is on the cam base circle.

Clean the HP fuel pump from preservation oil and check if the fuelrack moves freely.

Clean carefully the HP fuel pump drive surface.

Renew the O−ring (41) on the top of the fuel pump drive unit, seefig. 2.9 − 6

Place the HP fuel pump on the fuel pump drive by means of the tool9622DT242, carefully mind the position of the locating pins.

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45

6

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2.9 − 11

Tighten the nuts up to the correct torque. See section 2.4.4.7..

Connect the fuel rack to the common fuel control shaft.

Rotate the common fuel control shaft and check if all the pumpsfollow the shaft movement. Check if the fuel rack position of all thepumps is adjusted within a ±0.5 mm tolerance.

See section 2.9.5. for the connection of the HP fuel pipe .

See section 1.6 for the maintenance of the stop cylinder.

See section 1.6.4.5. for the adjustment of the linkage to the commonfuel control shaft.

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2.9.3. Fuel pump drive The fuel pump drive (2), see fig. 2.9 − 1 , consists of a tappet housing(43) and a tappet (44). The plunger type tappet is lubricated by theengine lubricating oil system, see chapter 1.2. for the description of theoil flow.

Do not mix−up parts of different fuel pump drives an d place the fuelpump drive back in the same position to avoid re−adjus tment needs.

2.9.3.1. Disassembling the fuel pump drive

Fuel pump driveRemove the fuel pump see section 2.9.2.3.

Remove the nuts (46), fit the eye bolts 9622DT961 in the threadedholes (47) and lift the fuel pump drive out from the cylinder block.

47

4056

46

54

5538523951

48

5049

53

41

44

43

40

Fig. 2.9 − 7 Fuel pump drive

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2.9 − 13

Tappet disassemblyUse the compress tool 9622DT960 and apply some force on the

tappet roller (48), see fig. 2.9 − 7 , then remove the securing plug (42),see fig. 2.9 − 6 .

Slowly release the force on the tappet roller and remove the tappetassembly out from the housing.

Push the spring loaded locking pin (49) fully into the shaft (50),push the shaft out from the roller (48) , see fig. 2.9 − 7

Remove the spring (51), the push rod (38), the spring (39) and thespring disc (52).

Clean and inspect all the parts of the tappet assembly for wear.Check if all oil channels are open.

Measure the diameters of the bore and the shaft. Replace the partswhich are eventually outside the tolerance range, see chapter 2.4.

2.9.3.2. Mounting the fuel pump drive

Lubricate the parts of the tappet assembly with clean engine oil.

Slide the tappet roller shaft (50) together with the tappet roller (48)into the tappet (44), carefully mind the spring loaded pin (49) fits intothe corresponding hole of the tappet roller shaft, see fig. 2.9 − 7 .

Check if the lube oil channels in cylinder block are clean. Fit a newO–ring (53) and a new sealing ring (54).

Place the push rod (38) together with the spring (39) and the springdisc (52) into the housing.

Place the spring (51) and the tappet assembly (44) into the housing.

Apply some force on the tappet roller (48), see fig. 2.9 − 7 and fitthe securing plug (42) , see fig. 2.9 − 6 .

Renew the O−ring (55), place the fuel pump drive into the cylinderblock and fit the nuts (46). Take care for dowel pins (56), see fig. 2.9 − 7 .

Turn the flywheel in the normal engine rotation direction, first bythe turning gear motor and then just by hand for the fine adjustmentin order to reach the exact injection starting time. Measure the �X"value which must be within the tolarance range (see fig. 2.9 − 6 ),otherwise follow the adjusting procedure in section 2.9.2.6.

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2.9 − 14

2.9.4. Fuel injectorThe fuel injector (1) is connected to the HP fuel pump by means of a HPfuel line outside the cylinder head, then a connecting piece (3) enters theinjector sideways at (2) and finally the fuel injector holder. See fig.2.9 − 8 . Leak fuel from the nozzle can escape half−way the injectorholder at (5) and along the side space around the connecting piece it isdrained at (4). the O−rings avoid fuel leakages to the lower and thehigher sections of the injector. In case of blow−by gas is passing thesealing surfaces between the injector and the sleeve, the gas will escapeat (6) and can be detected at the hole in plug (7).

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4

2

2 5

6

7

Fig. 2.9 − 8 Cylinder head with injector

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2.9.4.1. Removing the fuel injector

Remove the cylinder head upper cover and open the hot box cover.

Remove the leak fuel line from the HP fuel line and remove the HPfuel line between the pump and the cylinder head.

Loosen the bolts of flanges (23 and 27). Remove the HP fuelconnecting piece (3). See fig. 2.9 − 9

Disconnect the lube oil supply line (32) in order to avoid any lubeoil flow enter the combustion space after the injector is removed.

Remove the nuts (11), the distance sleeves (12) and the gland (13).See fig. 2.9 − 9 .

11

3 13

12

27 23

14

32

Fig. 2.9 − 9 Fuel injector assembly

Place the extracting tool 9622DT804 and pull the injector by meansof the eye bolt or, in case the injector is too tight, use the hydraulic jack9622DT147 in combination with the hydraulic pump 9622DT133. See fig. 2.9 − 10 .

Protect all the holes on the HP pump, the fuel discharge, the lubeoil supply line and the injector housing in the cylinder head againstdirt.

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9622DT804

9622DT147

Fig. 2.9 − 10 Extracting the fuel injector

2.9.4.2. Fuel injector maintenance

The fuel injector maintenance must be performed accordingly to themaintenance schedule or when the engine performance are supposed togive an indication of low quality injection (e.g. large deviation fromnormal exhaust gas temperature).

Inspect immediately the nozzle after the removal from the engine.The carbon deposits presence could be caused by a poor condition nozzleor a broken spring.

Test the injector with regards to the fuel spray pattern and theopening pressure by means of test equipment 9622DT812 beforedismantling, see section 2.9.4.3.

Clean externally the injector holder, except the nozzle, with a brasswire brush and diesel fuel.

Release the nozzle spring tension by loosening the counter nut (16)and the adjusting screw (17), see fig. 2.9 − 11 .

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17162018 1922 21

Fig. 2.9 − 11 Fuel injector cross section

Remove the nozzle (18) from the holder by turning off the sleevenut (19) by means of the socket 9622DT384. If there is coke between thenozzle and the nut it could be difficult to remove the nozzle. In such acase, place the nozzle with the nut on a soft support and knock thenozzle out from the injector sleeve by using a piece of pipe. Never knockdirectly on the nozzle tip. See fig. 2.9 − 12 .

Fig. 2.9 − 12 Protecting the nozzle tip

Check the nozzle needle movement which may vary as follows:

− needle moves freely over the full length − needle moves freely within the normal lifting range − needle is sticking.

Do not use any force to free the needle because this often results in acomplete jamming. Unless it can be easily removed, immerse the nozzlein lubricating oil and heat the oil up to 150...200 °C. Normally, theneedle can be removed out from the hot nozzle.

Cleaning of the components.If possible, use a chemical carbon dissolving solution, If it is notavailable, immerse the components in clean fuel oil, white spirit or

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similar to soak the carbon, then clean the parts carefully. Do not usesteel wire brushes or hard abrasive tools.Clean the nozzle orifices with needles which are provided for thatspecific purpose. After cleaning, widely flush the parts to remove carbonresidues and dirt particles. Before inserting the needle in the nozzlebody, immerse the components in clean fuel oil or special oil for injectionsystems.The seat surfaces, the sliding surfaces (needle and housing) and thesealing faces in contact to the nozzle holder should be carefully checked.

Dismantle the nozzle holder by removing the counter nut (16) andthe adjusting spindle (17). Remove the spindle guiding screw and turnthe injector body up side down to remove the spring (20) and the pushrod (21).

Clean and check carefully the parts. Do not mix−up nozzle parts.

Check the nozzle holder HP sealing faces (i.e. the contact face to thenozzle and the bottom of the fuel inlet hole).

Check the holder bottom surface for the nozzle needleindentation.

Check the maximum needle lift �A" of the nozzle. If the lift is out ofthe permissible value range, which is given in fig. 2.4 − 37 , the nozzlemust be replaced.

Put in place the push rod (21), the spring (20), the spindle (17) andthe nut (16).

Place carefully the nozzle onto the injector body. Turn on the sleevenut (19) and check the position of the locating pins (22). See fig.2.9 − 11 .

Use Molycote G between the contact surfaces of the ca p nut and thenozzle as well as in the thread.

Use the socket 9622DT384 and a torque spanner to tighten thesleeve nut up to the correct torque value. See section 2.4.4.7.

If the tests, which have been performed accordingly to section2.9.4.3., are supposed to give satisfactory results then the injector canbe mounted in the engine. Otherwise, replace the nozzle.

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2.9.4.3. Testing of fuel injectors

Checking the opening pressure

Be utmost careful while testing a fuel injector because the fuel issprayed in a fine mist which could penetrate directly into theunderlying skin layers and the blood. Such an accident is directlydemanding a specialist treatment; if this aid is not available, rinsethe affected part of the body with lukewarm water for a long time.However, it is necessary to meet a specialist.

Fig. 2.9 − 13 Testing fuel injectors

Fill the pump reservoir (of the test equipment 9622DT812) with anabsolute clean fuel or a calibration fluid, although a filter is mounted inthe reservoir.

Connect the injector to the test equipment.

Warning!

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2.9 − 20

Before the final tightening of the connecting line between the pumpand the injector fill the connecting line with fuel and vent the air bymeans of few pump strokes.

Tighten the connection.

Open the manometer valve.

Increase the pump pressure slowly and read the manometerpressure when the nozzle opens.

Adjust the opening pressure of the nozzle (see section 2.4.5.1.) withthe spindle (17) on the top of the injector, see fig. 2.9 − 11 .

Tighten the nut (16) and check if the opening pressure is kept at therequired setting.

Check spray patternClose the manometer valve to protect the manometer.

Hold a paper dry sheet below the nozzle and give the pump a quickstroke by means of the handle.

Check the uniformity of the spray pattern.

If the spray pattern is not symmetrical, it means that some impuritiesare obstructing the nozzle spray holes. Repeat the test after cleaning.

Check of the needle seat tightnessIncrease the pressure up to a value approximately 20 bar below the

injector opening pressure.

Keep the pressure constant for about 10 seconds.

Check if no fuel drops occur on the nozzle tip. A slight wetting isacceptable.

If drops are formed the nozzle has to be checked for proper cleaningor replaced by a new one.

Some spill fuel may appear from the nozzle holder du e to leak alongthe needle side.

Check the needle spindle tighteningRaise the injector pressure up to approximately 20 bar below the

opening pressure.

Measure the time for a pressure fall of 200 bar.

Quick pressure fall indicates excessive wear of the needle spindle and/orthe housing. The nozzle has to be replaced for a new one. More than 25seconds indicates a fouled spindle. Both the needle and the body haveto be cleaned.

Never recondition or repair the nozzle by lapping it into its seat

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2.9 − 21

Check the tightness of sealing surfacesIf leakages occurs on the high pressure sealing surfaces, the damagedpart should be replaced with a new one or a reconditioned one.

2.9.4.4. Mounting the fuel injector

Before mounting an injector, test the injector with regards to therequired opening pressure, the spray pattern and the internal leak ofthe nozzle needle. See section 2.9.4.3. The injector seals directly to thebottom of the stainless sleeve without a sealing washer.

Check if the bottom of the stainless sleeve (14) in the cylinder headis clean. If necessary, clean or lap the bottom sealing surface by meansof the tool 9622DT803. For the lapping procedure a fine lappingcompound should be used. See fig. 2.9 − 9 .

Fit new O−rings around the injector body. Lubricate the injectorbody.

Fit the injector body into the cylinder head housing.

Place the gland (13) over the injector and the distance sleeves (12)over the studs. Fit the nuts (11), hand tighten them and afterwardsloosen them a half turn. See fig. 2.9 − 9 .

Renew the O−rings and fit the gland (23) and plate (27) with bolts(25), do not tighten the bolts yet. See fig. 2.9 − 14 .

Fit the fuel connecting piece (3) in the injector with the socket9622DT250 and tighten it upto the correct torque, see section 2.4.4.7.

Keep on mounting the parts accordingly to the section 2.9.5.

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2.9.5. HP fuel lineThe connecting piece seals (3) on plain metallic surfaces and thesesurfaces condition must be checked before mounting. Always tightenthe connecting piece up to the correct torque before the HP fuel line ismounted and also when only the HP fuel line has been removed.

2.9.5.1. Connection HP fuel line

Check if the injector and the connecting piece (3) are tightenedaccordingly to section 2.9.4.4.

Place the HP fuel line (29) in the proper position and make sure thatthe conical connections are straight mounted into the conical seats. Seefig. 2.9 − 14 .

Hand tighten the both sleeve nuts (30 and 31) of the HP fuel lineto the HP fuel pump and to the connecting piece (3).

Mount definitely the injector holder by tightening the nuts (11)equally in steps of 10 Nm up to the correct torque. See section 2.4.4.7. fig.2.4 − 24 and fig. 2.9 − 14 .

Tighten the sleeve nut (30) on the pump side with the crowfootwrench 9612DT246 and the torque spanner up to the correct torque,see section 2.4.4.7. fig. 2.4 − 25 .

Tighten the bolts (25) of the gland (23) and the plate (27) up to thecorrect torque. See section 2.4.4.7. fig. 2.4 − 25 .

Tighten the sleeve nut (31) on the cylinder head side with thecrowfoot wrench 9612DT246 and the torque spanner up to the correcttorque, see section 2.4.4.7. fig. 2.4 − 25 .

Fit the fuel leak line to the HP fuel line.

23

31

25

27

3

25

30

29

Fig. 2.9 − 14 HP fuel pipe connection


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3.1. Instruction Drawings

This chapter just includes the printed copies of the belowmentioned lists of drawings.

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3.1 − 2

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3.1.1. Internal Systems & Pipes Connections

9507DT437 Internal Cooling Water System

9507DT439 Internal Fuel System

9507DT441 Internal Lube Oil System

9507DT716 Internal Start/Stop Air System

9507DT724 Internal Charge & Exhaust Gas System

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3.1.2. Wiring Diagrams & Configuration Lists

9510DT148 Connection Diagram

9510DT370 Wiring Diagram



9530DT317 Code List

9560DT369 Code List

9570DT175 Terminal Box

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for internal use onlyModbus, W38B, main engine Modbus W38 filtered for: 9L38, LRS

Modbus communication link Modbus addresses Engine number MB ID Rev.

Communication speed: 9600 bauds 30xxx signals to be used for AL&MONIT 24154 C

Commands in use: 02 and 04 30xxx optional addresses 24155

Communication mode: RTU 24156

Physical interface: RS-485 2-wire 24157

24158 B

24159 B

Title ExplanationCode WNS ISO codeName Signal description / Measured quantityBL Alarm blocking: X = alarm is blocked at standstill; value = blocking time after startType Signal typeRange / Unit Signal range and engineering unitSet point - Alarm Set point for alarm conditionSet point - Alarm - Delay Set point for alarm delaySet point - Stop Set point for stop / shutdown conditionSet point - Stop - Delay Set point for stop / shutdown delaySet point - L.red. Set point for load reduction request conditionSet point - L.red. - Delay Set point for load reduction request delayModbus addresses - Anal. On analog addresses (30xxx) integer value = measured value x scale factor. Value -900 (note the scaling) indicates sensor/module failureModbus addresses - Alarm On alarm addresses (10xxx) 0 = normal and 1 = alarm ONModbus addresses - Stop On stop addresses (11xxx) 0 = normal and 1= stop ONModbus addresses - L.red. On load reduction addresses (12xxx) 0 = normal and 1 = load reduction request ONScale Scale factor for analog addresses (30xxx)Alarm cond. Condition for alarm / stop / load reduction activation

C 03-04-2006 M.Glavina Kocevar The analogue signals will generate the relating alarms, LR and stop indications

B 03-02-2006 M.Glavina Kocevar Implemented priority of addresses, two engines added, LR on cyl lin added.

A 16-12-2005 M.Glavina Kocevar Cylinder liner temperature threshold updated

Rev. Date Made Appd. Explanation

© Wärtsilä Nederland BVTechnology CODE LIST MODBUS W38B DIESEL ELECTRIC

This drawing is property of Wärtsilä Nederland B.V. and shall neither be copied, shown nor communicated to a third party without the consent of the owner.

Subtitle ALL SEAS AUDACIA Made 03-10-2005 M.Glavina Page Document No Rev

Appd. 27-10-2005 S.Kocevar 1 9530DT369 C

ABBREVIATIONS

ABCACHHTINDLLTNCNOMPUSWTC

A-bankB-bankCharge Air CoolerHighHigh TemperatureInductive Pick UpLowLow TemperatureNormally ConnectedNormally OpenMagnetic Pick UpSoftWareTurbo Charger

File name: 9530DT369_C.xls Page 1 (7) Revision C


B Range / Modbus Addresses AlarmCode Name L Type Unit Alarm -Delay Stop -Delay L.red. 2) -Delay Anal. Alarm Stop L.red. 2) Scale cond. Note

Fuel oil LS103A Fuel oil leakage, injection pipe A-bank X NC-switch 0-1 1 1 10003 1 highLS107A Fuel oil leakage, dirty duel, FE A-bank NC-switch 0-1 1 1 10004 1 highLS108A Fuel oil leakage, dirty duel, DE A-bank NC-switch 0-1 1 1 10005 1 highPT101 Fuel oil pressure, engine inlet X Ratiometric 0-16 bar 4 5 30010 10010 10 low CTE101 Fuel oil temperature, engine inlet X Resistive 0-160 °C 145 2 30011 10011 1 high CLube oil PXK201 Lube oil pressure alarm setpoint Calculated 18) 30231 10PXM201 Lube oil pressure shutdown setpoint Calculated 18) 30233 10PDY243 Lube oil filter pressure difference SW-function 30013 1PDY243.1 Lube oil filter pressure difference Calculated 0-10 bar 0.8 3 30015 10015 1PDY243.1 Lube oil filter pressure difference Calculated 0-10 bar 1.8 3 10017 1PDS243 Lube oil filter pressure difference X NC-switch 0-1 1 3 10016 1 high

TE201 Lube oil temperature, engine inlet Resistive 0-160 °C40 (L) 70 (H)

3 75 (H) 3 30018 10018 12018 1low / high C

PT271 Lube oil pressure, TC A inlet 100 Ratiometric 0-6Bar29)

329)

3 30039 10039 12039 100low / high

PXK271 LO pressure, TC A inlet, high alarm setpoint 100 SW-tunable 2500 (H) 30171 100PXK271 LO pressure, TC A inlet, low alarm setpoint 100 SW-tunable 1300 (L) 30173 100PXL271 LO pressure, TC A inlet, LR setpoint 100 SW-tunable 800 30172 100TE272 Lube oil temperature, TC A outlet Resistive 0-160 °C 30021 1Starting air PT301 Starting air pressure X Ratiometric 0-40 bar 15 2 30024 10024 10 low CPT311 Control air pressure X Ratiometric 0-40 bar 15 2 30025 10025 10 low CCooling water PY401 HT water pressure, engine inlet 10 Ratiometric 0-6 bar 19) 2 19) 5 30027 10027 12027 10 low 25) B,CPXK401 HT water pressure alarm setpoint Calculated 19) 30234 10PXL401 HT water pressure load reduction request setpoint Calculated 19) 30235 10PY432 HT water pressure, CAC Outlet Ratiometric 0-6 bar 30028 10 25)

PY451/471 LT water pressure, CAC inlet 10 Ratiometric 0-6 bar 20) 2 30029 10029 10 low 25) CPXK471 LT water pressure alarm setpoint Calculated 20) 30237 10

TE401 HT water temperature, engine inlet X Resistive 0-160 °C60(LL) 70(L)

3 30030 10030 1 low 26)

CTE402 HT water temperature, engine outlet X Resistive 0-160 °C 103 3 107 3 30031 10031 12031 1 high CPH402/432 HT water static pressure SW-tunable 30032 10 24)

PH471 LT water static pressure SW-tunable 30033 10 24)

TE432A HT water temperature, CAC outlet Resistive 0-160 °C 30034 1TE451/471 LT water temperature, CAC inlet Resistive 0-160 °C 30035 1TE472 LT water temperature, CAC outlet Resistive 0-160 °C 30036 1Charge air PT601 Charge air pressure X Ratiometric 0-6 bar 3,6 5 17) 10 30038 10038 12038 1000 high C

TE601 Charge air temperature X Resistive 0-160 °C35 (L) 60

(H)3 30042 10042 1

low / high C

Crankcase NS700 Oil mist detector failure NC-switch 0-1 1 0 10045 1 failureQS700 Oil mist alarm X NC-switch 0-1 0 0 10046 1 openQS701 Oil mist load reduction NO-switch 0-1000 800 0 12047 1 closed CQS701 Oil mist shutdown NO-switch 0-1000 800 0 11047 1 closed CTE700 Main bearing 0 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30049 10049 11049 12049 1 high C

1 = PDS243 (digital), 2 = PDY243 (calc. analog), 3 = PDx fail, 99 = no filter

Set points




Set points

TE701 Main bearing 1 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30050 10050 11050 12050 1 high CTE702 Main bearing 2 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30051 10051 11051 12051 1 high CTE703 Main bearing 3 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30052 10052 11052 12052 1 high CTE704 Main bearing 4 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30053 10053 11053 12053 1 high CTE705 Main bearing 5 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30054 10054 11054 12054 1 high CTE706 Main bearing 6 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30055 10055 11055 12055 1 high CTE707 Main bearing 7 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30056 10056 11056 12056 1 high CTE708 Main bearing 8 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30057 10057 11057 12057 1 high CTE709 Main bearing 9 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30058 10058 11058 12058 1 high CTE710 Main bearing 10 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30059 10059 11059 12059 1 high CExhaust gas, A-bankTE511 Exhaust gas temperature, TC A inlet 1 X NiCr/NiAl 0-800 °C 580 30 30060 10060 1 high CTE517 Exhaust gas temperature, TC A outlet X NiCr/NiAl 0-800 °C 500 30 30064 10064 1 high CTE5011A Exhaust gas temperature, cylinder A1 X NiCr/NiAl 0-800 °C 530 30 550 30 30065 10065 12065 1 high CTE5021A Exhaust gas temperature, cylinder A2 X NiCr/NiAl 0-800 °C 530 30 550 30 30066 10066 12066 1 high CTE5031A Exhaust gas temperature, cylinder A3 X NiCr/NiAl 0-800 °C 530 30 550 30 30067 10067 12067 1 high CTE5041A Exhaust gas temperature, cylinder A4 X NiCr/NiAl 0-800 °C 530 30 550 30 30068 10068 12068 1 high CTE5051A Exhaust gas temperature, cylinder A5 X NiCr/NiAl 0-800 °C 530 30 550 30 30069 10069 12069 1 high CTE5061A Exhaust gas temperature, cylinder A6 X NiCr/NiAl 0-800 °C 530 30 550 30 30070 10070 12070 1 high CTE5071A Exhaust gas temperature, cylinder A7 X NiCr/NiAl 0-800 °C 530 30 550 30 30071 10071 12071 1 high CTE5081A Exhaust gas temperature, cylinder A8 X NiCr/NiAl 0-800 °C 530 30 550 30 30072 10072 12072 1 high CTE5091A Exhaust gas temperature, cylinder A9 X NiCr/NiAl 0-800 °C 530 30 550 30 30073 10073 12073 1 high CSE518 TC speed, turbo A X MPU 0-1000Hz 0-30000 rpm 21060 5 21481 0,5 30074 10074 12074 1 high CSXK518/528 TC speed alarm setpoint SW-tunable 21060 30112 1 in rpm 3)

SXL518/528 TC speed load reduction request setpoint Calculated 21481 30113 1 in rpm 3)

Cylinder liners, A-bankTE711A Cylinder liner A1 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30079 10079 11079 12079 1 high B,CTE712A Cylinder liner A1 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30080 10080 11080 12080 1 high B,CTE721A Cylinder liner A2 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30081 10081 11081 12081 1 high B,CTE722A Cylinder liner A2 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30082 10082 11082 12082 1 high B,CTE731A Cylinder liner A3 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30083 10083 11083 12083 1 high B,CTE732A Cylinder liner A3 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30084 10084 11084 12084 1 high B,CTE741A Cylinder liner A4 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30085 10085 11085 12085 1 high B,CTE742A Cylinder liner A4 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30086 10086 11086 12086 1 high B,CTE751A Cylinder liner A5 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30087 10087 11087 12087 1 high B,CTE752A Cylinder liner A5 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30088 10088 11088 12088 1 high B,CTE761A Cylinder liner A6 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30089 10089 11089 12089 1 high B,CTE762A Cylinder liner A6 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30090 10090 11090 12090 1 high B,CTE771A Cylinder liner A7 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30091 10091 11091 12091 1 high B,CTE772A Cylinder liner A7 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30092 10092 11092 12092 1 high B,CTE781A Cylinder liner A8 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30093 10093 11093 12093 1 high B,CTE782A Cylinder liner A8 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30094 10094 11094 12094 1 high B,CTE791A Cylinder liner A9 temperature 1 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30095 10095 11095 12095 1 high B,CTE792A Cylinder liner A9 temperature 2 X NiCr/NiAl 0-220 °C 160 3 180 3 165 3 30096 10096 11096 12096 1 high B,CBackup system

PSZ201 Lube oil pressure, engine inlet, backup shutdown (> 300rpm) 10 NO-switch bar 1,8 3 11138 1 low

SEZ174 Engine speed trip, backup IND 0-362 Hz 0-700 rpm 690 0 11140 1 highTEZ402 HT water temp., engine outlet 10 NO-switch 0-1 112 3 11141 8),27)




Set points

Optional shutdown 10 NO-switch 0-1 1 3 11141 14),27)

Stop/shutdown inputs HS722 Local stop NO-switch 0-1 1 0 11142 1 closedOS734 Remote stop NO-switch 0-1 1 0 11143 1 closed COS735 Emergency stop NO-switch 0-1 1 0 11144 1 closedOS739 External shutdown NO-switch 0-1 1 1 11145 1 closed 27) CEngine status indicationsIS871 Start mode SW-function 0-1 1 0 30147 1 1)

IS872 Ready for start mode SW-function 0-1 1 0 30148 1 1)

IS880 Start blocking mode SW-function 0-1 1 0 30149 1 1)

HS724 Local start mode SW-function 0-1 1 0 30150 1 1)

IS875 Failed start attempt mode SW-function 0-1 1 0 30151 10151 1 active 1)

IS877 Run mode SW-function 0-1 1 0 30152 1 1)

IS878 Stop mode SW-function 0-1 1 0 30153 1 1)

IS879 Shutdown mode SW-function 0-1 1 0 30154 1 1)

- Slow turn mode SW-function 0-1 1 0 30155 1 1)

- Standby mode SW-function 0-1 1 0 30156 1 1)

- Slow turn failure SW-function 0-1 1 0 11157 1 active COS736 Stop/shutdown override NO-switch 0-1 1 2 30158 10158 1 closed 1)

Status of start blockingsPT201 Lube oil pressure, engine inlet Ratiometric 0-10 bar 0,5 0 10159 1 low 1) CGS171 Stop lever position NO-switch 0-1 1 0 10161 1 stop 1) CGS792 Turning gear position NO-switch 0-1 1 0 10162 1 engaged 1) COS740 External start block NO-switch 0-1 1 0 10164 1 closed 1) CPT311 Control air pressure Ratiometric 0-40 bar 10 0 10166 1 low 1) CPT271 Lube oil pressure, TC A inlet Ratiometric 0-6Bar 0,6 0 10181 1 low 1) CFuel control related parametersGT165 Fuel rack position X Ratiometric 0-110% 101 30 30174 10174 1 high CIS166 Overload switch X SW-switch 0-1 1 30 10175 1 high CSE167 Engine speed, flywheel MPU 0-1925 Hz 0-700 rpm 30176 11176 1 CST174 Engine speed, camshaft IND 0-362 Hz 0-700 rpm 30177 11177 1 CST175 General engine speed, by evaluation speed info SW-function 0-700 rpm 620 0 660 0 30178 10178 11178 1 high 6) CUT793_mBar Actual BMEP Calculated 0-X mBar 30240 1000 15)

UT793 Mean Output (in kW) Calculated 0-X kW 17) 30242 12242 1 15)

Pump start requestsCV223 Prelube oil pump control SW-switch 0-1 7) 30188 1Automation system OS732 Remote start NO-switch 0-1 1 0 1 0 10169 11169 1 closedHS721 Local start NO-switch 0-1 1 0 1 0 10170 11170 1 closedNS711 Relay Module Failure NO-switch 1 5 10190 1 closedTE802 Internal temperature MCM700 1 X Resistive -50..160 °C 85 3 30191 10191 1 high CTE831 Internal temperature in FE Acq. Module X Resistive -50..160 °C 85 3 30192 10192 1 high CTE832 Internal temperature TC Acq. Module X Resistive -50..160 °C 85 3 22) 30193 10193 1 high CTE841A Internal temperature Cylinder Controller A1 X Resistive -50..160 °C 85 3 30194 10194 1 high CTE842A Internal temperature Cylinder Controller A2 X Resistive -50..160 °C 85 3 30195 10195 1 high CTE843A Internal temperature Cylinder Controller A3 X Resistive -50..160 °C 85 3 30196 10196 1 high C

NS888 Engine mode SW-function 30200

NS885 Common (engine) alarm SW-switch 0-1 30201 10201 11201 12201 1 high 9)-12)

0-255: 0=stop, 1=ready to start, 8=standby, 16=start, 32=run, 64=shutdown, 128=emergency, 255=start blocked




Set points

NS890 Commnon failure alarm SW-function 0-1 30202 10202 1 high 28)

Exhaust gas deviations TY500 Average exhaust gas temperature Calculated 0-800 °C 30203 1TY517A Exhaust gas temperature deviation A1 10 Calculated -100..100 °C 21) 3 21) 3 30204 10204 12204 1 high CTY527A Exhaust gas temperature deviation A2 10 Calculated -100..100 °C 21) 3 21) 3 30205 10205 12205 1 high CTY537A Exhaust gas temperature deviation A3 10 Calculated -100..100 °C 21) 3 21) 3 30206 10206 12206 1 high CTY547A Exhaust gas temperature deviation A4 10 Calculated -100..100 °C 21) 3 21) 3 30207 10207 12207 1 high CTY557A Exhaust gas temperature deviation A5 10 Calculated -100..100 °C 21) 3 21) 3 30208 10208 12208 1 high CTY567A Exhaust gas temperature deviation A6 10 Calculated -100..100 °C 21) 3 21) 3 30209 10209 12209 1 high CTY577A Exhaust gas temperature deviation A7 10 Calculated -100..100 °C 21) 3 21) 3 30210 10210 12210 1 high CTY587A Exhaust gas temperature deviation A8 10 Calculated -100..100 °C 21) 3 21) 3 30211 10211 12211 1 high CTY597A Exhaust gas temperature deviation A9 10 Calculated -100..100 °C 21) 3 21) 3 30212 10212 12212 1 high CTXK500 Exh. gas temp. dev. alarm setpoint Calculated 21) 30224 1TXL500 Exh. gas temp. dev. load reduction request setpoint Calculated 21) 30225 1Slow TurningIS331 Slow turning ready SW-function 0-1 30251XS331 Slow turning pre-warning SW-function 0-1 30252

Time to slow turning (in percentage) SW-function 0-100% 30253Time to slow turning (in seconds) SW-function 0-X seconds 30254

Remaining slow turning pre-warning time (in percentage)

SW-function 0-100% 30255

Remaining slow turning pre-warning time (in seconds)

SW-function 0-X seconds 30256

Exhaust wastegate valve controlCV519 Wastegate valve control, A-bank 10 4-20mA out 0-100% 23) 10 30075 10075 12075 10

Wastegate function SW-function 30243 15)

Wastegate control action SW-function 30244 15)0-99: 0=disable_closed, 1=forced_closed, 2=normal_action, 50=frozen_position, 99=forced_open

0-99: 0=closed, 1=EWGCppFpp, 2=EWGPump, 3=AWG, 99=open




Set points

Notes:1) Status information, NOT to be treated as alarm.2) When load reduction request is active, the external system is supposed to reduce engine load in accordance with the load levels given in the engine manual.3) Alarm set point = nBmax, L.red set point = 1.02 * nBmax for ABB TC, L.red set point = 1.05 * nBmax for Napier TC6) Alarm just above max droop =3%, WECS-stop at 110%.7) Pump OFF at 400 rpm (increasing) and pump ON at 310 rpm (decreasing)8) Backup switch according to rules LR: TEZ402. See also note 14.9) Address 30201: common engine alarm is ON in case at least one alarm or load reduction request or shutdown is active. It is blinking in certain engine modes (see engine manual).10) Address 10201: common alarm (any setpoint alarm active or due to essential failure)11) Address 11201: common shutdown (any setpoint shutdown active or due to essential failure)12) Address 12201: common load reduction request (any setpoint load reduction request active or due to essential failure)14) Utilised as combined shutdown input for TEZ402 and any external shutdown (except emergency stop)15) Used internally by WECS17) Load reduction request due to (strategic) sensor failure related to valve control failure handling18) Variable set point, see chart 1 next page.19) Variable set point, see chart 2 next page.20) Variable set point, see chart 3 next page21) Variable set point, see chart 4 next page22) Load reduction request due to (strategic) module failure related to valve control failure handling23) Load reduction request due to control valve failure24) Ps refers to the static pressure in the installation at site25) PY refers to dynamical pressures (PT… sensor reading - static pressure)26) LL-setpoint refers to pre-heat alarm (only active during ready for start)27) The External shutdown input can only be utilised for external shutdown indication on modbus. See also note 14.28) Address 30202, 10202: common failure alarm is ON in case at least one sensor failure or module failure is active.29) Alarm / load reduction setpoints turbocharger type dependant




Set points

Others_start_chartOverview variable setpoints valid for: ABS, BV, CCS, DNV, LR and RINA

Chart 1: Lube oil pressure safety

1

1,5

2

2,5

3

3,5

4

200 250 300 350 400 450 500 550 600 650 700

Engine speed [rpm]

PT

201

pres

sure

[bar

]

alarm

standby pump

autostop

autostop backup switch

load reduction

Chart 2: HT cooling water pressure safety

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

200 250 300 350 400 450 500 550 600 650 700

Engine speed [rpm]

PY

401

pres

sure

[bar

]

alarmload reductionstandby pumpautostop

PY401=PT401-PstaticPstatic=600mbar (default)

Chart 3: LT cooling water pressure safety

0

0,5

1

1,5

2

2,5

3

3,5

4

200 250 300 350 400 450 500 550 600 650 700Engine speed [rpm]

PY

471

pres

sure

[bar

]

alarm

standby pump

PY471=PT471-PstaticPstatic=600mbar (default)

Chart 4: Exhaust gas cylinder temperature deviation safety

0

100

200

300

400

500

600

700

0 5 10 15 20 25 30 35Output bmep [bar]

TY

5xxx

[dgC

]

load reduction

alarm


for internal use onlyModbus, W38B, main engine Modbus W38 filtered for:all W38, global list

Modbus communication link MB ID Rev.

Communication speed: 9600 bauds

Commands in use: 02 and 04

Communication mode: RTU

Physical interface: RS-485 2-wire

Title Explanation

Code WNS ISO code

Name Signal description / Measured quantity

BL Alarm blocking: X = alarm is blocked at standstill; value = blocking time after start

Type Signal type

Range / Unit Signal range and engineering unit

Set point - Alarm Set point for alarm condition

Set point - Alarm - Delay Set point for alarm delay

Set point - Stop Set point for stop / shutdown condition

Set point - Stop - Delay Set point for stop / shutdown delay

Set point - L.red. Set point for load reduction request condition

Set point - L.red. - Delay Set point for load reduction request delay

Modbus addresses - Anal. On analog addresses (30xxx) integer value = measured value x scale factor. Value -900 (note the scaling) indicates sensor/module failure

Modbus addresses - Alarm On alarm addresses (10xxx) 0 = normal and 1 = alarm ON

Modbus addresses - Stop On stop addresses (11xxx) 0 = normal and 1= stop ON

Modbus addresses - L.red. On load reduction addresses (12xxx) 0 = normal and 1 = load reduction request ON

Scale Scale factor for analog addresses (30xxx)

Alarm cond. Condition for alarm / stop / load reduction activation

a 04/05/2005 Dno / D. Novak Sca / S. Casini 07878 PT271/PT281 setpoints added

Rev. Date Made Appd. D-message Explanation

© Wärtsilä Nederland BV

Technology CODE LIST MODBUS W38B MAIN ENGINE

This drawing is property of Wärtsilä Nederland B.V. and shall neither be copied, shown nor communicated to a third party without the consent of the owner.

Subtitle Made 24-09-2004 D. Novak Page Document No Rev

Appd. 24-01-2005 S. Casini 1 9530DT317 a

Engine number

ABBREVIATIONS

A

B

CAC

H

HT

IND

L

LT

NC

NO

MPU

SW

TC

A-bank

B-bank

Charge Air Cooler

High

High Temperature

Inductive Pick Up

Low

Low Temperature

Normally Connected

Normally Open

Magnetic Pick Up

SoftWare

Turbo Charger

File name: 9530DT317 rev. a ver8.xls Page 1 (9) Revision -


B Range / Set points Modbus Addresses Alarm

Code Name L Type Unit Alarm -Delay Stop -Delay L.red.2) -Delay Anal. Alarm Stop L.red.

2) Scale cond. Note

Fuel oil

LS103A Fuel oil leakage, injection pipe A-bank X NC-switch 0-1 1 1 10003 1 high

LS107A Fuel oil leakage, dirty duel, FE A-bank NC-switch 0-1 1 1 10004 1 high

LS108A Fuel oil leakage, dirty duel, DE A-bank NC-switch 0-1 1 1 10005 1 high

LS103B Fuel oil leakage, injection pipe B-bank X NC-switch 0-1 1 1 10006 1 high

LS107B Fuel oil leakage, dirty duel, FE B-bank NC-switch 0-1 1 1 10007 1 high

LS108B Fuel oil leakage, dirty duel, DE B-bank NC-switch 0-1 1 1 10008 1 high

PT101 Fuel oil pressure, engine inlet X Ratiometric 0-16 bar 4 5 30010 10010 10 low

TE101 Fuel oil temperature, engine inlet X Resistive 0-160 °C 145 2 30011 10011 1 high

Lube oil

PH201 Lube oil pressure, engine inlet, static SW-tunable 0-10 bar 30012 10

PT201.1 Lube oil pressure, engine inlet 10 Ratiometric 0-10 bar 18) 2 18) 30014 10014 11014 10 low

PT201.1 Lube oil pressure, engine inlet 10 Ratiometric 0-10 bar 18) 2 18) 2 30014 10014 11014 12014 10 low

PXK201 Lube oil pressure alarm setpoint Calculated 18) 30231 10

PXL201 Lube oil pressure load reduction setpoint Calculated 18) 30232 10

PXM201 Lube oil pressure shutdown setpoint Calculated 18) 30233 10

PDY243 Lube oil filter pressure difference SW-function 30013 1

PDY243.1 Lube oil filter pressure difference Calculated 0-10 bar 0.8 3 30015 10015 1

PDY243.1 Lube oil filter pressure difference Calculated 0-10 bar 1.8 3 10017 1

PDS243 Lube oil filter pressure difference X NC-switch 0-1 1 3 10016 1 high

TE201 Lube oil temperature, engine inlet Resistive 0-160 °C40 (L)

70 (H)3 75 (H) 3 30018 10018 12018 1

low /

high

LS271 Lube oil level TC A X NC-switch 0-1 0 1 10020 1 low

PT271 Lube oil pressure, TC A inlet 100 Ratiometric 0-6Bar29)

329)

3 30039 10039 12039 100low /

higha

PXK271 LO pressure, TC A inlet, high alarm setpoint 100 SW-tunable 29) 30171 100 a

PXK271 LO pressure, TC A inlet, low alarm setpoint 100 SW-tunable 29) 30173 100 a

PXL271 LO pressure, TC A inlet, LR setpoint 100 SW-tunable 29) 30172 100 a

TE272 Lube oil temperature, TC A outlet Resistive 0-160 °C 30021 1

LS281 Lube oil level TC B X NC-switch 0-1 0 1 10022 1 low

PT281 Lube oil pressure, TC B inlet 100 Ratiometric 0-6Bar29)

329)

3 30040 10040 12040low /

higha

TE282 Lube oil temperature, TC B outlet Resistive 0-160 °C 30023 1

Starting air

PT301 Starting air pressure X Ratiometric 0-40 bar 15 2 30024 10024 10 low

PT311 Control air pressure X Ratiometric 0-40 bar 15 2 30025 10025 10 low

Cooling water

PY401 HT water pressure, engine inlet 10 Ratiometric 0-6 bar 19) 2 19) 5 30027 10027 12027 10 low 25)

PXK401 HT water pressure alarm setpoint Calculated 19) 30234 10

PXL401 HT water pressure load reduction request setpoint Calculated 19) 30235 10

PY401 HT water pressure, engine inlet 10 Ratiometric 0-6 bar 19) 2 19) 5 30027 10027 12027 10 low 25)



PY401 HT water pressure, engine inlet 10 Ratiometric 0-6 bar 19) 2 19) 2 19) 5 30027 10027 11027 12027 10 low 25)



PXM401 HT water pressure shutdown setpoint Calculated 19) 30236 10

PY432 HT water pressure, CAC Outlet Ratiometric 0-6 bar 30028 10 25)

PY451/471 LT water pressure, CAC inlet 10 Ratiometric 0-6 bar 20) 2 30029 10029 10 low 25)

1 = PDS243 (digital), 2 = PDY243 (calc. analog), 3 = PDx fail, 99 = no filter





2) Scale cond. Note

PXK471 LT water pressure alarm setpoint Calculated 20) 30237 10

TE401 HT water temperature, engine inlet X Resistive 0-160 °C60(LL)

70(L)3 30030 10030 1 low 26)

TE402 HT water temperature, engine outlet X Resistive 0-160 °C 103 3 107 3 30031 10031 12031 1 high

PH402/432 HT water static pressure SW-tunable 30032 10 24)

PH471 LT water static pressure SW-tunable 30033 10 24)

TE432A HT water temperature, CAC outlet Resistive 0-160 °C 30034 1

TE451/471 LT water temperature, CAC inlet Resistive 0-160 °C 30035 1

TE472 LT water temperature, CAC outlet Resistive 0-160 °C 30036 1

Charge air

PT601 Charge air pressure X Ratiometric 0-6 bar 3,6 5 17) 10 30038 10038 12038 1000 high

TE601 Charge air temperature X Resistive 0-160 °C35 (L) 60

(H)3 30042 10042 1

low /

high

Crankcase

NS700 Oil mist detector failure NC-switch 0-1 1 0 10045 1 failure

QS700 Oil mist alarm X NC-switch 0-1 0 0 10046 1 open

QS701 Oil mist load reduction NO-switch 0-1000 800 0 12047 1 closed

QS701 Oil mist shutdown NO-switch 0-1000 800 0 11047 1 closed

TE700 Main bearing 0 temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30049 10049 11049 12049 1 high











TE711 PTO bearing temperature X NiCr/NiAl 0-220 °C 100 2 120 2 110 2 30061 10061 11061 12061 1 high

Exhaust gas, A-bank

TE511 Exhaust gas temperature, TC A inlet 1 X NiCr/NiAl 0-800 °C 580 30 30060 10060 1 high

TE517 Exhaust gas temperature, TC A outlet X NiCr/NiAl 0-800 °C 500 30 30064 10064 1 high

TE5011A Exhaust gas temperature, cylinder A1 X NiCr/NiAl 0-800 °C 530 30 550 30 30065 10065 12065 1 high









SE518 TC speed, turbo A X MPU 0-1000Hz 0-30000 rpm 3) 5 3) 0,5 30074 10074 12074 1 high

SXK518/528 TC speed alarm setpoint SW-tunable 3) 30112 1 in rpm3)

SXL518/528 TC speed load reduction request setpoint Calculated 3) 30113 1 in rpm3)

Cylinder liners, A-bank

TE711A Cylinder liner A1 temperature 1 X NiCr/NiAl 0-220 °C 140 3 155 3 145 3 30079 10079 11079 12079 1 high a







2) Scale cond. Note
















Exhaust gas, B-bank

TE521 Exhaust gas temperature, TC B inlet 1 X NiCr/NiAl 0-800 °C 580 30 30097 10097 1 high

TE527 Exhaust gas temperature, TC B outlet X NiCr/NiAl 0-800 °C 500 30 30101 10101 1 high

TE5011B Exhaust gas temperature, cylinder B1 X NiCr/NiAl 0-800 °C 530 30 550 30 30102 10102 12102 1 high









SE528 TC speed, turbo B X MPU 0-1000Hz 0-30000 rpm 3) 5 3) 0,5 30111 10111 12111 1 high

Cylinder liners, B-bank

TE711B Cylinder liner B1 temperature 1 X NiCr/NiAl 0-220 °C 140 3 155 3 145 3 30116 10116 11116 12116 1 high a


















Backup system





2) Scale cond. Note

PSZ201Lube oil pressure, engine inlet, backup

shutdown (> 300rpm)10 NO-switch bar 1,8 3 11138 1 low

PS210 Lube oil standby pump control, (> 300rpm) 10 NO-switch 1-10 bar 2,2 0 8)

SEZ174 Engine speed trip, backup IND 0-362 Hz 0-700 rpm 690 0 11140 1 high

PSZ401 HT water pressure, engine inlet (> 300rpm) 10 NO-switch 0-1 0,25+Ps 3 11141 8), 24),27)

TEZ402 HT water temp., engine outlet 10 NO-switch 0-1 112 3 11141 8),27)

Optional shutdown 10 NO-switch 0-1 1 3 11141 14),27)

PS410 HT water standby pump control (> 300rpm) 10 NO-switch 0-4 bar 0,55+Ps 0 8)

PS460 LT water standby pump control (> 300rpm) 10 NO-switch 0-4 bar 0,4+Ps 0 8)

Stop/shutdown inputs

HS722 Local stop NO-switch 0-1 1 0 11142 1 closed

OS734 Remote stop NO-switch 0-1 1 0 11143 1 closed

OS735 Emergency stop NO-switch 0-1 1 0 11144 1 closed

OS739 External shutdown NO-switch 0-1 1 1 11145 1 closed 27)

Engine status indications

IS871 Start mode SW-function 0-1 1 0 30147 1 1)

IS872 Ready for start mode SW-function 0-1 1 0 30148 1 1)

IS880 Start blocking mode SW-function 0-1 1 0 30149 1 1)

HS724 Local start mode SW-function 0-1 1 0 30150 1 1)

IS875 Failed start attempt mode SW-function 0-1 1 0 30151 10151 1 active 1)

IS877 Run mode SW-function 0-1 1 0 30152 1 1)

IS878 Stop mode SW-function 0-1 1 0 30153 1 1)

IS879 Shutdown mode SW-function 0-1 1 0 30154 1 1)

- Slow turn mode SW-function 0-1 1 0 30155 1 1)

- Standby mode SW-function 0-1 1 0 30156 1 1)

- Slow turn failure SW-function 0-1 1 0 11157 1 active

OS736 Stop/shutdown override NO-switch 0-1 1 2 30158 10158 1 closed 1)

Status of start blockings

PT201 Lube oil pressure, engine inlet Ratiometric 0-10 bar 0,5 0 10159 1 low 1)

GS171 Stop lever position NO-switch 0-1 1 0 10161 1 stop 1)

GS792 Turning gear position NO-switch 0-1 1 0 10162 1 engaged 1)

OS740 External start block NO-switch 0-1 1 0 10164 1 closed 1)

PT311 Control air pressure Ratiometric 0-40 bar 10 0 10166 1 low 1)

LS271 Lube oil level TC A NC-switch 0-1 0 0 10167 1 low 1), 30)

PT271 Lube oil pressure, TC A inlet Ratiometric 0-6Bar 0,6 0 10181 1 low 1) a

LS281 Lube oil level TC B NC-switch 0-1 0 0 10168 1 low 1), 30)

PT281 Lube oil pressure, TC B inlet Ratiometric 0-6Bar 0,6 0 10182 1 low 1) a

Fuel control related parameters

GT165 Fuel rack position X Ratiometric 0-110% 101 30 30174 10174 1 high

IS166 Overload switch X SW-switch 0-1 1 30 10175 1 high

SE167 Engine speed, flywheel MPU 0-1925 Hz 0-700 rpm 30176 11176 1

ST174 Engine speed, camshaft IND 0-362 Hz 0-700 rpm 30177 11177 1

ST175 General engine speed, by evaluation speed info SW-function 0-700 rpm 620 0 660 0 30178 10178 11178 1 high 6)

UT793_mBar Actual BMEP Calculated 0-X mBar 30240 1000 15)

UT793 Mean Output (in kW) Calculated 0-X kW 17) 30242 12242 1 15)

Pump start requests

CV210 Lube oil standby pump control 10 SW-switch 0-16 bar 18) 0 10185 1 active

CVK210 Lube oil standby pump activation level Calculated 18) 30185 10

CV410 HT water standby pump control 10 SW-switch 0-6 bar 19) 0 10186 1 active





2) Scale cond. Note

CVK410 HT water standby pump activation level Calculated 19) 30186 10

CV460 LT water standby pump control 10 SW-switch 0-6 bar 20) 0 10187 1 active

CVK460 LT water standby pump activation level Calculated 20) 30187 10

CV223 Prelube oil pump control SW-switch 0-1 7) 30188 1

Automation system

OS732 Remote start NO-switch 0-1 1 0 1 0 10169 1 closed

HS721 Local start NO-switch 0-1 1 0 1 0 10170 1 closed

NS711 Relay Module Failure NO-switch 1 5 10190 1 closed

TE802 Internal temperature MCM700 1 X Resistive -50..160 °C 85 3 30191 10191 1 high

TE831 Internal temperature in FE Acq. Module X Resistive -50..160 °C 85 3 30192 10192 1 high

TE832 Internal temperature TC Acq. Module X Resistive -50..160 °C 85 3 22) 30193 10193 1 high a

TE841A Internal temperature Cylinder Controller A1 X Resistive -50..160 °C 85 3 30194 10194 1 high



TE841B Internal temperature Cylinder Controller B1 X Resistive -50..160 °C 85 3 30197 10197 1 high



NS888 Engine mode SW-function 30200

NS885 Common (engine) alarm SW-switch 0-1 30201 10201 11201 12201 1 high 9)-12)

NS890 Commnon failure alarm SW-function 0-1 10202 1 high 28)

Exhaust gas deviations

TY500 Average exhaust gas temperature Calculated 0-800 °C 30203 1

TY517A Exhaust gas temperature deviation A1 10 Calculated -100..100 °C 21) 3 21) 3 30204 10204 12204 1 high









TY517B Exhaust gas temperature deviation B1 10 Calculated -100..100 °C 21) 3 21) 3 30213 10213 12213 1 high









TXK500 Exh. gas temp. dev. alarm setpoint Calculated 21) 30224 1

TXL500 Exh. gas temp. dev. load reduction request setpoint Calculated 21) 30225 1

Slow Turning

IS331 Slow turning ready SW-function 0-1 30251

XS331 Slow turning pre-warning SW-function 0-1 30252

Time to slow turning (in percentage) SW-function 0-100% 30253

Time to slow turning (in seconds) SW-function 0-X seconds 30254

0-255: 0=stop, 1=ready to start, 8=standby, 16=start, 32=run,

64=shutdown, 128=emergency, 255=start blocked





2) Scale cond. Note

Remaining slow turning pre-warning time (in

percentage)SW-function 0-100% 30255

Remaining slow turning pre-warning time (in

seconds)SW-function 0-X seconds 30256

Exhaust wastegate valve control

CV519 Wastegate valve control, A-bank 10 4-20mA out 0-100% 23) 10 30075 10075 12075 10


Wastegate control action SW-function 30244 15)

Air wastegate valve control

CV656 Air wastegate valve control, A-bank 10 4-20mA out 0-100% 23) 10 30075 10075 12075 10

TE651 Charge air temperature TC A inlet Resistive 0-160 °C 17) 30043 12043 1 16)


Wastegate control action SW-function 30244 15)

Cold air wastegate valve control

CV667 Cold air wastegate valve control (digital) 10 SW-switch 0-1 30134 10134 1

Cold air wastegate control action SW-function 30135 1

CV667_open Open temperature limit for cold AWG SW-function -127..126 °C 30136 1

CV667_close Close temperature limit for cold AWG SW-function -127..126 °C 30137 1

Cold air wastegate function SW-function 30139 1

Bypass valve control

CVS643 Bypass valve control (digital) 10 SW-switch 0-1 1 5 30076 10076 1 4), 5)

GS643O Bypass position (open) NO-switch 0-1 30077 1

GS643C Bypass position (closed) NO-switch 0-1 30078 1

Bypass function SW-function 30260 15)

Bypass control action SW-function 30259 15)

Additional signals for FAKS

TE231 Lube oil temperature, LOC inlet Resistive 0..150 °C 30019

PT701 Crank case pressure Ratiometric -8..52 mbar 30048

TE621 Charge air temperature, before cooler A-bank Ratiometric -38..262 °C 30222

TE631 Charge air temperature, before cooler B-bank Ratiometric -38..262 °C 30223

0-99: 0=closed, 1=automatic, 2=disabled, 99=open

0-99: 0=disable_closed, 1=forced_closed, 2=normal_action,

50=frozen_position, 99=forced_open







0-1: 0=disabled, 1=selected

0-50: 0=disabled, 1=forced_closed, 2=normal_action, 4=Error AWG,

50=frozen_position





2) Scale cond. Note

Notes:

1) Status information, NOT to be treated as alarm.

2) When load reduction request is active, the external system is supposed to reduce engine load in accordance with the load levels given in the engine manual.

3) Alarm set point = nBmax, L.red set point = 1.02 * nBmax for ABB TC, L.red set point = 1.05 * nBmax for Napier TC

4) Bypass control configuration is dependent on actual application.

5) Alarm in case of valve position feedback and valve command do not match.

6) Alarm just above max droop =3%, WECS-stop at 110%.

7) Pump OFF at 400 rpm (increasing) and pump ON at 310 rpm (decreasing)

8) Backup switches according to rules GL: PSZ401, PS210.1, PS210.2, PS410, PS460. Connected to external system, except for PSZ401, see also note 14. No modbus address.

8) Backup switch according to rules LR: TEZ402. See also note 14.

9) Address 30201: common engine alarm is ON in case at least one alarm or load reduction request or shutdown is active. It is blinking in certain engine modes (see engine manual).

10) Address 10201: common alarm (any setpoint alarm active or due to essential failure)

11) Address 11201: common shutdown (any setpoint shutdown active or due to essential failure)

12) Address 12201: common load reduction request (any setpoint load reduction request active or due to essential failure)

13) On GL installations only

14) Any external shutdown, except emergency stop

14) Utilised as combined shutdown input for PSZ401 and any external shutdown (except emergency stop)

14) Utilised as combined shutdown input for TEZ402 and any external shutdown (except emergency stop)

15) Used internally by WECS

16) Optional, used only with air waste gate

17) Load reduction request due to (strategic) sensor failure related to valve control failure handling

18) Variable set point, see chart 1 next page.

19) Variable set point, see chart 2 next page.

20) Variable set point, see chart 3 next page

21) Variable set point, see chart 4 next page

22) Load reduction request due to (strategic) module failure related to valve control failure handling

23) Load reduction request due to control valve failure

23) Load reduction request due to control valve failure

24) Ps refers to the static pressure in the installation at site

25) PY refers to dynamical pressures (PT… sensor reading - static pressure)

26) LL-setpoint refers to pre-heat alarm (only active during ready for start)

27) The External shutdown input can only be utilised for external shutdown indication on modbus. See also note 14.

28) Address 30202, 10202: common failure alarm is ON in case at least one sensor failure or module failure is active.

29) Alarm / load reduction setpoints turbocharger type dependant





2) Scale cond. Note

Others_start_chart

Overview variable setpoints valid for: ABS, BV, CCS, DNV, LR and RINA

Chart 1: Lube oil pressure safety

1

1,5

2

2,5

3

3,5

4

200 250 300 350 400 450 500 550 600 650 700

Engine speed [rpm]

PT

201

pre

ssu

re[b

ar]

alarm

standby pump

autostop

autostop backup switch

load reduction

Chart 2: HT cooling water pressure safety

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

200 250 300 350 400 450 500 550 600 650 700

Engine speed [rpm]

PY

40

1p

res

su

re[b

ar]

alarm

load reduction

standby pump

autostop

PY401=PT401-Pstatic

Pstatic=600mbar (default)

Chart 3: LT cooling water pressure safety

0

0,5

1

1,5

2

2,5

3

3,5

4

200 250 300 350 400 450 500 550 600 650 700

Engine speed [rpm]

PY

47

1p

res

su

re[b

ar]

alarm

standby pump

PY471=PT471-Pstatic

Pstatic=600mbar (default)

Chart 4: Exhaust gas cylinder temperature deviation safety

0

100

200

300

400

500

600

700

0 5 10 15 20 25 30 35

Output bmep [bar]

TY

5x

xx

[dg

C] load reduction

alarm


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Wärtsilä 38

ii− 1

A

Axial clearancecamshaft thrust bearing, 2.4 − 114 crankshaft thrust bearing, 2.4 − 114 , 2.5 − 17 ,

2.6 − 3

B

Bearing’0’−bearing camshaft, 2.5 − 21 camshaft bearing bush, inspection, 2.5 − 19

Bearing, big end bearing, assembling, 2.6 − 25

BN, 1.2 − 8

Booster maintenance, governing system, 1.6 – 13

C

Camshaft, 2.8 − 2 journal, removal, 2.8 − 16

CCAI, 1.1 − 19

Centrifugal filter, cleaning, 1.2 − 47

Components of internal system, Cooling waterpump, 1.4 − 11

Cooling water, 1.4 − 2 additives, qualities, 1.4 − 4 control, 1.4 − 5 requirements, 1.4 − 3

Cooling water flow, HT cooling water , charge aircooler, 1.4 − 8

Cooling water pumpinspection/assembling, 1.4 − 14 maintenance, 1.4 − 12 removal, 1.4 − 13 , 1.4 − 15 removal seals, 1.4 − 13

Crankcase breathing system, 1.2 − 49

Cranking, turning device, 2.6 − 31

Crankshaft gear wheel, 2.8 − 12

D

Dimensions and massesengine components, 2.4 − 127 turbochargers, 2.4 − 128

E

Emergency operation, defective turbocharger, 2.3 −26

F

Fuel control mechanism, maintenance, 1.6 – 14

Fuel system, draining, 1.1 − 22

G

Gudgeon pin bearing, Inspection and maintenance,2.6 − 13

H

HP fuel pump, connection, 1.6 – 7

I

Inlet valve seat, removing, 2.7 − 21

L

Lubricants additional equipmentactuator, 1.2 − 4 hydraulic tools, 1.2 − 4 turning gear, 1.2 − 4

Lubricating oilflash point, 1.2 − 8 insolubles, 1.2 − 8

Lubricating oil coolerflow LT water, 1.2 − 29 mounting cooler stack, 1.2 − 32 removing cooler stack, 1.2 − 31

Lubricating oil flowcooler, 1.2 − 28 cylinder head, 1.2 − 21

Lubricating oil module, 1.2 − 27

Lubricating oil pump, engine driven unit, 1.2 − 22

M

Maintenance, crankshaft explosion relief valves, 2.5− 29

Maintenance toolscharge air and exhaust gas system, 2.4 − 32

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Wärtsilä 38

ii− 2

cooling water system, 2.4 − 31 crankshaft, connecting rod, piston, 2.4 − 42 cylinder head with valves, 2.4 − 49 engine block, main bearing, cylinder liner, 2.4 −

34injection system, 2.4 − 68 lubricating oil system, 2.4 − 30 miscellaneous, 2.4 − 23

O

Output, engine, 1.0 − 3

P

Piston and connecting rod, mounting, 2.6 − 15

Piston rings, inspection and maintenance, 2.6 − 13

Pressure control unit, maintenance, 1.2 − 25

R

Requirements, starting air, 1.3 − 2

S

Sensor location tags, 1.6 – 24

Starting air valve, maintenance, 1.3 − 11

Stop cylinderadjustment, check, 1.6 – 10 maintenance, 1.6 – 10

T

Tappet guide block, 2.8 − 19

Thermostatic valvecooling water, 1.4 − 8 operation, 1.2 − 34 maintenance, 1.2 − 34 trouble shooting, 1.2 − 34

Tightening torque, jack pressureair distributor drive shaft, 2.4 − 104 camshaft and valve drive, 2.4 − 102 cooling water system components, 2.4 − 93 crankshaft, connecting rod, piston, 2.4 − 97 cylinder head with valves, 2.4 − 99 Drive shaft for mechanical actuator, 2.4 − 103 engine block with bearings, 2.4 − 94 general table, 2.4 − 108 injection system components, 2.4 − 105

Tolerances, camshaft bearing, 2.4 − 114

Trouble shooting, governing system, 1.6 – 13

V

Valve lifting gear, removing, 2.8 − 19

Viscosity, conversion diagram, 1.1 − 12

W

WECS control system, failure identification, 1.6 –63

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