Wartsila 38-F-S-D-BOOK

W38INFORMATIVE COPY OF THE FIELD SERVICE DATABOOK

For Informative use onlyFor engine related data please contact our Service Department

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 0.0 Introduction April ‘98

Edition 01ZwolleApril 1998

FIELD SERVICEDATA BOOK W38

INTRODUCTION

The Management of the Service Department of Wärtsilä NSD Nederland B.V. offers youthis Field Service Data Book to support you in your world wide Service activities for W38engines.This book must be considered as a supplement to the W38 Engine manual and is intentedto be used by W38 engine trained personnel only.

Validity

In case any technical datadiffers from those of the enginemanual or parts catalogue, theengine related engine manualor parts catalogue is normative.

In case of doubt or if you haveany questions, please contactthe Technical Service Group ofthe NSD NL ServiceDepartment in Zwolle, TheNetherlands

Address:

Wärtsilä NSD Nederland BV,Office: Hanzelaan 95,8017 JE Zwolle,P.o. box 10608 8000 GB Zwolle,The Netherlands.

Tel. :(+31) (0)38 4253253,Fax :(+31) (0)38 4223564E-mail : [email protected]




A BRIEF HISTORY OF THE W38 ENGINE

The W38 is a medium speed 4-stroke diesel engine with turbo-charger, inter-cooler, trunk pistonsand direct fuel injection.Every cylinder head is equippedwith two inlet and two exhaustvalves.

This engine type is built in 6, 8 and9 cylinders in-line and 12, 16 and18 in vee.Main design goals for the W38were made in the late eighties.

Required in the engine programwas a design with a output range of660 kW per cylinder, mediumspeed of 600 rpm and bore/stroke380/475 mm.

Fuel is specified as gas, dual fual,marine and heavy fuel.All versions are built in clockwise oranti-clockwise rotating execu-tion.

Applications are: main propulsionengine, base load generator andindustrial operation.




Copyright 1998 by Wärtsilä NSD Nederland B.V.

All rights reserved. No part of this publication may be reproduced or copied in any form or byany means (electronic, mechanical, graphic, photocopying, recording, taping or otherinformation retrieval systems) without the prior written permission of the copyright owner.

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITHREGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THEPUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREAAND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONSAND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOTACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET ORFOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCTBEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDERSHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OROTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THISPUBLICATION OR THE INFORMATION CONTAINED HEREIN.


TABLE OF CONTENTS

0.0 GENERAL DATA 1TABLE OF CONTENTSSYMBOLS FOR DRAWINGS AND DIAGRAMS 1SYMBOLS FOR UNITS 2VISCOSITY 2TORQUES FOR BOLTS AND NUTS (GENERAL) 71.0 MAIN DATA 8CHARACTERISTICS 8ENGINE DEFINITIONS 8CYLINDER OUTPUT AND MEAN EFFECTIVE PRESSURE(AT HFO, MDO/LFO) 10DERATING CONDITIONS 11FUEL CONSUMPTION AT HFO,MDO,LFO : 12AIR CONSUMPTION AND GASFLOWS 13MAIN OPERATING TEMPERATURES AND PRESSURES 13HEAT BALANCE 14PUMP DATA 15STANDARD VALVE TIMING 16VALVE CLEARANCE 16ENGINE CONFIGURATION AT VARIOUS USE OF FUEL 16WEIGHTS OF ENGINE PARTS 17ENGINE DIMENSIONS 19DIMENSIONS OF MAIN PARTS 21DIMENSIONS AND WEIGHTS OF SPARE PARTS 251.1 FUEL AND INJECTION SYSTEM 26FUEL REQUIREMENTS (ISO) 26FUEL CHARACTERISTICS 26FUEL SYSTEM 30INTERNAL FUEL SYSTEM 30VISCOSITY TABLE 31PRESSURE SURGES IN LOW PRESSURE FUEL SYSTEM 32TESTING THE DELIVERY VALVE AND THE CONSTANTPRESSURE VALVE 32FUEL PUMP CONDITION CHECK 341.2 LUBRICATING OIL SYSTEM 35REQUIREMENTS 35INTERNAL LUBRICATING OIL SYSTEM, DIAGRAM 36ADJUSTMENT OF LUBRICATING OIL PUMP 37POSITIONING OF THE LUBRICATING OIL PUMP 38LUBRICATING OIL, BRANDS 38


1.3 STARTING AIR SYSTEM 39ADJUSTMENTS 39ADJUSTMENT STARTING CAM 40STARTING AIR DISTRIBUTOR 41STARTING VALVE 42STARTING AIR SYSTEM, SCHEDULE 43SLOW TURNING DEVICE 441.4 COOLING WATER SYSTEM 45REQUIREMENTS 45COOLING WATER CONTROL 46COOLING WATER CONTENTS 46COOLING WATER SYSTEM SCHEDULE 47PUMP PRESSURES DROPS 47COOLER CLEANING 48APPROVED COOLING WATER ADDITIVES 49POSITIONING COOLING WATER PUMPS 50COOLING WATER PUMPS, CHARACTERISTICS 511.5.CHARGE AIR SYSTEM 52REQUIREMENTS 52CHARGE AIR SYSTEM SCHEDULE 52SPECIFICATION OF EXHAUST GAS 53LUBRICATING THE TURBOCHARGER 53WATER WASHING THE TURBOCHARGER VTR 354/454 531.6 CONTROL SYSTEM 55HANDLING THE 721 HAND HELD PROGRAMMER 55CHECKING THE PGA IN THE ENGINE 55721 SOFTWARE SETTINGS FOR DIESEL POWER PLANTS 55SOFTWARE SETTINGS MARINE ENGINES 59MENU FUEL LIMITERS 61EXPLANATIONS ON 721 SOFTWARE SETTINGS 62TROUBLESHOOTING 69COMMUNICATION PROCESSOR 802.3 OPERATION 84RUNNING-IN PROGRAM W38 (COMPLETE OVERHAUL) 842.4 MAINTENANCE 86BEARINGS(OVERSIZE UNDERSIZE) 86TIGHTENING TORQUE’S FOR THE VARIOUS ENGINE PARTCONNECTIONS 88TIGHTENING PROCEDURE AND HYDRAULIC JACK PRESSURES 91

2.5 CILINDER LINER 92SPECIFICATION 92ANTI POLISHING RING 932.6 PISTON 94GENERAL DATA 94TIGHTENING OF PISTON CROWN 94


CONNECTING ROD 95DISASSEMBLY OF SMALL EYE BEARING 95ASSEMBLY OF SMALL EYE BEARING 96CRANKSHAFT SPECIFICATION 972.7 CYLINDER HEAD WITH VALVES 101GRINDING INLET AND EXHAUST VALVES 101GRINDING THE VALVE SEATS 1052.8 CAMSHAFT AND VALVE DRIVE 107CAMSHAFT DIAGRAM 107CAMSHAFT PART 109MOUNTING OF CAMSHAFT GEARWHEEL 109GEARWHEEL CLEARANCES AND DIMENSIONS 110GENERAL ROUNDNESS CHECK FOR GEARWHEELS 1133.0 NO - GO CRITERIA FOR ENGINE PARTS 114PISTON AND PISTON RING WEAR LIMITS 114PISTON GUDGEON PIN WEAR LIMITS 115CONNECTING ROD WEAR LIMITS 116CYLINDER LINER WEAR LIMITS 117EXHAUST VALVE AND SEAT WEAR LIMITS 118INLET VALVE AND SEAT WEAR LIMITS 120VALVE DRIVE MECHANISM WEAR LIMITS 122EXHAUST AND INLET VALVE SPRING. 124CRANKSHAFT DEFLECTION TOLERANCE 125ALUMINIUM PLAIN BEARINGS WEAR LIMITS 1274.0 MOUNTING INSTRUCTION FOR FLEXIBLE MOUNTED ENGINE 128

ENCLOSURES:

1. Measurement record for Operating data (Dutch, English not available)2. Measurement record for main bearing shell.3. Measurement record for cylinder liner.4. Measurement record for big-end bearing bore.5. Measurement record for big-end bearing shell.6. Measurement record for piston ring grooves.7. Measurement record for piston crown.8. Measurement record for gudgeon pin.9. Measurement record for valve guides.10. Measurement record for injection valve test.11. Measurement record for cylinder heads.12. Measurement record for camshaft bearing.

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 1.0 Main data April ‘98


8

1.0 MAIN DATA

Characteristics (main data)

Type : Four stroke with direct injectionCylinder bore : 380 mmStroke : 475 mmSwept volume : 53,9 l/cyl.Configuration : 6, 8, 9 cylinders in line

12, 16, 18 cylinders in VeeVee-angle : 50°Maximum cylinder pressure :180 (210) barPressure charging air : 3 bar

Engine definitions

Operating sideThe longitudinal side of the engine where the operating controls are located.

Non–operating sideThe longitudinal side opposite of the operating side.

Driving endThe end of the engine where the flywheel is located.

Free endThe end opposite the driving end.

Designation of cylindersThe designation of cylinders begins at the driving end.

Clockwise rotatingLooking against the driving end of the engine the shaft rotates clockwise.



9

Engine definitions (continuation)

Counter–clockwise rotatingLooking against the driving end of the engine the shaft rotates counter–clockwise.

Cylinder numbering

The cylinders are progressively numbered from the flywheel. The cylinder next to the flywheelhas the lowest number.

Combustion sequence

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

W38-6L : 1-4-2-6-3-5W38-8L : 1-3-2-5-8-7-6-4W38-9L : 1-7-4-2-8-6-3-9-5W38-V12 : A-Bank : 1-2-4-6-5-3

B-Bank : 5-3-1-2-4-6W38-V16 : A-Bank : 1-3-2-5-8-6-7-4

B-Bank : 8-6-7-4-1-3-2-5W38-V18 : A-Bank : 1-7-4-2-8-6-3-9-5

B-Bank : 8-6-3-9-5-1-7-4-2



10

Engine definitions (continuation)

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

W38-6L : 1-5-3-6-2-4W38-8L : 1-4-7-6-8-5-2-3W38-9L : 1-5-9-3-6-8-2-4-7W38-V12 : A-Bank : 1-3-5-6-4-2

B-Bank : 5-6-4-2-1-3W38-V16 : A-Bank : 1-4-7-6-8-5-2-3

B-Bank : 8-5-2-3-1-4-7-6W38-V18 : A-Bank : 1-5-9-3-6-8-2-4-7

B-Bank : 6-8-2-4-7-1-5-9-3

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

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

Engine speed Fuel type Cylinder output(MCR)

Mean effectivepressure

[rpm] [kW] [bar]600 HFO/MDO/LFO 660 24.5

The Break Mean Effective Pressure can be calculated as follows :

pP

(n *0,044898)me =

P = Output per cylinder [kW]n = Engine speed [rpm]



11

Derating conditions

Standard conditions :

Nom. Min.Air temperature engine inlet [°C] 25Site elevation above sea levelBarometric pressure

[m][mbar]

01000

--

Charge air cooling :- Water - Water- Water - Air- Air

x--

Temperature of coolant before aircooler [°C] 25 -Pressure loss before the compressor of theturbocharger

[mbar] 10 -

Relative pressure loss in the aircooler related tothe absolute charge air pressure

[mbar/bar] 40 -

Pressure loss exhaust gas after theturbocharger

[mbar] 30 -

1. In case the conditions deviate from the values mentioned in the above table (!!), reduce theoutput to prevent overload :

• 1,5 % per °C that inlet air temperature is above the maximum• 0,5 % per °C that inlet air temperature is below the minimum• 0,8 % per °C that receiver temperature is above the maximum• 0,4 % per mbar that resistance in inlet or exhaust system is above nominal• 0,4 % per ‰ relative pressure loss in the air cooler.

Relative pressure loss = pressure loss air cooler in mbar

absolute charge air pressure[‰]



12

Derating conditions (continuation)

2. Reduce engine load if operating temperatures of lubricating oil, cooling water or exhaustgas tend o exceed the maximum values.

Thermal overload may be caused by- reduction of charge air pressure by 5% :

-contamination of the turbocharger compressor and/or turbine-contamination of the air side of the cooler-contamination of the air in take filter-too much wear of the turbine.

- deviation of setting of (individual) high pressure fuel pumps- Too high aspirated air temperature- Worn high pressure fuel pumps- Too high engine load- Too high charge temperature due to contaminated charge air cooler

CAUTION!

NEVER CHANGE THE INDIVIDUAL FUEL RACK SETTINGS TO REDUCE THEEXHAUST GAS TEMPERATURE !

Fuel consumption at HFO,MDO,LFO :

6L38 8L38 9L38 12V38 16V38 18V38[g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh]

Fuel oil(2)

100 %75 %

178179

178179

178179

177178

177178

177178

2)The stated specific fuel oil consumption applies to engines at constant speed without engine driven pumps, operating at ambient reference conditions ; tolerance +5%



13

Air consumption and gasflows

All values are for an engine speed of 600 rpm.

Unit 6L38 8L38 9L38 12V38 16V38 18V38Combustion airflow at 100% loadHFO

[kg/s]7,8 10,4 11,7 15,6 20,7 23,3

Exhaust gasquantityat 100% load HFO

[kg/s]8,0 10,7 12,0 16,0 21,3 23,9

Exhaust gasquantityat 75% load HFO

[kg/s]6,5 8,4 9,7 12,9 16,7 18,8

Air consumptionper startHFO,MDO,LFO

[Nm3]1,0 1,3 1,5 1,7 2,2 2,5

*Starting conditions 30 bar, 20° C. In case of the slow turning option the consumption willincrease.

Main operating temperatures and pressuresError! Bookmark not defined.

Following values are valid for HFO, MDO, LFO, 600 rpm. For specific engine values seetestbed protocol.

[°C]Air temperature before air cooler after air cooler

19550

Lub. oil temperature before engine after engine

6372

HT cooling water temperature before engineafter engine 75

93LT cooling water temperature before engine after engine

3540

Main bearings Max.



14

Main operating temperatures and pressures: (continuation)

[bar]Charge air pressure 3Air intake, pressure drop 40Exhaust gas back pressure 30 mbar max.Fuel oil pressure before engine 6 nom.

6.5 max.5 min.

Lubrication oil pressure before engine (afterfilter)Including running-in filter

4 nom.

4.3High temperature cooling water pressure beforeengine

4.6 max.

HT cooling water pressure drop over engine 0.8Low temperature cooling water pressure beforeengine

5 max.

LT cooling water pressure drop over engine 0.4

Heat balance

All values are stated in Kilowatts (kW)

Engine type 6W38 8W38 9W38 12W38 16W38 18W38Engine speed [rpm] 600 600 600 600 600 600

HFO

Engine output 3960 5280 5940 7920 10560 11880High temperature coolingwater

1475 1970 2215 2950 3930 4430

Jacket cooling 750 1000 1125 1270 1700 1910Charge air cooler 780 1040 1170 1300 1730 1950

Low temperature coolingwaterCharge air cooler 430 570 625 830 1105 1245

Lubricating oil 405 540 610 1065 1420 1600Radiation engine only 72 96 108 120 160 180



15

Pump data

All values are for an engine speed of 600 rpm.

Enginetype

OutputHT pump

OutputLT pump

[m3/h] [m3/h]W38-6L 84 84W38-8L 112 112W38-9L 126 126

W38-12V 132 168W38-16V 176 168W38-18V 198 168

Enginetype

Output main enginedriven lubricatingpump

Prelubricatingpump

[m3/h] [m3/h]W38-6L 101 30W38-8L 140 40W38-9L 159 45

W38-12V 179 54W38-16V 228 69W38-18V 254 77

Enginetype

Booster pump head6 bar at 2mm2/s

Circulating pump head6 bar at 2mm2/s

[m3/h] [m3/h]W38-6L 1.0 3.6W38-8L 1.3 4.8W38-9L 1.4 5.4

W38-12V 1.9 7.2W38-16V 2.6 9.6W38-18V 2.9 10.8



16

Standard valve timing *

Engine speed of 600 rpmThe standard valve timing is the same for all cylinders. The camshaft contents of severalcamshaft-modules. Journals order the position of combustion configuration.

Opening of the inlet valves[degrees before TDC]

70°

Closing of the inlet valves[degrees after BDC]

37°

Opening of the exhaust valves[degrees before BDC]

69°

Closing of the exhaust valves[degrees after TDC]

64°

Injection timing[degrees before TDC]

12°30’

*For valve timing, see testbed protocol.

Valve clearance

The nominal valve clearance for engine :- between inlet valve stem and rocker arm is : 1.0 mm- between exhaust valve stem and rocker arm is : 1.0 mm

For adjusting method and -values, see chapter 09 of the particular Engine Manual.

Engine configuration at various use of fuel

MDO/LFO contains fewer lubricating particles than HFO. When an HFO-engine is running onMDO/LFO the valve seat lubrication will be inferior to running on HFO. Therefore the valverotator (High speed turnomat) should be replaced (by low speed turnomat) when running morethan 250 hours on MDO/LFO (HFO engine). The only difference between the two valverotators is the lower rotation speed of the modified valve rotator.



17

Engine configuration at various use of fuel (continuation)

For HFO use (standard):Nimonic80A exhaust valveHigh speed turnomat

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

For DMC quality fuel use:Nimonic exhaust valveLow speed turnomat(There is a risk of LFO behaviour when a high quality DMC fuel is used)

Attention:If it is necessary that an engine can run on all fuel qualities without overhaul, It isrecommended to use Nimonic80A exhaust valves and Low speed turnomats

Weights of engine parts

All values are stated in kg.

Parts 6L38 8L38 9L38 12V38 16V38 18V38Cylinder block 15500 18700 20500 19500 26000 37000Oil sump 1175 1725 1850 1555 2285 2450Crankshaft 5070 6400 7070 5735 7295 8070VibrationdamperGeislinger

- - 715 - - 1517

VibrationdamperHasse & Wrede

635 635 792 1168 - 1365

Vibrationdampercamshaft

- - 76 - - 76

Fly wheel 1050 1050 1050 750 750 750Bracketturbocharger

1684 2000 2000

Charge aircooler 496 720 720 1400 720 720Silencer 2200 2350 3980 4700 4950 5350



18

Weights of engine parts (continuation)

Parts Weight Parts WeightMain bearingcap 250 Camshaft 135counter weight small 140 Camshaft journal small 25counter weight large 159 Camshaft journal large 55Cylinderhead 630 Fuel pump 59Valve drive mechanism 84 Fuelinjector holder 16Piston 136 Governor drive 100Gudgeon pin 54 Lubrication oil pump 148Connecting rod lower part 160 LT Coolingwater pump 122Connecting rod 115 HT Coolingwater pump 122Cylinder liner 590 Exhaust pipe 80Turbo ABB VTR 354 1800 Turbo ABB TPL 69 1300Turbo ABB VTR 454 3400 Turbo ABB NA 457 2050Governor 70



19

Engine dimensions

9604DT642

Engine Dimensions [mm] Mass, dry[t]

A B C D E F G H K L M N

6L38 6320 5010 3000 4643 1205 700 782 1030 856 2678 2880 2703 50

8L38 7717 6214 4200 5843 1305 800 1057 1040 936 2978 3207 2305 67 9L38 8316 6810 4800 6443 1305 800 1057 1040 936 2978 3207 2305 72



20

Engine dimensions (continuation)

Engine Dimensions [mm] Mass, dry [t] Overhaul dimensions [mm]

A B C L* R S

12V3816V3818V38

766090609760

624576458345

350049005600

293032103210

84 104 117

Camshaft gear wheelIntermediate gearConnecting rod capsMain bearing capHoisting tool main bearing jack

1980 and1970 and2300 or2200 or1950 or

19801970230022001950

Remark * Subject to changes.

9604DT642



21

Dimensions of main parts

Engine version A B C D E6L38 1650 1105 969 610 8108L38 2075 1387 1065 636 8109L38 2075 1387 1065 636 81012V38 1650 1105 860 600 220016V38 2075 1387 860 600 220018V38 MARINE 2075 1387 860 600 220018V38 DPP 2075 1378 1065 636 810

B E

C D

E

D C

B

A

turbo charger

Charge air coolerMarine L38DPP L38 + 18V38

Charge air coolerMarine V38DPP 12V38 + 16V38



22

Dimensions of main parts(continuation)

Crankshaft

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

F 4555 5755 6355 5155 6555 7255

Counter weight

Counter weight dimensionsEngine type L V

Counter weight Small Big Small BigG 365 365 400 400H 760 799.5 1072.5 990I 100 100 100 105

F

H

G

I

counter weight



23

Dimensions of main parts (continuation)

Oil sump

Oil sump6L38 8L38 9L38 12V38 16V38 18V38

J 1120 1120 1120 1370 1370 1370K 736.5 736.5 736.5 820 820 820L 4643 5843 6443 5315 6739 7450

J

KL

160

695

450

main bearing



24

Dimensions of main parts (continuation)

Cylinder block

Cylinder block6L38 8L38 9L38 12V38 16V38 18V38

Length 4455 5655 6255 5210 - 7650

Fly wheel

Fly wheel6L38 8L38 9L38 12V38 16V38 18V38

Q 1336 1336 1336 1752 1752 1752R 120 120 120 120 120 120

number of teeth 165 217

R

Q



25

Dimensions and weights of spare parts

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 1.1 Fuel and injection system April ‘98

FIELD SERVICEDATA BOOKW38

26

1.1 FUEL AND INJECTION SYSTEM

Fuel requirements (ISO)

GeneralFor the general descriptions and principle outlines we refer to the maintenance manual W38.

Fuel characteristics(DM = Distillate marine)

Characteristic Limit Category ISO - 8217 -DMX DMA DMB DMC

Appearance Visual - -Density at 15°C, kg/m3 Max. 890 900 920Kinematic viscosity at 40°C, mm2/s Min.

Max.1,45,5

1,56,0

-11,0

-14,0

Flash point, °C Min. 43 60 60 60Pour point (upper), °C

- winter quality- summer quality

Max.Max.

--

-60

06

06

Cloud point, °C Max. -16 - - -Sulphur, % (m/m) Max. 1,0 1,5 2,0 2,0Cetane number Min. 45 40 35 -Carbon residue, [micro method 10% (v/v)distillation bottoms] %( m/m)Carbon residue, (micro method) % (m/m)

Max.

Max.

0,3

-

0,3

-

-

0,3

-

0,3

Ash, % (m/m) Max. 0,01 0,01 0,01 0,05Sediment, % (m/m) Max. - - 0,07 -Total existent sediment, % (m/m) Max. - - - 0,10Water, % (v/v) Max. - - 0,3 0,3Vanadium, mg/kg Max. - - - 100Aluminium plus silicon, mg/kg Max. - - - 25



27

Fuel requirements (continuation)

(RM = Residual fuels)

Category ISO - 8217 -Characteristic limit RMA

10RMB

10RMC

10RMD

15RME

25Density at 15°C, kg/m3 Max. 975 981 985 991Kinematic viscosity at 100°C, mm2/s Max. 10,0 15,0 25,0Flash point, °C Min. 60 60 60Pour point (upper), °C


Max.Max.

06

2424

3030

3030

Carbon residue, % ( m/m) Max. 10 14 14 15Ash, % (m/m) Max. 0,10 0,10 0,10Water, % (v/v) Max. 0,5 0,8 1,0Sulphur, % (m/m) Max. 3,5 4,0 5,0Vanadium, mg/kg Max. 150 300 350 200Aluminium plus silicon, mg/kg Max. 80 80 80Total sediment, potential, % (m/m) Max. 0,10 0,10 0,10

Category ISO - 8217 -Characteristic limit RMF

25RMG

35RMH

35RMK

35RMH

45Density at 15°C, kg/m3 Max. 991 991 1010 991Kinematic viscosity at 100°C, mm2/s Max. 25,0 35,0 45,0Flash point, °C Min. 60 60 60Pour point (upper), °C


Max.Max.

3030

3030

3030

Carbon residue, % ( m/m) Max. 20 18 22 22Ash, % (m/m) Max. 0,15 0,15 0,20 0,20Water, % (v/v) Max. 1,0 1,0 1,0Sulphur, % (m/m) Max. 5,0 5,0 5,0Vanadium, mg/kg Max. 500 300 600 600Aluminium plus silicon, mg/kg Max. 80 80 80Total sediment, potential, % (m/m) Max. 0,10 0,10 0,10



28


Category ISO - 8217 -Characteristic limit RMK

45RML45

RMH55

RMK55

RML55

Density at 15°C, kg/m3 Max. 1010 - 991 1010 -Kinematic viscosity at 100°C, mm2/s Max. 45,0 55,0Flash point, °C Min. 60 60Pour point (upper), °C


Max.Max.

3030

3030

Carbon residue, % ( m/m) Max. 22 - 22 -Ash, % (m/m) Max. 0,20 0,20Water, % (v/v) Max. 1,0 1,0Sulphur, % (m/m) Max. 5,0 5,0Vanadium, mg/kg Max. 600 600Aluminium plus silicon, mg/kg Max. 80 80Total sediment, potential, % (m/m) Max. 0,10 0,10

DMX Gasoil for emergency engines LFODMA gasoil or marine gasoil LFO Distillate fuelsDMB Marine dieseloil or

marine dieselfuelMDO

BMCBlended marine dieseloil

MDO Distillate fuels with smallamount residuum

RM (A,B,C) 10RMD15

RM (E,F) 25

Intermediate fueloils or thin fueloils or lightmarine fueloils

Residual fuels orRM (G,H) 35RM (K,L) 35

RMH 45RM (K,L) 45

RML 55

Marine fuel oils orbunker C oils

heavy fuels(HFO)



29


Engine requirements LFO/MDOThe fuel, supplied to the engine, must be conditioned :- centrifugal separated on water and dirt- filtered

- heated or cooled to obtain the correct viscosity range during operation.Engine requirements LFO MDO

Water content max. [%vol] - 0,2Fineness filter back flushing filter [mm] 5 5Viscosity min.

[mm2/s]2 2

Recommended injection temp. max. °C 35 65



30

Fuel System

Fuel injector nozzle

There are two types of fuel injector nozzlesbeing used for the W38. One for engines thatrun on HFO and one for engines that run on MDO.The nozzles are cooled and made of nitrated material.The opening pressure of both nozzles is 450 bar.

Fuel type nr. of holes Diameter ofholes

Injection angle insert length

MDO 10 0.63 145° 42 mmHFO 11 0.59 155° 40 mm

For injection timing see chapter 2.8 camshaft diagram.

Internal fuel system

System components01 Fuel injection pump02 Fuel injector

Pipe connections101 Fuel inlet102 Fuel outlet103 Spill fuel153 Leak fuel, water and lube oil



31

Fuel system (continuation)

Viscosity table



32


Pressure surges in low pressure fuel system

HP-fuel pumps often give pressure surging in the low pressure fuel lines.Extra attention is given to the low pressure system of the W38 engine.Orifices are installed between fuel pump and the low pressure fuel supply lines. To insure thatthe surge pressure does not exeed the maximum, you should measure the pressure at thebegin of fuel supply line near the connection with the installation line. In general: the maximumpressure surge, measured on the W38, should not exceed 21 bar.

Testing the delivery valve and the constant pressure valve

The tightness of main delivery valve and constant pressure valve can be checked by means ofthe injector test pump. This pump is connected to the high pressure fuel pump by a flexiblehose and check valve. Increase the pressure to 100 bar. Observe the time of the pressure dropto 70 bar. If this takes less than 5 seconds, the constant pressure valve and/or main deliveryvalve have to be renewed.

After the tightness tests, the opening pressure of the constant pressure valve can be checked.(see picture next page)

- Mount the pump on a (1) bracked.- Tighten two nuts (2) for keeping the pump in position.- Remove pump cover with valves.- Mount cover of testing device (3) on pump. Take care that locating pin fits into therecess.- Mount the pressure gauge device (4) and measuring pin on the cover.- Tighten the nut lightly with a wrench.- Fit the dial indicator (5) into its position in the bracket.- Connect the pressure regulator and its hose.- Remove one erosion plug.- Set the control rack to full position (100%).



33


High pressure fuel pump

- (1) bracket- (2) nut- (3) testing device- (4) pressure gauge device- (5) dial indicator

1

2

3

45



34


Fuel pump condition check

Remove the pump connection piece and lift out delivery valve and constant pressure reliefvalve. Remove one erosion plug form the pump.Fasten the bracket.In this position the condition of the element and the plunger is defined as a secondary pressureindicating the air leakage by the edges of the plunger.

Condition secondary pressureNew element/plunger 2.5 - 3 barAcceptable wear 2.5 - 1.5 barReplacement element below 1. 5 bar

The commencement of delivery check must only be performed on pumps with acceptableelement condition. The fuel control rack has to be set on full load and the plunger should not belifted.

- Adjust the primary pressure to 2 bar.- Adjust the plunger lift by means of the screw until the dial of the secondary pressuregauge starts to move, this is the commencement of delivery of the pump.- Set the dial gauge exactly on zero position.- Lift the plunger 12 mm what can be read on the dial gauge. The secondary pressure willincrease now.- Move the fuel control rack till the secondary pressure is 1 bar again.- Read the position of the fuel rack. If the pump is correctly assembled and calibrated, the fuelcontrol should be on position 55.

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 1.2 Lubricating oil system April ‘98


35

1.2 LUBRICATING OIL SYSTEM

For the general descriptions and pineapple outlines, we refer to the maintenance ManualW38.

requirements

Bunker requirements lubricating oil NO-GOGeneral The content of additives should meet at least the

requirements of US-Army-Mil-l-2104C or API Class CD----

Continuouscleaning

The lubricating oil must be suitable for continuous cleaningby a centrifugal separator. The lubricating oil separator inlettemperature should be controlled between 80°C and 90°C.The lubricating oil must have a high demulsifying ability forcleaning by centrifugal separator. This is particularimportant in case of a high water content

----

Flash point >200°C (ASTM D 93) <180 °CPour point Maximum -12 °C1) ----Viscosity SAE 40 (ISO G 150) -20/+20 %Alkalinity(TBN)

General relation for advised TBN2) of the lubricating oilrelated to the S-content of the fuel oil:TBN = 7 + S% x 11.For light fuel oils with max. 0.25% sulphur content alubricating oil with a TBN 10 is advised.EXAMPLE:A residual grade fuel with a 3% sulphur content requires aTBN of: 7 + 11 x 3 = 40

≥60%

Remarks In case of xcessive low ambient temperatures the pour pointshould be at least 5°C below the lowest temperature atwhich the oil is expected to used.TBN = Total base number.

Pentane insolubles > 2.5 %Toluene insolubles > 2 %Pentane insolubles minus toluene insolubles > 0.5 %Water content > 0.2 %Fuel contamination HFO MDO/LFO

< 1 %< 6 %



36

Requirements (continuation)

Engine requirements lubricating oilLubricating oil, supplied to the engine, must be conditioned:- Centrifugal separated on water and dirt- Filtered- Adjusted to temperatureWater Max. % vol 0.2Fineness filter eff. mm 10Preheated before starting min. °C 40Allowable suction pressure main lubricating oil pump (strainercontamination, sump tank level)

Max. bar 0.25

Internal lubricating oil system, diagram

Pipe connections201 Lube oil inlet204 Lube oil from engine driven pump205 Lube oil to priming pump213 Lube oil from separator and filling214 Lube oil to separator and drain215 Lube oil filling223 Flushing oil from external filter701 Crankcase ventilation710 Discharge condensation oil

Optional box D1 Without engine driven oil pumpsD2 Engine driven oil pumps

System components01 Lube oil pump engine driven02 Safety valve03 Non-return valve05 Valve06 Centrifugal filter07 Wet sump09 Sample valve10 Turbocharger13 Oil mist detector14 Control valve



37

Adjustment of lubricating oil pump

The desired control pressure is adjusted by means of spindle (1). For this purpose theprotective cap has to be removed and the hexagon seal nut unscrewed. The desired controlpressure is set by turning the adjusting spindle ( clockwise turning to increase the pressure,counter-clockwise turning to reduce the pressure).

With running in filters the pressure should be 4.3 bar and without running in filters 4 bar.

clamping rings

The friction between shaft and gearwheel isachieved by three pairs of clamping rings.The way in which the clamping rings shouldbe assembled is shown in the detail of thedrawing above.

1



38

Positioning of the lubricating oil pump

Counter clockwise rotation Clockwise rotation

Lubricating oil, brands

Advised system oils for Wärtsilä 38 engines running on HFOLubricating oil

supplierDesignation (brand name) of lubricating

oil supplierVisc TBN

BP Energol IC-HFX 404 SAE40 40Castrol TLX 404 SAE40 40Caltex/Chevron Delo 3400 Marine SAE40 SAE40 40Elf Lub Marine Aurelia XT4040 SAE40 40Esso Exxmar 40 TP Plus 40 SAE40 40Fina Stellano S 440 SAE40 40Mobil Mobilguard 440 SAE40 40Shell Argina X40 SAE40 40Texaco Taro 40XL40 SAE40 40

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 1.3 Starting air system April ‘98


39

1.3 Starting air system

adjustments

Adjustment starting cam (fixed cam):

1 Turn cyl.1 5° before top of combustion phase. (turn in direction of rotation)2 Remove supply pipe from starting air distributor and connect the distributor to an

external pressure air supply. (5-10 bar)3 Disconnect starting air line cyl. 1.4 Turn the starting cam in direction or rotation so, that the air just flows out of connection

cyl. 1.5 Check the position of the starting cam in pos 06 an lock the screws 05 equally. Torque

41 NM.6 Check the oscillation of the starting cam. (The maximum allowed oscillation is 0.2 mm.)7 Connect pipes to starting air distributor.

Fixed cam construction 13 05 03

07 06 04 01

13 05 03

07 06 04 01



40

Adjustment starting cam

Adjustment starting cam (adjustable cam):

1 Turn cyl.1 5° before top of combustion phase. (turn in direction of rotation)2 Remove supply pipe from starting air distributor and connect the distributor to an

external pressure air supply. (5-10 bar)3 Disconnect starting air line cyl. 1.4 Connect an hydraulic pump to the journal (oil pressure 800 - 1200 bar).5 Turn the starting cam in direction or rotation so, that the air just flows out of connection

cyl. 1.6 Caution: Do not move starting cam in axial direction.7 Disconnect hydraulic pump and connect both pipes again.

Adjustable cam 14 01 02

05 03 12 06



41

Starting air distributor

Maintenance.

1 For maintenance remove the complete distributor from the engine.2 In case of a sticking plunger, use a pipe with M8 thread inside to draw the plunger out of

the liner, if necessary.3 It is recommended not to interchange the positions of the plungers in the distributors.4 Clean parts and check for wear.5 If a pilot liner is worn out, press it out it may be necessary to heat the distributor up to

about 200 °C as Loctite is used for fixing and sealing.6 Clean the bore carefully.7 Use Loctite 242 for mounting of the liner. The liner openings must correspond to those in

the housing.

8 Check that no Loctite has been left on the inside of the liner.

9 Apply Molykote Past G to the plunger Sliding surface before reassembling. Wipe off thesurplus. Check that the plungers after mounting do not stick.

10 Apply silicon sealant to both sides of the intermediate plate (33). Do not use too muchas the surplus sealant will be forced into the system during tightening.

Starting distributor



42

Starting valve

MAINTENANCE

1 Remove the holding plate and pull out the valve with control piston.2 Take off the self locking nut (9) and take off the piston (2).3 Clean all components.4 Clean the seat condition of valve and valve housing. If necessary, lap the seats by hand.

See also the instructions for the cylinder head valves in chapter12. Keep the piston onthe valve spindle mounted for support during grinding.

5 Check that the vent holes (04) in the valve housing are open.6 Lubricate piston and liner with lubricating oil.7 After reassembling the valve, check that the valve spindle with piston moves smoothly

and closes completely.8 Check that the O-ring (3) of the valve housing is intact. Lubricate with oil.9 Renew the copper ring (5) between starting air valve housing and cylinder head.

10 Tighten the bolts (07) to the torque setting (see .......)

Starting air valve

2

1

3

7

9

4 5



43

Starting air system, schedule

Pipe connections301 Starting air inlet302 Control air inlet

System components01 Main starting valve02 Flame arrester03 Starting air valve04 Starting air distributor05 Booster for speed governor06 Air filter07 Air receiver08 Pneumatic stop cylinder09 Blocking valve, when turning gear engaged10 Valve for automatic draining12 Drain valve13 Non return valve15 Ball valve17 Stopping valve fuel injection pumps18 Safety valve20 Starting valve21 Emergency stop valve24 Drain valve

The nominal (maximum) starting air pressure in the system is 30 bar.The minimum pressure that is needed to start an engine is 12 bar.



44

Slow turning device

Engines which are remotely started after a stand still period of a certain time, can beprovided with a slow turning device. This system turns the crankshaft automatically tworevolutions prior to the actual starting procedure. The intention of this device is to protect theengine if there is water, oil or fuel in a cylinder, at remote starting.

The slow turning procedure, which controlled by the LCS, should take place every two hourswith a maximum speed of 20 rpm.

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 1.4 Cooling water system April ‘98


45

1.4 COOLING WATER SYSTEM

The engine cooling water system consists of cylinder liner, cylinder head, turbo charger andcharge air cooler.

For further general description and principle outlines of the cooling water system, see theMaintenance Manual W38.

Requirements

The make-up water should be free of any foreign particles and gases. Supplied to the enginecooling water system it must at least meet the following requirements :

Requirements make-up waterChloride content (Cl) max. [mg/l.] 80Sulphate content (S) max. [mg/l.] 150pH min. 7Hardness less than [°D] 10

To prevent the formation of rust and scale in the cooling water system, an inhibitor onnitrate/borate basis should be added to the system through a dosing tank. The use of inhibitorsdoes not permit zinc in piping, fittings and instrument sensors.

Engine requirements cooling waterHT cooling water system preheatedbefore starting

min. [°C] 60

Static pressure inlet HT and LT coolingwater pump

min. [bar] 0,25

Free of air

In case of emergency, water up to 500 mg/l (Cl+S) may be used. This water has to be replacedas soon as possible by required water quality.



46

Cooling water control

Most suppliers of cooling water additives can provide a test kit for cooling water quality control.

Observe the following points :• Follow thoroughly the instructions of the supplier.• Request the supplier of the treatment product for instructions regarding the treatment

procedure, dosage and concentration control.• Record the results of tests in the engine log book.

For removing, dismantling, assembling and replacing the cooling water pump, see theEngine Manual, chapter 1.4 - 17.

Cooling water contents

(in litres without coolers)

Engine typeW38-6L W38-8L W38-9LLT HT LT HT LT HT100 300 150 400 200 450

Engine typeW38-12V W38-16V W38-18VLT HT LT HT LT HT100 600 150 600 200 900

Flowm3/h(l/min)

pressure bar

suctionpressurebar

height differencepressure gaugein respect to heartpump

head pump in m-water column

head in acc. with“Johnson” curve

84 / 1400 3.07 -0.04 1 32.7 32.9100 / 1666 2.74 -0.06 1 29.6 30.0120 / 2000 2.24 -0.08 1 24.7 25.0



47

Cooling water system schedule

Pump pressures drops

Pressure drop overinternal system HT

Pressure drop overinternal system LT

[bar] [bar]0,8 0,4

System components01 LT section charge air cooler02 HT section charge air cooler03 Turbocharger05 Non-return valve06 LT cooling water pump, engine driven, (D1/3)07 HT cooling water pump, engine driven, (D2/3)

Pipe connections 401 HT cooling water inlet402 HT cooling water outlet404 HT cooling water vent405 HT cooling water to preheater406 HT cooling water from preheater451 LT cooling water inlet452 LT cooling water outlet



48

Cooler cleaning

The cooler consist of two sections, a water section and an air section.

To clean the film plates in the air section, immerse the stack in a tank containing a solutionmade from de-greasing power.The powder must be non-toxic and free form fire risk. It is most effective when used as asolution as near boiling point as possible.Either steam or electric immersion heater may be used to heat the water.The de-greasing powder should be added to the boiling water, NEVER vice versa, andagitation of the solution, either by raising and lowering the stack or by means of a jet of steamor air, will accelerate the washing process.

To clean the tubes in the water section internally use special nylon brushes connected to a rod.If the scale is hard and too stubborn to remove with these brushes, we recommend the use ofan inhibited acid solvent.

Add the acid to the water solution. Heat the diluted acid to 49°C and immerse the cooler stackin the tank, observing the effervescence which indicates that the scale is dissolving. If theeffervescence ceases before all the scale is removed it will be necessary to repeat theprocess.This should remove any scale remaining.



49

Approved cooling water additives

Manufacturer Additive nameDrew Ameroid Marine DivisionAchland Chemical CompanyOne Drew PlazaBoonton, NJ 07005, USA

DEWT-NC powderDrewgard 4109LiquidewtMaxigardVecom CWT Diesel QC-2

Grace DearbornWidnes, Chesire WA8 8UD, UK

Dearborn 547

Houseman LtdThe Priory, BurnhamSloutgh SL1 7LS, UK

Cooltreat 651

Maritech ABBox 143S-29122 Kristianstad, Sweden

Marisol CW

Nalco Chemical CompanyOne Nalco CentreNaperville, Illenois60566-1024 USA

Nalco 39 (L)Nalcool 2000

Nalfleet Marine ChemicalsPO Box 11Winnington Avenue, NorthwichCheshire, CW8 4DX, UK

Nalcool 2000Nafleet EWT 9-108Nalfleet CWT 9-131C

Rohm & HaasLa Tour de Lyon185, Rue de Bercy75579 Paris, Cedex 12, France

RD11RD11MRD25

Tampereen Prosessi-InsinööritSarankulmankatu 1233900 Tampere, Finland

Ruostop XM

S>A> Taxaco Belgium N.V.Technologiepark-Zwijnaarde 2B-9052 Ghent/ZwijnaardeBelgium

Texaco ETX6282

Unitor ASMastermyr1401 Kolbotn, Norway

Dieselguard NBRocor NB liquid

Vecom Holding BVPO Box 273140 AA Maassluis, Holland

Vecom CWT Diesel QC-2



50

Positioning cooling water pumps

Clockwise turning HT coolingwaterCounter clockwise turning HTpump cooling water pump

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



51

cooling water pumps, characteristicsPump characteristic, engine at 600 rpm

Vee engine

Line engine

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 1.5 Charge air system April ‘98


52

1.5.CHARGE AIR SYSTEM

requirements

The combustion air must be free of:

• dust (sand, grit, etc)• fluids• exhaust gases• combustion gases• chemicals, (solvents etc)• to ensure starting, the water temperature of the LT section of the air cooler should not

below 10°C• For operation the inlet air temperature should not below -5°C

Charge air system schedule

System components01 Turbochargers02 Charge air cooler03 Cylinder head04 Turbocgaeger cleaning system06 Needle valve07 Drain valve08 Filter

Pipe connections501 Exhaust gas outlet502 Cleaning water to turbine506 Air supply to turbine601 Air inlet to turbocharger711 Discharge dirty condensation water from air receiver717 Discharge dirty water from air receiver.

Components of Cleaning device (04) /washing system (05)12 Valve for cleaning turbine13 Valve for cleaning compressor14 Reducer15 Flow meter16 Main valve17 Non return valve18 Valve for air injection



53

Specification of exhaust gas

• The exhaust gas must meet the following conditions.• The maximum resistance of the inlet system before the turbocharger amounts: 10 mbar• The maximum resistance of the exhaust system measured just after the turbocharger

amounts: 30 mbar• The maximum receiver temperature is: 60°C• The maximum exhaust gas temperature: After cylinder: 340°

Turbocharger Max. exhaust gas temp. before T.C.Napier EGT 650°CABB TPL 69 710°C

ABB VTR 354 620°CABB VTR 454 620°C

Lubricating the turbocharger

The Napier EGT turbocharger and the ABB TPL turbocharger are both lubricated with engineoil. The ABB VTR turbochargers have there own lubricating system.

Water washing the turbocharger VTR 354/454

The compressor section must be cleaned daily by filling the water container with clean waterand flushing during service load.

Turbine cleaning should be done weekly by following the instructions:1: Check engine parameters as: engine rpm, fuel rack, scavenging air pressure, turbo rpmand exhaust gas temperature before and after turbine.2: Reduce output at full rpm to about 25% = fuel rack 22 to 25 mm(exhaust gas temperature before turbine below 430°C).3: Wait 5 to 10 minutes, until temperatures have stabilised.4: Open drain valve of gas outlet casing and chick gasses coming out.



54

Water washing the turbocharger VTR 354/454 (continuation)

5: Open needle valves on the turbo inlet pipes one by one to check gas coming out withdisconnected supply line, in order to verify free flow.

Using manometer only

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

Using water flow meter

6: Connect the water supply, with a water flow meter.Note: During normal operation, the water supply must be disconnected toprevent melting of the flow meter.

7: Open water valve halfway only.8: Open both needle valves and verify a certain rise of flow each time.9: Open water valve slowly further, till a correct flow is achieved (see below).

11: Continue flushing for 5 to 10 minutes. Drain water, if any, must be clean then.12: Close the needle valves slowly.13: Close the water valve. Disconnect water supply line!14: Leave the engine at same load for 5 minutes.15: Close drain valve of gas outlet casing.16: Slowly increase engine load and operate engine at service load for about 30

minutes.17: Check engine parameters to verify cleaning effect.

VTR Inlets Nozzles Dia. mm dP bar M3/hr354 1 or 2 2 4.5 1.2 - 1.9 1.5 - 1.8354 3 3 3.5 1.5 - 2.4 1.5 - 1.8454 1 or 2 2 5.5 1.3 - 2.0 2.2 - 2.7454 3 3 4.5 1.3 - 2.0 2.2 - 2.7

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 1.6 Control system April ‘98

FIELD SERVICE DATA BOOK W38

55

1.6 CONTROL SYSTEM

Handling the 721 hand held programmer

1) Connect the Hand Held Programmer and press any button. Now there will beshown “Wärtsilä programme” or something like that.2) By pressing the button 1 and 2 you can go up and down the menu (pressingescape will always bring you back to the beginning). By pressing the buttons 3 and 4 you cango to a different menu.

Checking the PGA in the engine

In co-operation with the bridge it is better to reduce the pitch to 0, than turn the speed controlknob two turns to the direction min.revs and remove the wire plug from the 721. you now havethe situation that the back-up is in operation. Bring the speed back to 600 rpm and check thesituation.

Bring the engine to approximate 625 rpm and mark the position, bring the engine to 600 rpmand place the wire-plug back and turn the speed setting knob to the marked position.

721 Software settings for Diesel Power Plants

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

2) AUXILIARY DYNAMICS MENU DPPAux gain 0.0201Aux stability 1.00Aux compensation 0.12Aux gain ratio 1.0Aux window width 15Aux gain slope breakpoint 100 %Aux gain slope 0Aux speed filter 15.0



56

3) speed setting menu DPPRaise speed limit 690 rpmLower speed limit 320 rpmIdle speed reference 320 rpmAccel ramp time 60 secDecel ramp time 30 secRaise speed rate 200 rpm/minLower speed rate 200 rpm/min4 mA remote reference 320 rpm20 mA remote reference 600 rpmTach at 4 mA output 0 rpmTach at 20 mA output 700 rpmLow idle droop 0 %Low idle breakpoint 0 %

4) Torsional filter menu DPPTorsional filter 0.50Torsional level 4 mA 0 %Torsional level 20 mA 100 %Derated fuel limit 100 %Derated trip level 100 %Derated clear level 0%

5) KW setting menu DPPMaximum load 7920 kwLoad gain voltage 6.0 volts4 mA kw load input 0 kw20 mA kw load input 7920 kwbase load reference 800 kwUnload trip level 50 kwLoad ramp time 100 secUnload ramp time 120 secRaise load rate 1000 kw/minLower load rate 1000 kw/min4 mA remote. kw reference 0 kw20 mA remote. kw reference 7920 kwLoad droop percent 4 %Load at 4 mA output 0 kwLoad at 20 mA output 7920 kw



57

6) Fuel limiters and control output menu DPPIdle fuel limit 60 %Maximum fuel limit 100 %External fuel limit DisabledFuel limit breakpoint A 6.0 mAFuel limit at breakpoint A 100 %Fuel limit breakpoint B 8.0 mAFuel limit at breakpoint B 100 %Fuel limit breakpoint C 10 mAFuel limit at breakpoint C 100 %Fuel limit breakpoint D 15.0 mAFuel limit at breakpoint D 100 %Fuel limit breakpoint E 20.0 mAFuel limit at breakpoint E 100 %

8) Configuration menu DPPRated speed 600Gear #1 teeth 217Gear #2 teeth 217Actuator sense ReverseDynamics map LinearMPU1 failed alarm Minor alarmMPU2 failed alarm Minor alarmBoth MPU’s failed alarm Major alarmLoad sensor failed alarm No alarmSequence error alarm No alarmHigh torsional level alarm No alarmRemote input failed alarm No alarm



58

9) Calibration menu DPPCalibration key 0KW load input -0.02Synchroniser input 0.00Fuel limiter input 3.81Remote reference input 0.00Parallel line input 0.00Load sharing error 0.01De-droop 0.01Load sharing output 0Load sharing offset 0Torsional level 4.00KW load output 4.00Tachometer output 4.48Actuator output 0Analogue speed #1 0 rpmAnalogue speed #2 0 rpm



59

Software settings marine engines

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

menu dynamics 2 marineProportional Gain 2 0.30Integrator Rate 2 0.76Derivative Ratio 2 0.08Fast Proportional Gain 0.90Fast Gain Window Width 2 10.00Gain Breakpoint 2 30.00Gain Slope 2 1.00Speed Filter 12.90Torsional Filter 2 0.50Droop 2 0.00



60

menu speed setting marineRaise Speed Limit 600.00Lower Speed Limit 320.00Rated Speed 600.00Idle Speed 320.00Accel Rate rpm/sec 5.00Decel Rate rpm/sec 200.00Speed Raise Rate 5.00Speed Lower Rate 5.004mA Remote Reference 320.0020mA Remote Reference 600.00Tach at 4mA Output 0.00Tach at 20mA Output 700.00Speed Fault Override Time 15.00



61

Menu fuel limitersThese can differ from installation to installation. On most of the ships with controllable pitchpropeller the settings of these so called “smoke limiters” are not used and are set to 100%.See also the explanation on these setting in next chapter.

menu display marineStop/Run contact TRUE/FALSEIdle/Rated contact TRUE/FALSELower contact TRUE/FALSERaise contact TRUE/FALSEFailsafe Override contact TRUE/FALSEM/S Select contact TRUE/FALSEUnload contact TRUE/FALSEClutch Closed contact TRUE/FALSEMajor Alarm Relay TRUE/FALSEMinor Alarm Relay TRUE/FALSEUnloaded Relay TRUE/FALSEMPU No.1 LED Status TRUE/FALSEMPU No.2 LED Status TRUE/FALSE

menu configuration marineGear #1 Teeth 165Gear #2 Teeth (depends on installation)Actuator Forward Acting FALSEAuto Selection M/S FALSETrim Function Enabled FALSEOverspeed Trip 690

menu set alarms marineMPU#1 Failed Alarm 2 1=No AlarmMPU#2 Failed Alarm 2 2=Minor AlarmRemote Input Failed Alarm 2 3=Major AlarmCharge Air Failed Alarm 2Rack Sensor Failed Alarm 2Master/Slave Failed Alarm 1Stop on MAJOR Alarm True

(This goes against the philosophy of the “mechanicalback-up”. If both of the signalsshould fail, the back-up takesover.)



62

Explanations on 721 software settingsMenu ConfigurationGear #1 Teeth The number of teeth on the wheel where the first speed

probe is mounted on.gear #2 Teeth The number of teeth on the wheel where the second speed

probe is mounted onActuator forward acting True: actuator is forward acting.

False: actuator is reverse acting.(Normally used if mechanical backup governor is used).

Auto selection M/S False: no automatic master/slave selection. The slaveselection must be done by means of the M/S selectcontact.True: automatic master/slave selection. (First engineclutched in will be the master engine, the rest that followsare slaves).

Trim function enabled True: trim function enabled.Calibration and trimming of separate fuel rack sensor canbe done in the software.False: trim function disabled.

Overspeed trip engine overspeed trip level. The control will initiate a majoralarm if level is exceeded.

Override speedsensor 2 False: speed sensor 2 fault is not overridden.True: speed sensor 2 fault is overridden

Menu Set alarms

An integer value assigns the function of the failed indication.1 means No Indication2 means Minor Alarm3 means Major AlarmIf 1 is selected, also the override of the function is activated. The fail detection for that channel is notworking.MPU #1 failed Alarm 2 (1,2,3)MPU #2 failed Alarm 2 (1,2,3)Both MPU’s failed Alarm 3 (1,2,3)remote input failed Alarm 2 (1,2,3)Charge air input failed Alarm 2 (1,2,3)Rack sensor input failed Alarm 1 (1,2,3)Master/slave input failed Alarm 1 (1,2,3)Stop on major alarm False: Engine will not stop on major alarm.

True: engine will stop on major alarm. The effect will bea fuel cut off at a major alarm. In case a mechanicalbackup governor is present and a continuous transfer isrequires at a major alarm, the value of the Booleanshould be set to False. These option is only possibletogether with a reverse acting actuator.



63

Menu Dynamics 1

Proportional gain 1This value represents the P value on the PID. Increasing the gain will increase the P values. Thiswill affect the response on a transient. If the value is too high it will result in an oscillation.If the value is too low it will result in high offspeeds on transients.Integrator rate 1This value represents the I value on the PID. Increasing the integrator will increase the I value. Thiswill affect the recovery rate after a transient. If the value is too low the speed will take a long time toreturn to its setpoint after a transient, giving an overdamped response.Derivative ratio 1This value represents the D value on the PID. Increasing the derivative will increase the D value.This will affect the load action of the control.High settings will decrease the derivative function giving the control a PI action.If the value is too high it will make the system less responsive.If the value is too low it will make the system oscillate and can not be compensated for with gain orintegrator rate.Fast proportional gain 1Fast gain works in conjunction with the window width to provide higher control gain for loadtransients outside the window, and lower control gain inside the window at steady state. The basegain set point defines the control gain inside the window. Outside this window the fast gain isactivated.Fast gain window width 1The fast gain window width 1 is in conjunction with the fast proportional gain as described above.fast gain window is not absolute, but an anticipated value. When the control senses a change inspeed that will cause a speed error exceeding the window width, the control gain is set to the valuedetermined by the fast proportional gain. This allows the control to act quickly on a transient. Whenspeed error is returning to zero after a disturbance the control notices the error entering the windowwidth and automatically reduces control gain to the value determined by proportional gain.Gain Breakpoint 1 Sets the percent actuator output above which the gain slope becomes

effective.Gain Slope 1 Gain Slope changes gain as a function of actuator output. Gain slope

operates in conjunction with the gain breakpoint adjustment to increaseor decrease gain when percent actuator output is greater than thebreakpoint.

Speed Filter 1 Speed filter adjusts the cut-off frequency of a low pass filter used on thespeed sensing input.

Torsional Filter 1 Torsional filter is a filter which filters away the torsionals over the clutch.In this way the control tries to stabilise the torsionals in case they occur.This is only effective when one speed probe is mounted before the clutchand one speed probe mounted after the clutch.

Droop 1 This value represents the amount of droop.



64

Menu Dynamics 2

Two sets of dynamics are available. Switching between both is done by the clutch feedbackdiscrete input. For further explanation of dynamics 2 please refer to dynamics 1.

Menu Speed Setting

Raise Speed Limit The maximum sped reference that is possible during operation.Lower Speed Limit The maximum speed reference that is possible during operation.Rated Speed The rated speed reference setpoint.Idle Speed The idle speed reference setpoint.Accel Rate rpm/sec Acceleration rate when ramping from idle to rated speed

reference.Decel Rate rpm/sec Deceleration rate when ramping from rated to idle speed

reference.Speed Raise Rate Rate in which the speed reference will change in case of giving a

raise speed command. Also the remote speed reference will beincreased with this rate.

Speed Lower Rate Rate in which the speed reference will change in case of giving alower speed command. Also the remote speed reference will bedecreased with this rate

4mA Remote Reference The speed reference setpoint when remote speed reference isenabled at 4 mA input signal.

20mA Remote Reference The speed reference setpoint when remote speed reference isenabled at 20 mA input signal.

Tach at 4 mA output Speed indication at 4mA output for Tachometer.Tach at 20 mA output Speed indication at 20 mA output for Tachometer.Speed Fault OverrideTime

Indicates the maximum amount of actuator output. In this way youcan limit the maximum amount of fuel to the engine.



65

Menu Fuel Limiters

Start Fuel Limit The start fuel limit sets the maximum actuator output duringstart.

Maximum Fuel Limit Indicates the maximum amount of actuator output. In thisway you can limit the maximum amount of fuel to theengine.

The external fuel limiter allows to set up the fuel limiter schedule as a function of a 4 - 20 mAsignal, the schedule has 5 setpoints.Fuel Limit Breakpoint A mA input at first setpoint.Fuel Limit at Breakpoint A Maximum actuator output at first setpoint.Fuel Limit Breakpoint B mA input at second setpoint.Fuel Limit at Breakpoint B Maximum actuator output at second setpoint.Fuel Limit Breakpoint C mA input at third setpoint.Fuel Limit at Breakpoint C Maximum actuator output at third setpoint.Fuel Limit Breakpoint D mA input at fourth setpoint.Fuel Limit at Breakpoint D Maximum actuator output at fourth setpoint.Fuel Limit Breakpoint E mA input at fifth setpoint.Fuel Limit at Breakpoint E Maximum actuator output at fifth setpoint.The torque fuel limiter allows to set up a fuel limit schedule as a function of the actual speed.The schedule has 5 setpoints.Torque Lim P1, rpm Speed input at first setpoint.Torque Lim P1, act (%) Maximum actuator output at first setpoint.Torque Lim P2, rpm Speed input at second setpoint.Torque Lim P2, act (%) Maximum actuator output at second setpoint.Torque Lim P3, rpm Speed input at third setpoint.Torque Lim P3, act (%) Maximum actuator output at third setpoint.Torque Lim P4, rpm Speed input at fourth setpoint.Torque Lim P4, act (%) Maximum actuator output at fourth setpoint.Torque Lim P5, rpm Speed input at fifth setpoint.Torque Lim P5, act (%) Maximum actuator output at fifth setpoint.PID (%) at 4 mA output PID value when 4 mA are given to the PID output signal (for

CPP systems).PID (%) at 20 mA output PID value when 20 mA are given to the PID output signal

(for CPP systems).



66

Menu load sharing

Act % at No load The actuator position at no load should be given here.This is needed for calculation of droop and/or amount ofload.

Act % at full load The actuator position at full load should be given here.This is needed for calculation of droop and/or amount ofload.

mA rack sensor at no load In case a fuel rack sensor is used, the feedback signal ofthat sensor at no load must be set here.

mA rack sensor at full load In case a fuel rack sensor is used, the feedback signal ofthat sensor at full load must be set here.

Full load (kw) The 100% load level (in kw) of the engine must be givenhere. This signal is needed when run in master/slaveapplications.

(Un)load rate (kw/s) The rate that the engine will be (un)loaded when clutch inor unload contact is given.It is calculated as follows:((full load act pos-no load act pos)/full load)*un-load rate =.....kw/s

Minimum trip level (kw) The load level at which the clutch open contact is given.It is calculated as follows:((full load act pos-no load act pos)/full load) *minimum triplevel =...kw

Slave rack gain In master/slave application, the position of the fuel rack ofthe slave unit can be tuned with this parameter. (Mostlyset at clutched in engines, full load)

Slave rack offset In master/slave application, the position of the fuel rack ofthe slave unit can be tuned with this parameter. (mostlyset at clutched in engines, no load)

Menu display

Engine speed Indicates the actual engine speedSpeed reference Indicates the actual speed reference with droop and biasActuator LSS (%) Indicates the status of the actuator low signal select bus 100% is

full fuel.Actuator output (%) Indicates the actuator output in %Fuel limit LSS (%) Indicates the actual value on the limiter low signal select bus.Function as slave Indicates if control is in slave mode.

True: Slave modeFalse: Master mode or not clutched in



67

Menu calibrationSpeed #1 (rpm) Displays the speed probe #1 input signalSpeed #2 (rpm) Displays the speed probe #2 input signalRemote ref. input (mA) Displays the remote speed reference input signal in mACharge air input (mA) Displays the charge air input signal in mARack sensor input (mA) Displays the rack sensor input signal in mAMaster/slave input (mA) Displays the master/slave input signal in mA

Menu display 2Display 2 menu is a true/false monitor. It represents the status of the subject. A TRUEindicates that the status is true.For example, minor alarm = true indicates that a minor alarm is present.Stop/run contact True: run mode selected.

False: stop mode selected.Idle/rated contact True: rated speed reference selected.

False: idle speed reference selected.Lower contact True: lower speed reference contact is on.

False: lower speed reference contact is off.Raise contact True: raise speed reference contact is on.

False: raise speed reference contact is off.Failsafe override contact True: Failsafe function is on.

False: Failsafe function is off.M/S Select contact True: Control selected as slave.

False: control selected as master or automatic master/slaveselection. This input has no function if auto master slaveselection is enabled.

Unload contact True: unload sequence is enabled.False: unload sequence is disabled.

Clutch closed contact True: Clutch is closed (feedback signal) dynamics 2 isactive.False: clutch is open (feedback signal) dynamics 1 isactive.

Major alarm relay True: relay is on (major alarm present).False: relay is off.

Minor alarm relay True: relay is on (minor alarm present).False: relay is off.

Unloaded relay True: relay is on (engine is unloaded to triplevel. Can beused for clutch open signal).False: relay is off.

MPU no.1 LED status True: LED is on (indicates speed probe fall).False: relay if off.

MPU no.2 LED status True: Led is on (indicates speed probe fail).False: LED is off.



68

Menu monitor alarmsMonitor alarms menu is true false monitor. It represents the status of the subject. A TRUEindicates that the status is true.For example: MPU #1 failed = true indicates that speed probe 1 has failedMPU #1 failed True: MPU #1 has failed.

False:MPU #1 has not failedMPU #2 failed True: MPU #2 has failed.

False:MPU #2 has not failedBoth MPU’s failed True: both MPU #1 have failed.

False: both MPU #1 have not failed.remote input failed True: remote input signal has failed.

(signal<2mA or signal> 22 mA)False: Charge air input signal has not failed.

Charge air input failed True: Charge air input signal has failed.(signal < 2 mA or signal > 22 mA)False: Charge air input signal has not failed.

Rack sensor input failed True: rack sensor input signal has failed.(signal<2mA or signal> 22 mA)False: rack sensor input signal has not failed.

Master/slave input failed True: master/slave input signal has failed.(signal<2mA or signal> 22 mA)False: master/slave input signal has notfailed.



69

Troubleshooting

The LCS diagnostic package monitors the correct functioning of the I/O boards, enginesensors/contacts, LCS power supply and communication tasks.

General guidelines/tips using the following troubleshooting lists:

• Set the Local Operator Panel to FULL display mode to show all channel parameters inGROUP PAGE and ALARM PAGE. CHANNEL PAGE is shown only in full display mode.

• If prompted; check the channel statuses or parameters in either of these pages. However ifthe channel number is known; best use the CHANNEL PAGE.

• Refer to document LOCAL OPERATOR PANEL, Operator Guide for detailed informationconcerning the use of the Local Operator Panel.

• Although in the LCS documentation all data is included concerning the channels, I/Oboards, termination boards and sensors connections and there relation to each other,when troubleshooting it is handy to understand this relationship.

For instance; if an alarm is reported, the channel number is displayed in the alarm page. Thischannel number enables the trouble-shooter to locate the I/O board, the termination boardand the termination board terminals without consulting additional documentation.

Channel number: XYYZZ ⇒ X means: LCS unit number YY means: I/O board number ZZ means: I/O board channel number For ZZ = 1-16: Termination board/terminal number: TB-YYA / terminal ZZ For ZZ = 17-32: Termination board/terminal number: TB-YYB / terminal (ZZ - 16)



70

Analogue/pulse input channels

Symptom Possible cause or solution

Analog valuereads ‘---’ andchannel statusreadsSENSFA.

On the termination board one (or more) of the corresponding sensorisolation switches is OPEN.

⇒ Close the three sensor switches.

The sensor is defect.

⇒ See paragraph SENSORS.

Loose wire(s).

⇒ Check on the channel terminals if the sensor signal is measured. If not;check the system wiring, cables and connectors. See paragraphSENSORS.

On the termination board the corresponding sensor adapter is removed.

⇒ Check the LCS documentation for the type of sensor adapter to place.

On the termination board the corresponding sensor adapter is defect.

⇒ Check the LCS documentation for the type of sensor adapter to replace.

Analog value isnot updatedand channelstatus readsSKIP.

The channel is not used and therefor skipped. Refer to the LCSdocumentation.

The channel is used but skipped.

⇒ Check the channel setup and LCS documentation. If necessary; changeskip in channel setup to NO.

The corresponding I/O board is downloading (or waiting to download) it’ssetup data.

⇒ This is indicated by the flashing I/O board LED SYSTEM OK. When theflashing of this LED stops the analog value will be restored.

Alarm is notactivatedpassing thealarm limits.

The channel is not an alarm channel and therefore set as status channel.Refer to the LCS documentation.

The channel alarms are inhibited by other system functions.

⇒ This is indicated by the channel status INHIB.

A (long) delay time has been set.

⇒ Check the channel parameter DT for the delay time.



71

Analogue/pulse input channels(continuation)


Status doesnot changepassing thelimits.

The channel status is inhibited by other system functions.




Alarm/statusdoes not returnto normal re-passing thelimits.

The channel alarm/status limit’s dead band is not yet passed.

⇒ Check the channel parameter DB for the dead band.

Analog valuedoes notcorrespondwith the actual(process)value.

The sensor is faulty.

⇒ See paragraph SENSORS.

On the termination board the corresponding sensor adapter is not correct.

⇒ Check the LCS documentation for the type of sensor adapter.

The channel setup parameters do not correspond with the sensor type.

⇒ Check the sensor characteristics, the LCS documentation and in thechannel setup: SENSOR TYPE and ENGINEERING UNITS.



72

Analogue/pulse input channels(continuation)


Alarm/status limits are notcorrect due to vesseldependent parameters. E.g.static pressure compensationsfor the cooling water circuits.

⇒ Change the alarm/status limits in the channel setup.

Multiple failing inputs;

• PT100, mA or pulse inputs. Earth failure on corresponding I/O board.

⇒ This is indicated by the I/O board LED EARTHFAILURE. Switch off the sensor isolation switches on thetermination boards one by one to determine the sensorcausing the failure.

• mA or pulse inputs: Common fuse on termination board blown.

⇒ Check if green power LED on the termination board is lit.If not; replace fuse. If the fuse immediately blows again,switch off all sensor isolation switches on the terminationboard and replace the fuse. If the fuse immediately blowsagain; the termination board is defective. If not; switch onthe sensor isolation switches one by one to determinethe sensor causing the failure.



73

Digital input


No alarm or status change atchanging process conditions.

On the termination board one (or more) of thecorresponding sensor contact isolation switches is OPEN.

⇒ Close the three isolation switches.

Sensor is defect.

⇒ Test the contact at the sensor with changing processconditions. If no contact change is measured; replacesensor.

Loose wire(s).

⇒ Check on the channel terminals A and B if contact ismeasured. If not; check the system wiring, cables andconnectors.

No alarm at input alarmcondition (connections tested).

The channel is not an alarm channel and therefor set asstatus channel. Refer to the LCS documentation.

The channel alarm is inhibited by other system functions.




No status change at inputchanges (connections tested).

The channel statuses are inhibited by other systemfunctions.




Alarm/status is inverted inrelation to the input.

Wrong sensor contact connected (N.O. ⇔ N.C.).

⇒ Refer to sensor and LCS documentation. If necessary;change connection at sensor.

The channel setup parameters do not correspond with thesensor type.

⇒ Refer to sensor and LCS documentation. If necessary;change in the channel setup: NORM. COND.: OPEN ⇔CLOSED



74

Digital input(continuation)


No alarm/status change atchanging process conditionsand channel status readsWIREFA.

Note:

On the termination board one or more of the correspondingcontact isolation switches is OPEN.

⇒ Close the three isolation switches.

This only applies to digitalcontacts connected to 6004 or6018 I/O boards.

Loose wire(s).

⇒ Check on the channel terminals A and B if contact ismeasured. If not; check the system wiring, cables andconnectors.

The termination resistor is removed from the contact unit.

⇒ Check the placement of the 10 kOHM resistor over thecontact in case of a normally open contact (N.O.).

⇒ Check the placement of the 10 kOHM resistor in serieswith the contact in case of a normally closed contact(N.C.).

On the termination board the corresponding sensor adapteris removed.

⇒ Check the LCS documentation for the type of sensoradapter to place.

Digital status does not changeaccording to input and channelstatus reads SKIP.

The channel is not used and therefor skipped. Refer to theLCS documentation.

The channel is used but skipped.

⇒ Check the channel setup and LCS documentation. Ifnecessary; change skip in channel setup to NO.

The corresponding I/O board is downloading (or waiting todownload) it’s setup data.

⇒ This is indicated by the flashing I/O board LED SYSTEMOK. When the flashing of this LED stops the digital statusis restored.

Multiple failing digital inputchannels.

Common fuse on termination board blown.

⇒ Check if green power LED on the termination board is lit.If not; replace fuse. If the fuse immediately blows again,switch off all sensor isolation switches on the terminationboard and replace the fuse. If now the fuse immediatelyblows again; the termination board is defective. If not;switch on the sensor isolation switches one by one todetermine the sensor causing the failure.



75

Analogue output channels


Analog actuator not responding. Short-circuit in analog actuator.

⇒ Disconnect component wiring and measure signal on(cable) wires. If signal measured; replace component.

Loose wire(s) or short-circuit in output wiring.

⇒ Disconnect output wiring on termination board terminals.Test output voltage signal on the termination boardterminals: A(+) - B(-).Test output current signal on thetermination board terminals: C(+) - B(-). If signalmeasured; check system wiring, cables and connectors.

Defect analog output adapter.

⇒ Disconnect output wiring on termination board terminals.Test output voltage signal on the termination boardterminals: A(+) - B(-).Test output current signal on thetermination board terminals: C(+) - B(-). If no signalmeasured; replace analog output adapter. Refer to theLCS documentation for the adapter type.

(Minor) output voltage/currentdeviation in relation todisplayed channel value.

For instance due to external cable length (voltage output) aminor re-calibration of the analog output adapter can berequired.

⇒ Minimum (zero) adjustment; Verify minimum channelvalue (E.g. 0%, 0 Degr etc.) . Adjust output signal with P1on analog output adapter.

⇒ Maximum (span) adjustment; Verify maximum channelvalue (E.g. 100%) . Adjust output signal with P2 onanalog output adapter.

Multiple failing mA-outputchannels.


⇒ Check if green power LED on the termination board is lit.If not; replace fuse. If the fuse immediately blows againremove the analog output adapters on the terminationboard and replace the fuse. If now the fuse immediatelyblows again; the termination board is defective. If not;mount the analog output adapters on the terminationboard one by one to determine the adapter causing thefailure.



76

Relay output channels


Multiple actuators notresponding.


⇒ Results in the malfunctioning of all 16 relay outputs.Check if green power LED on the termination board is lit.If not; replace fuse. If the fuse immediately blows thetermination board is defect.

Actuator not responding;

• General ⇒ Check the channel status and if it changes under thecorrect conditions (e.g. ON⇔OFF). Refer to LCSdocumentation.

⇒ Check the on/off status of the relay indication LED tocorrespond with the channel status. If not corresponding;the I/O board is defect. See paragraph I/O BOARD.

• while corresponding relayindication LED is lit.

Relay output fuse on the termination board is blown.

⇒ Test the relay output fuse; replace if blown. If blownagain; check system wiring and actuator for short-circuit.

Loose wire(s) or short-circuit in output wiring.

⇒ Disconnect output wiring on termination board terminals.After testing the relay output fuse; test relay outputcontact (ohm) on the output terminals A and C. If contactmeasured; check system wiring, cables and connectors.

Actuator is defect.

⇒ Disconnect the (cable) wiring at the actuator. Aftertesting the relay output fuse; test the actuating signal(ohm/volt) on the (cable) wires. If a signal is measured onthe (cable) wires; replace actuator.



77

Sensors


• PT100 Test PT100 sensor checking the displayed channel value.

⇒ Heat the sensor in an oven and verify the channelreading.

Test PT100 sensor with DMM on LCS terminals.

⇒ Disconnect sensor from the LCS by means of thetermination board sensor isolation switches.

⇒ Measure on termination board terminals (partial table) :

0 Degr

50Degr

100Degr

150Degr

A ⇔ B

100 Ω

119.4 Ω

138.5 Ω

157.3 Ω

B ⇔ C

± 0-5 Ω

± 0-5 Ω

± 0-5 Ω

± 0-5 Ω

• Thermocouple type K (TC-K) Test TC-K sensor checking the displayed channel value.

⇒ Heat the sensor in an oven and verify the channelreading.

Test TC-K sensor with DMM on LCS terminals.

⇒ Measure on termination board terminals (partial table)and add cold junction temperature (e.g. ambienttemperature 20 Degr; + 8mV)

0 Degr

100Degr

200Degr

500Degr

1000Degr

A ⇔ B

0 mVDC

4.1mVDC

8.1mVDC

20.6mVDC

41.2mVDC

B ⇔ C

-

-

-

-

-



78

Sensors(continuation)


• mA-transmitter Test mA-transmitter checking the displayed channel value.

⇒ In case of a pressure transmitter; Pressurize thetransmitter with a hand pump and verify the channelreading. Otherwise; check transmitter manufacturersdocumentation.

Test mA-transmitter with DMM on LCS terminals.

⇒ Measure on termination board terminals (partial table) :

0 mA

4 mA

12 mA

20 mA

A ⇔ B

0 VDC

0.2 VDC

0.6 VDC

1 VDC

B ⇔ C(P602)

24 VDC

24 VDC

24 VDC

24 VDC

B ⇔ C (P604)

-

-

-

-

Notes:

Pxxx indicates the sensor adapter type. Refer toLCS documentation.

If in column ‘B ⇔ C (P602)’ no 24 VDC ismeasured; replace sensor adapter.

• Volt-transmitter Test volt-transmitter checking the displayed channel value.

⇒ Simulate volt-transmitter output value and verify thechannel reading. Refer to transmitter manufacturersdocumentation.

Test volt-transmitter with DMM on LCS terminals.

⇒ Simulate volt-transmitter output value and measure ontermination board terminals A (+) and B(-). Checkchannel setup parameters and refer to LCSdocumentation and transmitter manufacturersdocumentation

• Pulse-transmitter Test pulse-transmitter checking the displayed channelvalue.

⇒ Measure engine speed in alternative fashion (e.g.stroboscope) and verify with the channel reading.

⇒ Measure pulse-transmitter frequency on terminationboard terminals A (+) and B(-) and verify the calculatedRPM with the channel reading.

If applicable; test pulse-transmitter supply voltage(sensor adapter P607) on terminals C (+) and B(-). If no24 VDC is measured; replace sensor adapter.



79

I/O board


I/O board indication I/OBOARD FAILURE is lit

or

I/O board indication SYSTEMON is off

or

I/O board concluded defect inother tests.

Replace I/O board.

IMPORTANT

Inserting an I/O board in a powered system rack maycause the board to start-up incorrectly and/or canshutdown the engine!

During initialization it is possible for the I/O boards to gotemporarily into an undefined status which can result inmultiple alarms and consequently in possible controlactions!

For this reason observe the following rules for absolutesafety;

• never perform these following actions with a runningengine.

• switch off system power before inserting an I/O board.

• turn off and purge the starting air supply.

To replace an I/O board; follow these steps:

I. If engine running; stop the engine.

II. Turn off and purge the engine starting air supply.

III. Remove defect I/O board from the system rack.

IV. Move the front text sheet to the new board (front-topaccess).

V. Place new I/O board in the system rack.

VI. Wait until I/O board is ready for operation (after LED testpattern) and the LED SYSTEM ON is lit.



80

I/O board(continuation)


I/O board indication I/OBOARD FAILURE is lit

or

I/O board indication SYSTEMON is off

or

I/O board concluded defect inother tests.

I. (Up)load the I/O board setup data;

Reset the communication processor board 6001 bymeans of the reset button ‘hidden’ in the front.

Simultaneously activate the 6001 pushbuttons ACKand STOP HORN during the start of the run-timeprogram.

Release these buttons when the 6001 LED SYSTEMON is lit.

After about 30 seconds the 6001 starts (up)loadingthe I/O boards one by one. This is indicated by theflashing of the SYSTEM OK LED on the appropriateI/O board.

When after several minutes all I/O board SYSTEM OKLED’s stopped flashing the LCS is ready foroperation.

II. Turn the starting air supply back on.

Communication processor


MODBUS communicationfailure;

• Converter LED (1) is off.

MODBUS converter

⇒ Converter (U1) power supply fuse (external) is blown.Replace the fuse (refer to LCS documentation). If thefuse immediate blows again; the converter is defect.

• Converter LED’s (3) or (4)show no activity.

⇒ Possibly the converter is defect.

• Converter LED (3) shows noactivity.

The MODBUS central alarm system.

⇒ Possibly the MODBUS central alarm system is notrequesting any data from the LCS. Refer to the alarmsystem documentation.

• Converter LED (3) showsactivity and;

6001 LEDCOMMUNICATION PORTFAILURE is on.

⇒ The alarm system is making invalid (non protocol)requests to the LCS. Refer to the alarm systemdocumentation.

Note:

During normal communication occasionally the6001 LED COMMUNICATION PORT FAILUREflickers indicating a LCS communication time-out.This should not result in a MODBUScommunication alarm.



81

I/O board(continuation)


• Converter LED (3) showsactivity and;

Converter LED (4) shows noactivity and;

6001 LEDCOMMUNICATION PORTFAILURE is off.

Communication processor 6001.

⇒ The communication processor is defect.

Communication processor LED SYSTEM ON is off.

The LCS run-time program is not yet started after a power-up or a reset.

⇒ If this situation remains; try if resetting the communicationprocessor solves this problem. Otherwise; replacecommunication processor .

Communication processor LEDPROCESSOR BOARDFAILURE is on.

The LCS run-time program is crashed.

⇒ If this situation remains; try if resetting the communicationprocessor solves this problem. Otherwise; replacecommunication processor .

After replacing communicationprocessor most or all channelstatuses read SKIP.

The communication processor solid-state disk (containingthe system setup data) is not confirm the latest LCS setup.

⇒ Replace the solid-state disk on the processor board withthe one on the removed processor board. This solid-state disk can be recognized by the text DiskOnChip.

Carefully note the placement before removing bothchips.

Next:

⇒ (Up)load the I/O board data following the stepsdescribed in paragraph I/O BOARDS (ignore steps 3, 4,5 and 6).



82

Power supply


Both power supplies have failedwhile the engine is running.

IMPORTANT

Although the engine keeps on running when both powersupplies fail (without safeties!) switching on one or bothpower supplies will shutdown the engine!

⇒ Stop the engine -at the stop valve- before switching onthe power supply.

Power fail alarm. Circuit-breaker F1off: 24VDC power supply.

⇒ Check if circuit breaker F1 is switched on. Otherwise;check for short-circuit and switch F1 on.

Circuit-breaker F2 off: 230VAC power supply.

⇒ Check if circuit breaker F2 is switched on. Otherwise;check for short-circuit and switch F2 on.

System rack fuse(s) blown.

⇒ Check on common termination board TB0 if both redLED’s are off. Otherwise; check for short-circuit andreplace fuse(s).

External power supply absent or to low.

⇒ Measure LCS external power supplies on the fieldterminals. Refer to LCS documentation.

Allowed voltage spread:

24VDC -5VDC/+6VDC

230VAC ± 4%

Power supply short-circuit. ⇒ Measure the resistance between the fail-safe powersupply (right door) terminals 6(+) and 7(-). Refer to LCSdocumentation.

No short-circuit (0 Ohm) may be measured otherwise:One by one disconnect the +24V supplied field wires(see document W38X-001, colomn Conn.).



83

GENERAL


Front indication SYSTEM OKis off

⇒ See paragraphs I/O BOARDS, COMMUNICATIONPROCESSOR and POWER SUPPLY.

LCS system failure alarm(central alarm system).

⇒ See SYSTEM OK

Front SAFETY indication isflashing.

⇒ This indicates the safety override of an existing safetystop condition.

How to acknowledge LCSalarms.

⇒ In remote control mode; push remote RESETSAFETIES.

⇒ In local control mode; push local RESET SAFETIES

⇒ On communication processor board front; push ACK.

How to acknowledge MODBUSbackup alarms.

⇒ In remote control mode; push remote RESETSAFETIES.

⇒ In local control mode; push local RESET SAFETIES

⇒ On communication processor board front; push STOPHORN.

What to do with defectcomponents.

⇒ Write a note describing the diagnosed fault.

⇒ Send the defect communication processor with the faultdescription to the nearest support address.

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.3 Operation April ‘98


84

2.3 Operation

Running-in program W38 (complete overhaul)

0

10

20

30

40

50

60

70

80

90

100

110

0 30 45 70

100.

2

135

150

175

205.

2

240

255

280

310

TIME IN MIN.

LOAD

SPEED

LOA

D/S

PE

ED

IN %

Step time inmin.

Speed in%

Ramp time speedin min.

Step Load in % Ramp timeload in min.

Step

30 53 1 1 10 10 15 100 1 1 0 0.2 -1

30 100 1 1 25 10 15 100 1 1 0 0.2 -1

30 100 1 1 35 10 15 100 1 1 0 .02 -1

30 100 1 1 50 10 15 100 1 1 0 0.2 -1

30 100 1 1 60 10 15 100 1 1 0 0.2 -1

30 100 1 1 70 10 15 100 1 1 0 0.2 -1

30 100 1 1 80 10 15 100 1 1 0 0.2 -1

30 100 1 1 90 10 15 100 1 1 0 0.2 -1

30 100 1 1 100 15 1

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.3 Operation April ‘98


85

Running in program(continuation)

The running-in process is mainly intended to wear piston rings on the liners for a properly fit andsealing.For a good running-in it is important to vary the load several times. The ring grooves in the pistonhave a different tiling angle at each load and conse-quently the piston rings gave differentcontact lines to the cylinder liner walls.Running-in may be performed either on distillate or heavy fuel, using the lubricating oil specifiedfor the fuel.After a piston overhaul the piston rings have to slid into new positions and need time to refit. Ifthe program cannot be followed, do not load the engine fully for at least 4 hours.After a complete overhaul, if the running-in program cannot be followed, do not load the enginefully for at least 10 hours.

ärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.4 Maintenance April ‘98


86

2.4 MAINTENANCE

Bearings(oversize undersize)

Big-end bearings 360 378shaft rod

Part.nr. Up Down -10 -8 -6 -4 -2 -1 STD. STD. 0.5 1

1401DT101 X1401DT102 X1401DT127 X1401DT128 X1401DT129 X1401DT130 X1401DT131 X1401DT132 X1401DT133 X1401DT134 X1401DT135 X1401DT136 X1401DT137 X1401DT138 X1401DT139 X1401DT140 X

Standard part

Non standardSales part



87

Main bearings 380 400shaft block

Part.nr. Up Downe -4 -2 -1 STD STD 0.5 11102DT101 X1102DT102 X1102DT106 X1102DT107 X1102DT108 X1102DT109 X1102DT112 X1102DT113 X1102DT114 X1102DT115 X1102DT116 X1102DT117 X1102DT118 X1102DT119 X

Axial.bearings1102DT103 X1102DT104 X1102DT110 X1102DT111 X

standard

Non standardSales part

Attn:Undersized axial bearings can be made out of undersized main bearing shells in consultationwith Technical Service WNSD.NLs



88

Tightening torque’s for the various engine part connections

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



89

Tightening torque’s (continuation)

CONNECTION SIZE AND CLASS TORQUE [Nm]Locking bearing governor drive M6 12.9 10Turning wheel L38 12 x M48

4 x M4840002000

Turning wheel 18V38 M48 x 3 4300Fly wheel on turning wheel M24 8.8 570Gear wheel on lub. oil pump M10 12.9 79Gear wheel on cool.water pump M10 8.8 46Exhaust V-clamp M12 85Exhaust gas pipe M12 85Insulation box insulation metal M8 8.8 15Air cooler trunk 6/8/9 cylinder M16 8.8

M24 8.8195670

Air cooler trunk 18 cylinder M20 8.8M24 8.8

390670

Turbo charger 6 cylinder M20 8.8 390Turbocharger 6 cylinder M24 8.8 670Turbocharger 8/9/18 cylinder M24 8.8

M30 8.8670

1350Support exhaust gas pipe M24 8.8 670Compensator exhaust gas pipe M16 195T-Support exhaust gas pipe 18v M16 8.8 160Receiver M20 8.8

M20 12.9390650

Connection piece to injector M18 x 1,5 150Locking flange M10 8.8 12HP Fuel pipe to cylinder head M33 x 3 180HP Fuel pipe to fuel pump M39 x 2 210Input piece delivery pipe M28 x 2 210Rubber compensator M20 8.8 60Bracket flexible mounting M36 8.8 2000



90

Tightening torque’s (continuation)

CONNECTION SIZE ANDCLASS

TORQUE[Nm]

Turbocharger 6 cylinder M20 8.8 390Turbocharger 6 cylinder M24 8.8 670Turbocharger 8/9/18cylinder

M24 8.8M30 8.8

6701350

Support exhaust gas pipe M24 8.8 670Compensator exhaust gaspipe

M16 195

T-Support exhaust gaspipe 18v

M16 8.8 160

Receiver M20 8.8M20 12.9

390650

Connection piece toinjector

M18 x 1,5 150

Locking flange M10 8.8 12HP Fuel pipe to cylinderhead

M33 x 3 180

HP Fuel pipe to fuel pump M39 x 2 210Input piece delivery pipe M28 x 2 210Rubber compensator M20 8.8 60Bracket flexible mounting M36 8.8 2000



91

Tightening procedure and hydraulic jack pressures

Step 1: Positioning of engine componentsStep 2: Setting of materialsStep 3: Obtaining the correct prestressStep 4: Checking step

ATTENTION!When following this procedure, its very important to carry out ALL four steps!!

CONNECTION STEP 1[bar]

STEP 2/3/4[bar]

NUT SHIFTING

Main bearing stud 200 770 Tight firmly4.0 - 4.5 holes

Side stud 200 750 Tight firmly2.6 - 3.0 holes

Big end stud 300 870 Tight firmly2.6 - 3.0 holes

Connecting rodstud

300 870 Tight firmly1.1 - 1.4 holes

Counter weightstud

100 760 Tight firmly1.6 - 2.0 holes

Cylinder head stud 100 600 Tight firmlyholes

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.5 Cylinder liner April ‘98


92

2.5 CYLINDER LINER

Specification

Material: GG 30 (DIN 1691)Centrifugally cast

Mechanical values in the wall of the liner

- Tensile strength, bar test : 275 N/mm2

- Hardness : 223 - 293 HB

Honing specification

cylinder liner

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.5 Cylinder liner April ‘98


93

Anti polishing ring

Material: GG 30

Attention:Assemble the anti polishingring with the chamferedside down.

anti polishingring

cylinder liner

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.6 piston,conn.rod,crankshaft April ‘98


94

2.6 PISTON

General

Material of piston: GGG 70Material of piston crown: 42 CrMo 4 V

Tightening of piston crown

1) Lubricate threat with Molykote Gn plus.2) Tighten bolts cross wise at 100 Nm.3) Loosen bolts.4) Tighten bolts cross wise at 20 Nm.5) Turn bolts cross wise 100 degrees tight.6) Check at 85 Nm, bolts should not turn tighter!

bolt

bolt



95

Connecting rod

Assembly of the connecting rod

Assembly of the connecting rod upperpartand connecting rod lower part should bedone following the hydraulic tighteningprocedure.(See chapter 2.4-3).

Disassembly of small eye bearing

Place the connecting rod in a levelposition.Place a protection strip in the oil grooveto prevent welding drops from enteringthe oil channel.Make two welds on the small part of thebearing according to the drawing.First at positions 1 and 2. After 10 to 25minutes at positions 3 and 4. (welding with resistance 100, ∅ 4 mm Smitweldwith a transformer setting of 200 Ampere).Now remove bearing with a copper punch.When the bearing does not come out,additional weldings must be made atpositions 5,6 and 7.

53 6

72

4

1

upper part lower part



96

Assembly of small eye bearing

Cool the gudgeon-pin bearing bush in liquid nitrogen before fitting.Adjustment dimension X = 0.4 mm ± 0.1 mm.

x



97

Crankshaft specification

The crankshaft hardness may not exceed more than 10% of the average hardness, measuredon the undamaged part of the crankshaft.

The following information regard measurements, clearances and NO-GO criteria.

Hardness 240 HbrRadius oil channels R = 10 Fig IQuality surface radius 1.6

Crankweb 12.5

Main bearing journal - and clearance

Diameter main bearing Ø 380 h6 380.0 / 379.964Roughness bearing surface 1.6 Radius R 30 Fig: IVconcentricity Ø 0.025 GHroundness 0.015Straightness 0.015

Concentricity crankshaftMaximum deviation between adjacent crank 0.08

Diameter main bearing Ø 400 H6 400.0 / 400.036Main bearing clearance min. 0.34 max. 0.42

Diameter crankpin Ø 360 h6Roughness crankpin 0.4

Radius crankpin R21 Fig IIIStraightness 0.015Roundness 0.015Paralellety Ø 0.015 / 1000 GH



98

Crankshaft (continuation)

Diameter big-end bearing Ø 380Big-end bearing clearance

Axial clearance crankshaftAxial bearing without axial rings 109.85 - 109.95Axial bearing with axial rings 139.85 - 139.95Axial bearing measurement crankshaft 140.20 - 140.25

Clearance axial: min. 0.25 - max. 0.40

Flywheel flangeRoughness 3.2 Run out 0.05 GHConcentricity Ø 0.02 GH

Damper flangeRunout 0.05 GHConcentricity 0.02 GH



99

1.General requirements for repair of a damaged crankshaft

Hardness : nominal 240 HV; max. 300 HVOscillation : max. run-out of adjacent main bearing journals: 0.06 mm ( dial )Cracks : no cracks are allowed ( Magnaflux )

2.Undersize crankpin bearings available

2 mm U.S: 1401DT131 / 1326 mm U.S: 1401DT135 / 136

10 mm U.S: 1401DT139 / 140 ( = minimum admissible U.S. diameter )

3.Geometrical requirements for repair of the crankpin by a specialised firm

Diameter 2 mm U.S. crankpin: 357.92 - 357.96 mmDiameter 6 mm U.S. crankpin: 353.92 - 353.96 mmDiameter 10 mm U.S. crankpin: 349.92 - 349.96 mm

Max. ovality : 0.04 mmMax. taperness : 0.03 mmShape of crankpin a. : Convex shape ( “Barrel shape” ): absolutely not allowed

b. : Concave shape: max. 0.02 mm ( see detail C *)

Max. parallelism to centreline : 0.3 / 1000

Roughness of crankpin: 0.4 µm ( 1 µm = 40 µ inch )Roughness of fillet : 0.8 µm

Radius in way of the fillet : min. R = 17 mm ( standard: 21 mm; see detail B *)Undercut to fillet : 0.5 - 0.5 mm ( R = 17 mm )

Radius in way of oil hole : 10 mm, rounded off to the pin(see detail A *)

4. Checks on actual running pattern

Check running pattern before start-up with Prussian blue and turning to verify that the pin is not“barrel shaped”.Check running pattern after 10 minutes at 20 % load.

*) See also Illustration on the following page



100

Illustration to be used at requirements for repair of a damaged crankshaft

A

BC

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.7 Cylinder head with valves April ‘98


101

2.7 CYLINDER HEAD WITH VALVES

Grinding inlet and exhaust valves

1) Chris-Marine valve spindle grinder type 75H for use in the lathe.

• Clean valve, for instance by glass blasting.• Measure valve according instructions.• Study manual for grinding machine carefully.• Use a standard grinding wheel for NiMoNic valves.• Balance wheel.• Angle of chisel holder to be set with conical

template for 29° 50’ ± 5’.• Install grinder at correct horizontal level.• Place valve in the chuck of the lathe directly or, if

chuck is not 100% true: Use steady rest, clockvalve spindle close to steady rest

(max. 0.02 mm)

• Apply a stabilizer plate (slightly smaller diameter than valve), between valve disc and center ensure sample air supply, speed of grinding wheel: 8000 rpm.• Have valve running with the grinding wheel,70 rpm• Direction of rotation: anti clockwise, looking against bottom side of the valve.• Lubricate valve seat during the grinding with thick gear oil (sae 80 to 90).• Watch temperature of valve disc.• Dress-up the grinding wheel if necessary• Approach the wheel radial and:• Keep pressure on the stone constantly (Never leave the wheel).• Grind until entire seat shows a clearly ground surface (not too shiny).• Measure valve.• Do not hand-grind valves to seat in cylinder head.



102

Grinding inlet and exhaust valves (continuation)

2) Chris-marine valve grinding machine type bsp 1 or 3

• Clean valve, for instance by glass blasting.• Measure valve according instructions.• Study manual for grinding machine carefully.• Use a white grinding wheel, 200 x 13 x 32 mm (cm part nr. 27/1373010).• Balance wheel.• Fit valve, using centering collets for a 30 mm valve spindle.• The beveled edge of the valve spindle top should be just outside the collet.• Use long type stabilizer. Turn all screws by hand and than slightly with spanner.• Angle to be set at 29.83° ± 0.08° (=29° 50’ ± 5’) Nonius devisions: 0.05° = 3’.• Standard speed of grinding wheel: 100 rpm at 50 Hz.

Direction of rotation: counter clockwise, looking against bottom side of the valve.

Cooling: Water with 1-1½ % anti corrosion (5% is too much).Dress-up the grinding wheel if necessary.

• Move the wheel radial to the valve and keep pressure on the stone constantly (Never leavethe wheel).

• Grind until entire seat shows a clearly ground surface (not too shiny).• Measure valve.Do not hand-grind valves to seat in cylinder head.



103

Grinding inlet and exhaust valves (continuation)

Material: valve = X45CrSi 93seat = GZ-X190CrMo12 2VInduction hardened : min. 50 Hrc / case depth 1.5

Inlet valve and seat

Material: valve MDO = X45CrSi93valve HFO = NIMONIC 80Aseat = GNiCr50Nb Hardness: 46 ± 3

Exhaust valve andseat

30 + 4’- 0’

30 +4 -0



104

Inlet and exhaust valves (continuation)

Replacing the valve seat rings in cylinder head.

Inlet:

1) Remove the old seat by the welding/shrink method.Clean the bore of the seat in cylinder head and check diameter bore etc.

2) Cool the new seat-ring down to -150°C with liquid nitrogen.(The cylinder head should not be headed up for fitting the inlet seat!!)

3) Fit the cooled ring carefully. The ring should be tightened of the bottom of the inlet chamberof the cylinder head.

4) After cylinder head/seat is back on environmental temperature the seat should be grindedon correct setting.

Exhaust:

1) Idem as above item 1.

2) Cooling down the new seat-ring to -50°C.Preferable is to cooling down the new seat ring on a plate, which should be placed above theliquid until the right temperature should be reached.

3) Heat up the cylinder head to 90°C.NOTE: It is important that the whole cylinder head should be heated up slowly and not only theseat bore. This to avoid hot spots which could result in cracks etc.

4) After the cooling down of the seat, put slightly some oil = “Super-O-Lube” on the O-ring.Place on the outer diameter ∅ 144 (make sure that surface is clean and free of grease etc.)Loctite 290, whereafter fitting the new seat including the O-ring, together in cylinder heada.s.a.p.

5) After the cooling down of the cylinder head, to environmental temperature, the seat shouldbe grinded.



105

Grinding the valve seats

- Set the grinding angle for the inlet and exhaust seats of the W38. (since the seats of the W38 are machined straight and not curved the conversion table on the machine based on seat diameter is not relevant).

- Adjust the handwheel(3) until the marking(1) on the setting plate is in the middle of the two border markings(2).

- loosen the two blocking handles (4) and (5) and lower the grinding stone until it is inthe middle of the seating face.- Fasten the handles (4) and (5)- Move the gringing stone down towards the starting point by means of the handwheel(3).- Feed in the grinding wheel 0.05mm.(one notch on the fine-adjustment knob will feed in

0,1mm.).This is to avoid high temperatures during machining.- Lock the handwheel(3) with knob(7).- Move slider(8) in “up”-position



106

Grinding the valve seats (continuation)

- Start grinding- and rotation motor.- Start rotating movement by turning and moving down the clutch ring(9).- Grind until the upper side of the valve seat is reached. Then turn of the rotation motor

by means of the clutch ring(9)- When more grinding cycles are required,the necessary grinding depth should be

adjusted by the fine adjustment.- Move slider(8) in “down”-position and restart the rotation motor.- During the last-but-one movement of the grinding stone the maximum in-feed is 0.03

mm.- During the last movement grind without in-feed.

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 2.8 Camshaft and valve drive April ‘98


107

2.8 CAMSHAFT AND VALVE DRIVE

Camshaft diagram

Possibleadjustments

Nominal valve timing at 1 mm lift Clearancepiston - valve

open closeAdjustment at 8mm lift

exhaust inlet exhaust inlet clearanceexhaust

clearanceinlet

15°30’ 72 73 61 34 11.2 4.2 14°30’ 71 82 62 35 10.6 4.8 13°30’ 70 71 63 36 10.0 5.4 12°30’ * 69 70 64 37 9.2 5.8 11°30’ 68 69 56 38 9.1 6.5

10°30’ 67 68 66 39 8.0 7.09°30’ 66 67 67 40 7.5 7.88°30’ 65 66 68 41 6.8 8.2

* Adjustment figures drawn diagram



108

Camshaft and valve drive (continuation)



109

Camshaft part

Material: Camshaft part = 17CrNiMo6Journal = 42CrMo4Bearing journal = C35N

1: Fuel injection cam2: Exhaust cam3: Inlet cam4: Camshaft journal

Mounting of camshaft gearwheel

To mount the camshaft gearwheel you can use a hydraulic tool. The pressure that is set on thetool represents a torque. Every tool is unique and therefor has its own convert table.

1 2 3 4



110

Gearwheel clearances and dimensions

nr. Gear name Z M Width Opp.gear

Flankclearance

6 Water pumpgearwheel

20 8 50 7 0.63-0.78 Assembly

7 Pump drivengearwheel

90 8 50 flank-

8 Lubricating pumpgearwheel

31 8 50 7 0.39-0.54 clearance

Flankclearance with bearingcorrection

L38 V38H1 440.10 440.17H2 484.00 484.14

6

8

7



111



112

Gearwheel clearances and dimensions(continuation)

nr. Gear name Z M Width Oppgear

Flankclearance

1 Split gearwheel forcrankshaft

62 10 90 2 0.57-0.71 Assembly

2 Intermediategearwheel large

66 10 90 flank-

3 Intermediategearwheel small

33 10 110 4 0.41-0.55 clearance

4 Camshaft gearwheel 62 10 110 5 0.47-0.595 Governor drive

gearwheel19 10 35

Flankclearance with bearingcorrection1 Split gearwheel for

crankshaft62 10 90 2 0.39-0.53 Assembly


66 10 90 flank-


33 10 110 4 0.45-0.59 clearance


gearwheel19 10 35

Flankclearance where the gearwheel is the theoretical center1 Split gearwheel for

crankshaft62 10 90 2 0.32-0.81 Assembly


66 10 90 flank-


33 10 110 0.24-0.61 clearance


gearwheel19 10 35 5

Operating flankclearance under given circumstances as:Shaftdistance-tolerance/bearing clearance-tolerance/teeth-tolerance/bending andthermal expansion (with operating temperature 100°c).



113

Picture for gearwheel clearances

5

4

3

2

1



114

General roundness check for gearwheels

Place a cylindrical pin in the tooth cap as shown. Turn the shaft and use a dial indicator to obtainindications. Repeat the procedure and take comparative indications from at least four differentlocations.

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 3.0 No-go criteria April ‘98


114

3.0 NO - GO CRITERIA FOR ENGINE PARTS

Piston and piston ring wear limits

Description Design size(mm)

Wear limit(mm)

Two piece piston withsteel crown.

Two piecepiston

1

2

3

4

Clearancebetween newpiston ring andgroove.

A:

Groove 1. -

Groove 2. -

Groove 3. -

Groove 4. -

0.15

0.17

0.15

0.17

0.15

0.17

0.06

0.08

0.50

0.45

0.40

0.30

A

Note:Measering point:

approx.5.0mm fromouter surface.



115

Piston gudgeon pin wear limits


Wear limit(mm)

Piston andgudgeon pin

Gudgeon pinhole.

A - 175.04

175.02175.05

A

Gudgeon pindiameter.

A - 175.00

174.99174.97

10 10 1010 10 10

A A A



116

Connecting rod wear limits

DescriptionDesignsize (mm)

Wear limit(mm) Connecting rod.

Con.rod.

Small end borediameter withoutbearing D-E

Small end borediameter withbearing D-E

Ovality D-E

195.029

195.000

175.180

175.120

195.05

175.25

0.03

1 2

D

E

Big end diameter.

Big end borediameter

A + B + C + D 3

Ovality A-C

Conicity 1-2

Assembled bearingbore

Difference betweenB/C

360.000359.964

378.057

378.000

360.373

360.288

Max.378.057Min.377.980

0.05

0.02

360.40

0.02

21

AB

C

D

The measurement

A + B + C + D4

should be taken atside 1 and 2 of the

big end.The conicity is the difference

between1 and 2.



117

Cylinder liner wear limits


Wear limit(mm)

Cylinder liner.

Bore

Ovality

Conicity,i.e. differencein diametersmeasured at93 and 202 mmfrom top.

380.057

380.000

0.03

0

380.90

0.10

0.60

872

568

202

93147

Height A -

Height B -

349.100

349.000

79.40

79.60

348.50

79.20

B

A

Anti polischingringHeight C -

wall thichness D -

81.10

80.90

10.240

10.193

80.70

10.00

C

D



118

Exhaust valve and seat wear limits


Wear limit(mm)

Exhaust Valve.

Valve stem diam.A -

I = 66II = 110III = 325

B -

Ø 30.000

Ø 29.979

Ø 28.00

Ø 29.90

Ø 27.50

AA B BIIIIII

Valve guide bore.A - Ø 30.161

Ø 30.134Ø 30.30

25 25

A A

Valve disc at:

A -

B -

C -

angle D -

13.00

29°50’±5’

12.00

1.00

D

C B A

Max.oscillation ofvalve stam anddisc.

0.00

0.030.15



119

Exhaust valve and seat wear limits (continuation)

Valve seat Diam.D -

angle E -

Recess cyl.headouter bore -

inner bore -

Ø 128.00

Ø 127.80

30°±5’

Ø 144.025

Ø 144.000

Ø 125.025

Ø 125.000

Ø 130.00

E

D



120

Inlet valve and seat wear limits


Wear limit(mm)

Inlet Valve.

Valve stem diam.A -

I = 66II = 110III = 325

B -

Ø 30.000

Ø 29.979

Ø 28.00

Ø 29.90

Ø 27.50

AA B BIIIIII

Valve guide bore.A - Ø 30.161

Ø 30.134Ø 30.30

AA

25 25

Valve disc at:

A -

B -

C -

angle D -

13.00

29°50’±5’

12.00

1.00

D

C B A

Max.oscillation ofvalve stam anddisc.

0.00

0.030.15



121

Inlet valve and seat wear limits (continuation)

Valve seat Diam. D -

angle E -

Recess cyl.headouter bore -

Ø 128.00

Ø 127.80

30°±5’

Ø 144.025

Ø 144.000

Ø 130.00

E

D



122

Valve drive mechanism wear limits


Wear limit(mm)

Valve drive mechanism

Valve drivemechanism.

Valve tappet 1 -

Guide diam. 2 -

Roller pin bore intappet. 4 -

Roller bore 5 -

Tappet pin 6 -

Ø 114.928

Ø 114.893

Ø 115.035

Ø 115.000

Ø 50.016

Ø 50.000

Ø 50.105

Ø 50.080

Ø 50.000

Ø 49.989

Ø 114.75

Ø 114,95

Ø 50.05

Ø 50.20

Ø 49.95

A

A

Rocker arm

bearing sleevediam.in situ. 9 -

Bearing journaldiameter 10 -

Ø 85.102

Ø 85.050

Ø 85.000

Ø 84.989

Ø 85.30

Ø 84.95



123

Valve drive mechanism wear limits (continuation)

Yoke

Pin diam. 11 -

Yoke bore 12 -

Ø 34.050

Ø 34.034

Ø 34.119

Ø 34.080

Ø 33.95

Ø 34.20



124

Copyed from

Exhaust and inlet valve spring.


Wear limit(mm)

Exh. and inlet spring

Valve spring

Length of spring(Dismantled)

L = 203.00

207.00201.50

ø105

L



125

Crankshaft deflection tolerance

Crankshaft deflection toleranceMax.mm

No – Gomm

Measuring the alignment of the engine the unloaded crankshaft isconsidered as a reference. So the crankshaft ends has to be free from extra loads due to forinstance the weight of elastic couplings etc.

After alignment of the crankshaft, the crankweb deflection limit is :Alignment must be carried out =No – Go.

If power is taken from the free end, the crankweb deflection limitfor the first crank is :

The maximum deviation between adjacent cranks is :

The maximum deviation between A and E is :– Inline–engine– Vee–engine

The maximum deviation between (for diagram :2xC + A + E D + B see next page)---------------- and -------- is: 4 2

Note:The bending moment in the crankshaft caused by extra weights islimited as well as the corresponding deflections. In case of extraweights contact Wärtsilä NSD nederland B.V..

For execution of the crankshaft deflections see chapter 11 inManual.

0.04

0.08

0.05

0.10

0,7 Xdeflection

limit

0.010.02

0.015

(*)



126

Crankshaft deflection tolerance (diagram)

operating side non operating side

Dial gauge position



127

Aluminium plain bearings wear limitsMax.mm

No – Gomm

The engine bearings consist of a steel back onto which a very tinybonding of almost pure Aluminium. On this bonding is a running layer ofAluminium alloy.It concerns the bearings for crankshaft, connecting rod big end, andcamshaft.

Judgement of a Aluminium type bearing does not tell everything since,unlike a tri–metal bearing, there is no copper barrier between the steelback and the run-ning layer visible.

A bearing is suitable for further use as long as: – the shell thickness is expected to stay within the given tolerances, until the next inspection. - Main bearing

Big end

- Camshaft

– the inside diameter is within the given tolerances, until the next inspection. - Main bearing

– 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 canbe recognized to locally melted or smeared lining.New bearings are treated with a corrosion protection oil that has to beremoved before mounting. Where bearings show heavy wear grooves inthe running layer, the quality of the lubricating oil cleaning should beobserved more carefully.For determination of wear, engine components and measuringequipment should for some hours first be acclimated at roomtemperature ( 20 C° ).Note!

9.835

9.810

8.890

8.865

7.395

7.375

Ø 380.447

Ø 380.361

9.75

8.805

7315

Ø 380.30

Wärtsilä NSD Nederland B.V.Engine type Chapter Subject Issue dateW38 4.0 mounting instruction April ‘98


128

4.0 MOUNTING INSTRUCTION FOR FLEXIBLE MOUNTED ENGINE

1. Lift the engine on the right location, control with foundation screws or with the drillings forflexible mountings.2. See fig. 1.

Location of the rubber element and toolsPlace the engine on the tools H=100 mm.Level the engine.

Figure 1



129

3. See fig.2.Assembly foundation rubber element controlling that the element height difference x(+s) between the elements will be within 1mm.

When necessary adjust the element height with shims.

See fig. 3: assembly of the single foundation rubber elements.Place no. 3,5,6,7,9,10,11,12,14,15,16,18 and 19.

Figure 2



130

Figure 3See fig. 4:assembly of the double foundation rubber elements. Place no. 2,8,13,17 and

20.

NOTE!Place no. 1 and 4 will be empty.

Mark the location of the tools on the engine block.Remove the tools.

4. Record after at least 48 hours the clearance at the marked places.

5. See fig. 3.Adjust mechanical height limiter on all single foundation rubber elements to 10 mm.



131

6. See fig. 4.Adjust mechanical height limiter on all double foundation rubber elements to 2 mm.

7. See fig. 5. Install the generator to the engine taking into account that the engine should be situated 0 7 0

0 25. .−+ mm higher .

8. Check regularly the clearance at the marked places.When the checked clearance has become 1 mm. less that the recorded clearance , then adjust the checked clearance with shims to the recorded clearance .

Figure 4



132

Figure 5

Service, SWD Engines

Engine section Engine type Ref. Date Issue Document No. Page

1000 General W38 WNL 03.12.1997 00 mr38/1000/01 1(2)

Installation (ship): Engine type: Engine No.:

Fuel viscosity (cSt): Temperature (°C): Running hours:

Date of measurement: Place: Name:Wärtsilä Nederland b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253Service,Zwolle NL-8000 GB Zwolle, Netherland Telecop. +31-38-4223564 Telex 42116 swdz nl

Operating Data RecordDateTimeVerm.afname [kW]Engine speed r/sPosition regulat.Running hours hours

exh.t1 exh.t2 fuel r. C C mm C C mm C C mm C C mm123456789

Gem.exh. temp. afterturbocharger Cspeed turbocharger r/s

Mainbearing temp C C C C0123456789

Gem.

charging pressure barChar.tem afterturbocharger

C

Char.tem in receiv. CIntake air temp C

Lub oil temp beforeengine

C

Lub oil pressurebefore engine

bar

LT pressure inl. eng bartemp beforeair cooler

C

temp. before luboil.cooler

C

temp. after luboil.cooler

C

Brst.druk barBrst.temp C

HTpressure.inl.eng. bar

Service, Vasa Engines Measurement record

Issue Document No. Page01 00000000GB 2(2)

temp before engine Ctemp. before aircooler

C

temp. after aircooler

C

Service, WNL Engines

Engine section Engine type Ref. Date Issue Document No. Page1102 Main Bearing W38 WNL–S 07.03.1997 00 mr38/1102/01 1(2)


Temperature (°C): Running hours:

Date of measurement: Place: Name:

Wärtsilä Netherlands b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253Service, Zwolle NL-8000 GB Zwolle Telecop. +31-38-4223564 Telex 42116 swdz nl

MAIN BEARING SHELL

Main bearing shell nominal thickness:

9.835 - 9.810 [mm] Max. 9.750

Lower half Upper half

code nr. code nr.

AC ABC

25 25

1 12

35

2

45

3 3

45° 45°

15 15

145 14580

Bearing number0 1 2 3 4 5 6 7 8 9

1Upper A 2Half 3

451

B 23451

C 2345

Remarks/Manufact. No.

1A 2

Lower 3half 4

51

C 2345



Engine section Engine type Ref. Date Issue Document No. Page1302 Cylinder liner W38 WNL–S 07.03.1997 00 mr38/1302/01 1(1)





Cylinder linerCode number:

Component running hours before measurement:

Measured: o Mounted

o Free Temperature (°C):

Nominal diameter = 380.000 – 380.057 [mm]Wear limits: I = 380.9 [mm], II = 380.6 [mm], III, IV +V= 380.3 [mm]Ovality = 0.1 [mm] (Difference between dmax and dmin measured on any level).

Reference diameter (or V/1):

Antipolishing ring, wall thicknessNominal thickness = 10.24 – 10.19 [mm], Wear limit = 10.10 [mm]Measure with a ball-shaped micrometer on level A and level B.


X

A

40B

70

92

147

568

872

1

3

24

mark “X”

View X

III

IV

V

1

2

202III

Bank Cylinder number______ 1 2 3 4 5 6 7 8 9

Cylinder liner, diameter d (deviation in 100/mm)

I 1

2

II 1

2

III 1

2

IV 1

2

V 1

2

Remarkss/Manufact No.

Antipolishing ring, wall thickness([mm]

Level A 1

2

3

4

Level B 1

2

3

4

Remarks/Manufact No.


Engine section Engine type Ref. Date Issue Document No. Page1401 Connecting rod W38 WNL–S 07.03.1997 00 mr38/1401/01 1(1)





Big end bearing boreBig end nuts and connecting rod must be tightened before measuring.Hydraulic pressure when tightening: I = 870 bar II= 870 bar

Nominal diameter without shells: (D)= 378 H7 (+ 0.057 - 0) [mm]

Allowed minimum diameter: 377.90 [mm]

Maximum allowed difference between Dmax and Dmin: 0.1 [mm]

Reference diameter [mm]: 378

Code number:


Temperature (°C):

Gudgeon pin bearing bushmountedWear limit (d1, d2): 175.25 [mm]Code number:

d2

d1

15

R 15

L

15 15

D

15

15

dowel pin con.rod

III 3 4

52

1

Bank Cylinder number

______ 1 2 3 4 5 6 7 8 9Big end bearing bore (Deviation in 100/mm)

D1 L

R

D2 L

R

D3 L

R

D4 L

R

D5 L

R

Max. deviation

Remarks/Manufact. No.(stamped on conrod)

Gudgeon pin bearing bush mounted [mm]

d1 L

R

d2 L

R



Engine section Engine type Ref. Date Issue Document No. Page1401 Connecting rod W38 WNL–S 07.03.1997 00 mr38/1401/02 1(1)





BIG END BEARING SHELL

Bearing shell nominal thickness: 8.890 - 8.865 [mm] Max. 8.805 [mm]

3

2

4

3

5

12

1

45

45°

25 25

45°

1570

125

1570

125

C B AC B A

codenr codenr

Lower half Upper half

Bank Cylinder number1 2 3 4 5 6 7 8 9

1Upper A 2Half 3

451

B 23451

C 2345


1A 2

Lower 3half 4

51

B 23451

C 2345



Engine section Engine type Ref. Date Issue Document No. Page1421 Piston W38 WNL–S 07.03.1997 00 mr38/1421/01 1(1)





Piston ring groove heightComponent running hours before measurement:

Temperature (°C):

Nominal height Wear limit(mm) (mm)

Ring I 8.17 - 8.15 8.50Ring II 8.17 - 8.15 8.45Ring III 8.17 - 8.15 8.40Ring IV 10.08 - 10.06 10.30

Cylinder number1 2 3 4 5 6 7 8 9

1

A - I 2

Bank 3

4

1II 2

3

4

1III 2

3

4

1IV 2

3

4


1I 2

B - 3

Bank 4

1II 2

3

4

1III 2

3

4

1IV 2

3

4


A

view A

I

II

III

IV

notch inpistonskirt

1

2

3

4


Engine section Engine type Ref. Date Issue Document No. Page1421 Piston W38 WNL–S 22.12.1997 00 mr38/1421/02 1(1)





Crown number Cylinder number

Topview (1)

Sideview (2)

Bottomview (3)

abcdABCDEFGHIJKLMThickness of carbon in 0,1mm

Measure the values a,b,c,d at threepoints on the side of the crown (seedrawing 2)

Inspection method:reduced / extensive


Engine section Engine type Ref. Date Issue Document No. Page1421 Gudgeon pin W38 WNL–S 22.12.1997 00 mr38/1421/03 1(1)





GUDGEON PIN

Gudgeon pin nominal diameter:

174.988-175.000 [mm]

Wear limit: 174.970 [mm]

Reference diameter: 175 [mm]

Deviation to be given in 1/100mmBank: Cylinder number

-- 1 2 2 4 5 6 7 8 91

A 2341

B 2341

C 2341

D 2341

E 2341

F 234


Engine section Engine type Ref. Date Issue Document No. Page1501 Inlet-/exhaustvalve W38 WNL–S 07.03.1997 00 mr38/1501/01 1(1)





VALVE GUIDES

Valve guide nominal diameter: 30.161 - 30.134 [mm]

Wear limit: 30.30 [mm]

Referenc diameter: 30.00 [mm]

Deviations to be given in 1/100 mm.

inlet

exhaust

D D

25 25I II air in exh.out

A

B C

D

bottom view

Cylinder nr.

1 2 3 4 5 6 7 8 9A I

Inlet IIB I

IIC I

Exhaust IID I

IIRemarks / Manufact Nr.

Bank:


Engine section Engine type Ref. Date Issue Document No. Page1501 Injection valve W38 WNL–S 22.12.1997 00 mr38/1501/02 1(2)





INJECTION VALVE TEST RECORDNo.Cyl.

Nozzle type

........................

Remarks

1 Opening pressure Po = 450 bar2 Testing pressure (Po - 20 bar)3 Pressure drop range (Po - 20) → (Po - 220) bar4 I Excellent at all speeds

II Good at some test speeds

III Bad


Engine section Engine type Ref. Date Issue Document No. Page1504 Inlet-/exhaustvalve W38 WNL–S 07.03.1997 00 mr38/1504/01 1(1)




Wärtsilä NSD Nederland b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253Service, Zwolle NL-8000 GB Zwolle Telecop. +31-38-4223564 Telex 42116 swdz nl

Valves

Nominal diameter: 30.000 - 29.979 mm.

Wear Limit: 29.900 mm. Stem stampings Valve locations

Burn-off area: Z max = 1.5 mm

Y max = 12 mm

I : 66 mm

II : 110 mm

III : 325 mm

Deviations to be given in1/100 mm.

Cylinder Nr.

1 2 3 4 5 6 7 8 9

I

II

I A III

N Z

L Y

E I

T II

B III

Z

Y

I

E II

X C III

H Z

A Y

U I

S II

T D III

Z

Y

air in exh.out

A

B C

D

bottom view

Stampings

I II III Z

Y


Engine section Engine type Ref. Date Issue Document No. Page2103 Camshaft bearing W38 WNL–S 03.12.1997 00 mr38/2103/01 1(1)




Wärtsilä NSD Nederland b.v. P.O. Box 10608 (hanzelaan 95) Telecop. +31-38-4253538 Tel. +31-38-4253253Service, Zwolle NL-8000 GB Zwolle Telecop. +31-38-4223564 Telex 42116 swdz nl

Camshaft BearingNominal diameter : D = 250,24-250,31Wear limit : Dmax= 250,4Reference diameter : D = 250

Deviation to be given in 1/100mm

Bank: Bearing number-- 0 1 2 3 4 5 6 7 8 9

D1D2D3D4E1E2E3E4

Remarks

Towardsflywheel end(B-bank)

Towardsflywheel end(in Line or A-bank)


INDEX

A Adjustable cam, 40Air consumption, 13Analog output channels, 75Analog/pulse input channels, 70Anti polishing ring, 93

BBearings(oversize undersize), 86

CCamshaft diagram, 107Camshaft gearwheel, mounting, 109Characteristics, 8Characteristics (main data), 8Charge air systemrequirements, 52schedule, 52Cylinder linerspecification, 92Combustion sequence, 9communication processor, 80connecting rod, assembly, 95Constant pressure valve, 32Control systemtroubleshooting, 69Cooling waterapproved additives, 49contents, 46control, 46cooler cleaning, 48requirements, 45system schedule, 47Cooling water pumpscharacteristics, 51positioning, 50Crankshaft deflection tolerance, 125Crankshaft specification, 97Cylinder numbering, 9Cylinder output, 10definitionsengine, 8

DDelivery valve, 32

Derating conditions, 11Digital input, 73

D (continuation)Dimensionsof engine, 19of main parts, 21of spare parts, 25

EEngine configurationat various use of fuel, 16Exhaust gasspecification, 53

FFixed cam construction, 39flexible mounted engine, 128Fuelcharacteristics, 26requirements, 26viscosity table, 31Fuel consumption, 12Fuel injector nozzle, 30Fuel pumpcondition check, 34high pressure, 33gasflows, 13

GGearwheelclearances and dimensions, 110general roundness check, 113gudgeon pin wear limits, 115

HHand held programmer(721)handling, 55Heat balance, 14Hydraulic jack pressures, 91

II/O board, 79Inlet and exhaust valves, grinding, 101Internal fuel system, 30


LLubricating oilbrands, 38internal system, 36L (continuation)requirements, 35lubricating oil pumpadjustment of, 37clamping rings, 37positioning of, 38

MMean effective pressure, 10Menu calibration, 67Menu Configuration, 62Menu display, 66Menu display 2, 67Menu Dynamics, 63Menu Dynamics 2, 64Menu Fuel Limiters, 65Menu load sharing, 66Menu monitor alarms, 68Menu Set alarms, 62Menu Speed Setting, 64

OOperating pressures, 13Operating temperatures, 13

PPistongeneral, 94Power supply, 82Pressure surgesin low pressure fuel system, 32Pump data, 15Pump pressures drops, 47

RRelay output channels, 76repair of a damaged crankshaft, 99Running-in program W38, 84

SSensors, 77Slow turning device, 44small eye bearing, assembly, 96

small eye bearing, disassembly, 95Software settings(721)explanations on, 62

fS(continuation)or diesel power plants, 55for marine engines, 59Starting air distributor, 41Starting air systemschedule, 43starting air system adjustments, 39Starting valve, 42Symbolsfor drawing and diagrams, 1for units, 2for viscosity, 2

TTightening procedure, 91Tightening torque’sfor the various engine parts connections, 88Torques for bolts and nuts, 7turbocharger VTR 354/454, water washingthe, 53Turbocharger, lubricating the, 53

UUndersize crankpin bearings available, 99

VValve clearance, 16Valve seatsgrinding, 105valve seatsreplacing, 104valve timing, 16

WWear limitexhaust and inlet valve spring, 124Wear limitsaluminium plain bearings, 127cilinder liner, 117connecting rod, 116exhaust valve and seat, 118inlet valve and seat, 120piston and piston rings, 114


valve drive mechanism, 122Weightsof engine parts, 17of spare parts, 25

Wartsila 38-F-S-D-BOOK

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