2002-01 Specific Installation Data

09. Specific Installation Data

09.1 General
All test reports and certificates are collected in series 8 Quality records.
The specific installation data can be found from binder 7A 02 01.

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 Specific Installation Data 2002-01

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 34SG-9701 Engine Block with Bearings, Cylinder and Oil Sump

10. Engine Block with Bearings, Cylinder and

Oil Sump

10.1 Description
The cast iron engine block is cast in one piece. The jacket water
distributing pipes and the charge air receiver are integrated in the
engine block. The main bearing caps, which support the underslung
crankshaft, are clamped by hydraulically tensioned screws, two from
below and two horizontally. The bearing shells are axially guided by
lugs to provide correct assembly.
A combined flywheel/thrust bearing is located at the driving end. The
flywheel bearing shells are of the same type as the main bearings. The
four thrust washers guide the crankshaft axially.
The camshaft bearing bushes are fitted in housings directly machined
in the engine block.
The cylinder liners, made of special cast iron, have cooling bores in
the upper flange. At the upper part the liners are sealed against the
block metallically, and at the lower part by two O-rings.
To eliminate the risk of bore polishing, the liner is provided with an
anti-polishing ring at the upper part.
The crankcase covers, as well as other covers, tighten against the
engine block by rubber sealings and four screws each. On one side of
the engine the crankcase covers are equipped with safety valves which
relieve the overpressure in case of a crankcase explosion. One cover
incorporates the oil filling hole. The crankcase is furthermore provided
with a vent pipe including a non-return valve. This pipe should be
conducted away from the engine room.
The light, welded oil sump is attached to the engine block from below
and is sealed by an O-ring. Suction pipes to the lube oil pump and
separator as well as the main distributing pipe for lube oil are incorpo-
rated in the oil sump.
From the main distributing pipe the lube oil is led up to the main
bearing through a hydraulic jack, by means of which the bearing cap
can be lowered and lifted, e.g. when inspecting the bearings.

10.2 Main bearings

10.2.1 Dismantling of the main bearing

1 Remove two crankcase covers on each side of the bearing,

on both sides of the engine.

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 Engine Block with Bearings, Cylinder and Oil Sump 34SG-9701

2 Loosen the nuts of the side screws on the bearing in ques-

tion and on both adjacent bearings, Fig 10-1 (A).
3 Lift the distance sleeve 3V86B46 into position on the side
screw. One or two nuts can be loosened simultaneously.
4 Screw on the hydraulic tool 3V86B78 and proceed with open-
ing of the side screw nuts (A).
5 Loosen the nuts of the main bearing screws on the bearing
in question as shown in Fig 10-1 (B).

Use of hydraulic cylinders

DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve.
Tighten cylinders by hand.

Rear side

Hydraulic oil

3. Screw cylinders 180˚

counter -clockwise.
4. Close valve, rise pressure.
5. Open the nut about half a turn.
A1 A2
6. Open release valve, remove tool.

B1 B2
Hydraulic cylinder combination
Screw A1 A2 B1 B2
Main bearing and thrust Main bearing screws Main bearing screws
Hydraulic tool bearing screws
Cylinder 3V86B78 3V86B79 3V86B78
Sleeve 3V86B46 3V86B39 3V86B46
Pin 4V86B11 4V86B02 4V86B11
Action/Screw Comments Hydraulic pressure
One by one in order according to free choice. 615...635 bar
A1 A2 Two nuts per side can be loosened simultaneously.
Loosening
B1 B2 Always loosened simultaneously. 615...635 bar
B1 B2 Simultaneously handtight with pin 4V86B02 (B11) only.
A2 bolt tensioned first with 200 bar hydraulic pressure
A2 and the nut turned with pin to contact. 200 bar
Tightening
B1 B2 Tightened simultaneously with full hydraulic pressure. 615 bar

A1A2 Tightened one by one in order according to free choice

with full hydraulic pressure. 615 bar

Fig 10-1 3210519045

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34SG-9701 Engine Block with Bearings, Cylinder and Oil Sump

6 Lift the distance sleeves 3V86B39 into position and insert the
pins 4V86B02.
7 Lift the hydraulic tool 3V86B79 into position by using the tool
3V86B52 and proceed with opening of the main bearing nuts (B).
8 Remove the nuts of the main bearing screws.
9 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked DOWN,
see Fig 10-2.
10 Unscrew the side screws of the main bearing cap to be low-
ered. Use the stud tool 4V80D12.
11 Lower the main bearing cap by pumping oil pressure to the
hydraulic jack by the hydraulic pump.
12 Remove the lower bearing shell.
13 Insert the turning tool 4V85B16 into the main bearing journal
radial oil hole.
14 Turn the crankshaft carefully until the bearing shell has
turned 180° and can be removed.
15 Cover the two main bearing journal radial oil holes with tape.
At least every third main bearing should be in place at the same
time to support the crankshaft.

Hydraulic jack

Straight side of
main bearing cap

DOWN UP

Fig 10-2 3210528932

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 Engine Block with Bearings, Cylinder and Oil Sump 34SG-9701

10.2.2 Inspection of main bearings and journals

Clean the bearing shells and check for wear, scoring and other dam-
ages.
a) Trimetal bearings can be used until the overlay is partially worn off.
When the under-laying nickel-barrier or the lining material is exposed
in any area, the bearing must be replaced.

Never re-install a bearing with the nickel-barrier exposed in any

part of the bearing shell.

b) Bi-metal bearings. Wear is settled by measuring the thickness of

the lower bearing shells. For this purpose a ball anvil micrometer can
be used. The wear limit in section 06.2 must be applied. If the thickness
of lower bearing shells have not reached the wear limit and the
difference in thickness of all lower bearing shells is max. 0.03 mm, the
shells can be used again.

Mark the new bearings with the bearing numbers.

The main bearing journals should be inspected for surface finish. Dam-
aged journals, i.e. rough surface, scratches, marks of shocks etc., should
be polished. If, after a longer running period, considerably uneven wear
appears, section 06.2, the crankshaft may be reground and used together
with thicker bearing shells, see Spare Parts Catalogue.
No scraping or other damage of bearing shells, caps and saddles is
allowed. Burrs should be locally removed, only.

10.2.3 Assembling of main bearing

1 Clean the main bearing shells, the cap and the journal very
carefully.
2 Take off the protecting tape from the journal oil holes and
lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and end faces of the
upper bearing shell with clean lubricating oil.

The bearing shell can be completely destroyed (deformed) during

the assembly, if it is not lubricated carefully.

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34SG-9701 Engine Block with Bearings, Cylinder and Oil Sump

4 Place the end of the bearing shell in the slot between the
journal and the bearing bore, with the lug guiding in the oil groove,
and push it by hand as far as possible (recommended 2/3 of its
length).
5 Insert the turning tool 4V85B16 into the main bearing journal
radial oil hole and turn the crankshaft carefully until the bearing
shell has turned into position. Take care that the bearing shell lug
slides into the oil groove without being damaged.

Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.

6 Remove the turning tool.

7 Lubricate the bearing surface of the lower bearing shell with
clean lubricating oil and place it in the bearing cap.
8 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
9 Lift the main bearing cap by pumping oil pressure to the hy-
draulic jack with the hydraulic pump.
10 Lubricate the threads of the side screws (the threads towards
the bearing cap) and tighten the screws to the bottom or use the stud
tool 4V80D12.
11 Tighten the nuts by hand.
12 Lift the distance sleeves 3V86B46 into position on the side
screws on the B-bank on an V-engine. One or two nuts can be
tightened simultaneously, Fig 10-1 (A2).
13 Screw on the hydraulic tool 3V86B78.
14 Tighten the nut by the pin 4V86B11 when the hydraulic pres-
sure is 200 bar.
REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand.
15 Lift the distance sleeves 3V86B39 into position on the bearing
2. Connect hoses, open valve.
Tighten cylinders by hand.
cap screws and insert the pins 4V86B02, see Fig 10-1 (B).
16 Lift the hydraulic tool 3V86B79 into position by using the tool
3V86B52 and proceed with tightening of the main bearing screws
(B).
17 Lift the distance sleeves 3V86B46 into position on the side
screws on the B-bank on an V-engine, straight side of the bearing
Hydraulic oil
cap! One or two nuts can be tightened simultaneously, Fig 10-1 (A2).
3. Close the valve and pump 18 Screw on the hydraulic tool 3V86B78 and proceed with tight-
pressure to the stated value.
4. Screw the nuts until close ening of side screw nut (A2). Tighten to full, stated pressure.
contact to face.
5. Open the valve and remove
tool set. 19 Lift the distance sleeves 3V86B46 into position on the oppo-
site manoeuvering side screws. One or two nuts can be tightened
simultaneously, Fig 10-1 (A1).

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 Engine Block with Bearings, Cylinder and Oil Sump 34SG-9701

20 Screw on the hydraulic tool 3V86B78 and proceed with tight-

ening of side screw nuts (A1). Tighten to full stated pressure.

10.3 Flywheel/thrust bearing

10.3.1 Dismantling of flywheel/thrust bearing

1 Remove the two crankcase covers next to the flywheel end,

on both sides of the engine.
2 Loosen the nuts of the side screws on the flywheel/thrust bear-
ing and the adjacent main bearing, Fig 10-1 (A).
3 Lift the distance sleeve 3V86B46 into position on the side
screw. Two nuts can be loosened simultaneously.
4 Screw on the hydraulic tool 3V86B78 and proceed with open-
ing of the side screw nuts (A).
5 Loosen the nuts of the flywheel/thrust bearing screws as
shown in Fig 10-1 (B).
DISMANTLING
1. Screw on cylinders by hand
2. Connect hoses, open valve. 6 Lift the distance sleeves 3V86B46 into position and insert the
Tighten cylinders by hand.
pins 4V86B11.
7 Screw on the hydraulic tools 3V86B78. If necessary, use the
lifting tool 3V86B52. Proceed with opening of bearing screws (B).
8 Remove the nuts of the flywheel/thrust bearing screws.
Hydraulic oil
9 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked DOWN,
3. Screw cylinders 180˚
counter -clockwise. see Fig 10-2.
4. Close valve, rise pressure.
5. Open the nut about half a turn.
6. Open release valve, remove tool. 10 Unscrew the side screws of the flywheel/thrust bearing cap.
Use the stud tool 4V80D12.

11 Lower the bearing cap by pumping oil pressure to the hy-

draulic jack with the hydraulic pump.
12 Remove the lower bearing shell and the thrust washers. To
remove the thrust washer next to the driving end, an M6 screw can
be fitted to each end of the washer, see Fig 10-3.
13 Insert the turning tool 3V85B15 into the bearing journal ra-
dial oil hole.
14 Turn the crankshaft carefully until the bearing shell and the
washers have turned 180° and can be removed.
15 Cover the two bearing journal radial oil holes with tape.
16 Check the bearing in the same way as the main bearings,
section 10.2.2. The thrust washers on the same side have to be
changed in pairs.

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34SG-9701 Engine Block with Bearings, Cylinder and Oil Sump

Thrust bearing

End recesses End recesses

Fig 10-3 3210568935

10.3.2 Assembling of flywheel/thrust bearing

1 Clean the bearing shells, washers, cap and journal very

carefully.
2 Take off the protecting tape from the bearing journal radial
oil holes and lubricate the journal with clean engine oil.
3 Lubricate the bearing surface, back side and both ends of the
upper bearing shell with clean lubricating oil and place the end of
the bearing shell in the slot between the journal and the bearing
bore. The axial location of the shell is to be secured by keeping the
bearing shell end recesses at level with the axial faces in the engine
block, see Fig 10-3.
4 Insert the shell by hand as far as possible (recommended 2/3 of
its length).
5 Insert the turning tool 3V85B15 into the bearing journal radial
oil hole and turn the crankshaft carefully until the bearing shell has
turned into position.

Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.

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 Engine Block with Bearings, Cylinder and Oil Sump 34SG-9701

6 Remove the turning tool.

7 Lubricate the bearing surfaces and back sides of the upper
thrust washers and push the washers into position by hand. To
facilitate the mounting of the washer, the crankshaft can be axially
displaced in each direction.
8 Lubricate the bearing surfaces of the lower thrust washers
and push them into position on the guiding pins in the bearing cap.
For mounting the thrust washer next to the driving end an M6 screw
can be fitted to each end of the washer, see Fig 10-3.
9 Lubricate the bearing surface of the lower bearing shell with
clean lubricating oil and place the shell in bearing cap. The axial
location of the shell is to be secured by keeping the bearing shell end
recesses at level with the axial faces in the cap, see Fig 10-3.
10 Connect the hoses of the hydraulic pump 1V86A18 to the
hydraulic jack, the supplying hose set to the side marked UP, see
Fig 10-2.
11 Lift the bearing cap by pumping oil pressure to the hydraulic
jack with the hydraulic pump.
12 Screw the side screws into the threads of the bearing cap by
hand.
13 Tighten the side screws to the bottom or by using the stud tool
REASSEMBLING 4V80D12.
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand.
14 Tighten the nuts of the side screws on the rear side of the en-
2. Connect hoses, open valve.
Tighten cylinders by hand.
gine as shown in Fig 10-1 (A).
15 Lift the distance sleeves 3V86B46 into position on the fly-
wheel/thrust bearing screws and insert the pins 4V86B11, see Fig
10-1 (B).
16 Screw on the hydraulic tools 3V86B78. If necessary, use the
lifting tool 3V86B52. Proceed with tightening of the bearing screw
Hydraulic oil
nuts (B).
3. Close the valve and pump 17 Lift the distance sleeve 3V86B46 into position on the side screw.
pressure to the stated value.
4. Screw the nuts until close Two nuts can be tightened simultaneously.
contact to face.
5. Open the valve and remove
tool set. 18 Screw on the hydraulic tool 3V86B78 and proceed with tight-
ening of side screw nuts (A).

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 34SG-9701 Engine Block with Bearings, Cylinder and Oil Sump

10.4 Camshaft bearings

10.4.1 Inspection of the camshaft bearing bush

When the camshaft bearing journal has been removed, the inner
diameter of the bearing bush can be measured at site, by using a ball
anvil micrometer screw. The wear limit is stated in chapter 06, section
06.2 If the wear limit for one camshaft bearing bush is reached, all
camshaft bearing bushes should be replaced. For visual inspection of
the camshaft bearing bush, proceed as follows:
1 Remove both camshaft covers adjacent to the bearing con-
cerned.
2 Remove the end cover (6), see chapter 14, Fig 14-2.
3 Loosen the rocker arm bracket fastening nuts, see Fig 14-1,
pos. 1, on the cylinders where the camshaft is to be replaced
according to step 5, below.
4 Open the flange connection camshaft piece/bearing journal
towards the driving end of the engine seen from the bearing
concerned.
5 Move the part of the camshaft located towards the free end of
the engine max. 25 mm in the direction of the free end by using a
suitable lever.
6 Check the uncovered part of the bearing bush by means of
a mirror. All camshaft bearing bushes towards the free end of the
engine, seen from the bearing concerned, can be checked when the
camshaft is in this position.

10.4.2 Removing of camshaft bearing bush

1 Remove the camshaft cover, guide block and camshaft piece

from the two cylinders adjacent to the bearing concerned. If it is the
question of an end bearing, the respective camshaft end piece has
to be removed.
2 Remove the camshaft bearing journal.
3 Assemble the removing device 32.83E05 according to Fig
10-4. Notice the difference in tool assembly for the bearing next to
the free end of the engine. When it is a question of an end bearing,
insert the guide sleeve 2V83H149, the thicker part being directed
towards the middle of the engine.
4 Tighten the hydraulic tool 3V83E61 by tensioning the pull
screw 4V83G45.
5 Connect the hoses of the hydraulic pump to the hydraulic
tool.

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 Engine Block with Bearings, Cylinder and Oil Sump 34SG-9701

6 Pump pressure to the hydraulic tool to withdraw the bearing

bush. The pressure must not exceed the value stated in chapter 07,
Fig 07-14. If the bearing bush does not move when this pressure is
achieved, a light knock on the end flange 3V83H150 can be neces-
sary.
Hydraulic oil
7 Open the pump valve, disconnect the hoses of the hydraulic
tool and dismantle the removing device.
DISMANTLING
1. Connect hoses, open valve.
2. Tighten the tool assembly.
3. Close the valve and pump to
required pressure.
Removing of camshaft bearing bush
4. Open the valve and remove
the tool.
2V83H148 2V83H148

3V83H150

3V83G45 2V83H149 3V83G45 2V83H149

3V83E61 3V83E61 3V83H150

Fig 10-4 321053A9501

10.4.3 Mounting of camshaft bearing bush

1 Lightly lubricate the new bearing bush with clean engine oil
on the outer surface and put it on the guide sleeve 2V83H149. The
notch on the bearing bush side should be positioned downwards, i.e.
the oil groove upwards.
2 Assemble the mounting device 32.83E05 according to Fig
10-5. Notice the difference in tool assembly for the bearing next to
the free end of the engine. When it is a question of an end bearing,
insert the guide sleeve 2V83H149, the thinner part being directed
towards the middle of the engine.
3 Tighten the hydraulic tool 3V83E61 by tensioning the pull
screw 4V83G45 lightly.
4 Connect the hoses of the hydraulic pump 2V86A36 to the
hydraulic tool.
5 Pump pressure to the hydraulic tool to mount the bearing
bush. The pressure must not exceed the value stated in chapter 07,
Fig 07-14.
6 Open the pump valve, disconnect the hoses of the hydraulic
tool and dismantle the mounting device.

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 34SG-9701 Engine Block with Bearings, Cylinder and Oil Sump

7 Lubricate the bearing surface of the bearing bush and in-

sert the camshaft bearing journal.
8 Mount the camshaft pieces, guide blocks, injection pumps and
camshaft covers.
Hydraulic oil

REASSEMBLING Mounting of camshaft bearing bush

1. Connect hoses, open the valve.
2. Tighten the tool assembly.
3. Close the valve and pump to
required pressure.
4. Open the valve and remove 2V83H148 2V83H148
the tool.

3V83H150

3V83G45 2V83H149 3V83G45 2V83H149

3V83E61 3V83E61 3V83H150

Fig 10-5 321053B9501

10.5 Cylinder liner

10.5.1 Maintenance of cylinder liner

a) Honing of cylinder liner bore

Always hone the cylinder liner when new piston rings are mounted.
Normally a light honing is sufficient. If the honing is done when the
cylinder liner is on its place in the engine block, the crankshaft
under the cylinder liner concerned must be covered by plastic film.
Honing rests must be prevented from falling into the oil sump of the
engine. For the honing process the following instructions are pre-
scribed:
• The honing is to be carried out by means of “Plateau honing”.
• Only ceramic hones with a coarseness of 80 and 400 should be
used. The hones with a coarseness of 80 should be used for about
20 strokes or until the polished areas in the cylinder liner are over
scraping. The hones with a coarseness of 400 should be used for
about 30 strokes to give the correct surface finish.
• The pitch angle of the honing lines in the cross hatch pattern
should be about 30°, which is achieved by combining for example
40 strokes/min with a rotational speed of 100 RPM.

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 Engine Block with Bearings, Cylinder and Oil Sump 34SG-9701

• As coolant a honing oil is preferred, but a light fuel oil 2-15 cSt
could also be used.
• After honing, the liner bore must be carefully cleaned by using a
suitable brush, water (preferably hot) and soap or cleaning fluid,
alternatively, light fuel oil. Then dry with a cloth and lubricate
with engine oil for corrosion protection.
The honing equipment is delivered with the engine.
b) Check the inner diameter of the cylinder liner, use form No.
3210V001.
c) Cleaning of the cylinder liner water side
The water side of the cylinder liner can be cleaned of deposits with a
wire brush. The cooling bores in the collar can be cleaned by boring
with a suitable drill (ø 9.5 - 10 mm).

10.5.2 Removing cylinder liner

1 Drain the engine cooling water and remove the cylinder head
and piston with connecting rod.
2 Loosen the screw (2) and remove the holder (1), see Fig 10-6.
3 Assemble the lifting tool 3V83G94, extractor 3V83H171 and
the hydraulic tool 3V83E61 according to Fig 10-6.
4 Tighten the hydraulic tool by tensioning the nut of the pull
screw 2V83G46 lightly.
5 Connect the hoses of the hydraulic pump to the hydraulic
Hydraulic oil tool.
DISMANTLING 6 Pump pressure to the hydraulic tool to withdraw the cylinder
1. Connect hoses, open valve.
2. Tighten the tool assembly. liner. The pressure must not exceed the value stated in chapter 07,
3. Close the valve and pump to
required pressure. Fig 07-14.
4. Open the valve and remove
the tool. 7 Open the pump valve, disconnect the hoses of the hydraulic
tool and remove it.
8 Use the part of the removing device intended for this pur-
pose to lift the cylinder liner, see Fig 10-6.

10.5.3 Mounting of cylinder liner

1 Check that all guide and contact faces of the engine block
and cylinder liner are clean and intact.
2 Check that the O-ring grooves of the cylinder liner are clean,
and insert new O-rings.
3 Lubricate the lower O-rings and the sealing faces with grease
and assemble the lifting device, see Fig 10-6.

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 34SG-9701 Engine Block with Bearings, Cylinder and Oil Sump

4 Lower the liner carefully into the bore of the engine block.
When the lowest O-ring touches the engine block, align the liner so
that the mark (3, in Fig 10-6) on the liner is directed towards the
driving end of the engine on the A-bank and on the B-bank towards
the free end of the engine. Lower further and press liner into
position by hand.
5 Check the inner diameter of the cylinder liner, especially at
the level of the guiding surfaces.
Hydraulic oil
6 Mount the holder (1) and tighten the screw (2) to the stated
REASSEMBLING
torque.
1. Connect hoses, open the valve.
2. Tighten the tool assembly. 7 Mount the piston with the connecting rod, anti-polishing
3. Close the valve and pump to
required pressure. ring and cylinder head, and refill the cooling water.
4. Open the valve and remove
the tool. 8 Check the O-ring seals from the crankcase side while circu-
lating cooling water. If there is an engine driven cooling water
pump, apply 3 bar static pressure.

Removing and lifting of cylinder liner

3V83E61
1. Holder
2. Screw
3. Mark
3V83E61 Hydraulic tool
3V83G94 Lifting tool 3V83H171
3V83H171 Extractor

3V83G94

3 1

A B

Fig 10-6 3210579543

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 Engine Block with Bearings, Cylinder and Oil Sump 34SG-9701

10 - 14
32-200138 Piston Overhaul Appendix B

11B. Piston Overhaul

11B.1 General
All the engines mentioned in the table below are fitted with composite
type pistons.

Manufacturer/ type marked in Instruction Manual Fastening screws for the W32 32LN W32DF W34SG
crown
KS / (type 1) Four (4) M16 screws X(1) X X
Mahle / (type 2) Two (2) M22 screws X X X
Wecometal / (type 3) Four (4) M14 screws X X

Note! (1) On W32 KS-piston crown, there is only an inner support surface.

For these pistons it is necessary to make more extensive inspections

at every piston overhaul.

Pistons

Piston of type 1 Piston of type 2 Piston of type 3

Fig 11B-1 321180200112

11B - 1
 Appendix B Piston Overhaul 32-200138

11B.2 Pistons

The piston assembly must be dismantled for inspection of mating

surfaces between piston skirt and piston crown and for inspection and
cleaning of cooling oil spaces.

11B.3 Piston crown

11B.3.1 Visual inspection

The combustion space must be checked for corrosion and/or burning

marks.
• If marks deeper than 2 mm are found the piston crown should be
replaced.
Deposits in the cooling oil space thicker than 0.5 mm is an indication
of contaminated lubricating oil. Such extensive deposit layers can cause
overheating of the piston crown.

11B.3.2 Crack detection test

A crack detection test by use of liquid penetrant or, preferably, mag-

netic particle detection method should be performed, comprising all
surfaces.
• No cracks are allowed.

11B.3.3 Measurements

Piston ring grooves to be measured regarding wear in accordance with

normal practice.
Measurements of the distance between the inner and outer support
surfaces must be made, see piston type specific instructions below.
Please note that a special measuring tool has been designed for this
measurement.

11B.3.4 Reconditioning

Please contact Wärtsilä for reconditioning of piston crowns.

No repair welding is allowed.

11B - 2
32-200138 Piston Overhaul Appendix B

11B.4 Piston skirt

11B.4.1 Visual inspection

The running surface of the skirt is coated with a graphite-phosphate

layer. Consequently cleaning with use of emery cloth or other abrasives
is not allowed.
• Excessive wear marks and/or scoring/seizure marks on the run-
ning surface may require replacement of the skirt.

11B.4.2 Support surfaces

Assessment of wear of the support surfaces to be made by measurement

of the distance between the inner and outer support surfaces, see
measurement record 3211V025GB.

11B.4.3 Crack detection test

Crack detection test of the entire piston skirt with use of liquid
penetrant must be made. Special attention must in this regard be given
to the upper part of the piston skirt and to the gudgeon pin bore with
its supports to the upper part and to the circumferential part of the
skirt, see Fig 11B-2.

Piston skirt

Piston of type 1 Piston of type 2 Piston of type 3

Fig 11B-2 321180200112

• As piston skirts are cast pieces a crack detection test may also give
indications for surface “defects” which are normal in castings.
Indications exceeding 5 mm in length should be examined more
in detail. If a crack is confirmed, the piston skirt must be replaced
with a new or reconditioned one.

11B - 3
 Appendix B Piston Overhaul 32-200138

11B.4.4 Measuring of piston crown and piston skirt

Measurements of the distance between the inner and outer support

surfaces must be measured according to the measurement record
3211V025GB.

11B.4.5 Assembling of pistons (All types)

If the inspections are resulting in a conclusion that a piston can be

reused the same pair of crown and skirt must be assembled
together again.

It is not allowed to mix partly worn but reusable crowns and skirts!

When assembling a piston crown to a piston skirt follow tightening

procedure mentioned in chapter 07.

11B - 4
 200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

11. Crank Mechanism:

Crankshaft, Connecting Rod, Piston

11.1 Counterbalancing of crankshaft

11.1.1 General

The crankshaft is counterbalanced by means of weights on the crank

webs. The V-engines have counterweights on all webs.

11.1.2 Counterbalancing of 18-cylinder V-engines

The counterbalancing of the free moment of the 18-cylinder V- engines

is accomplished by means of a supplementary weight at the free end of
the engine and a specially balanced flywheel. After a possible removal,
it is important that the supplementary weight is correctly re-installed,
Fig 11-1.

Supplementary weight for 18V34

Crank web for cylinder A1 *

and B1 is straight upwards
Centerline of
10˚ counter weight

Seen from
free end

* For a clockwise rotating engine:

Crankshaft is turned to 25˚ after TDC for cylinder A1
For a counter-clockwise rotating engine:
Crankshaft is turned to 25˚ before TDC for cylinder A1

Fig 11-1 3211559045

11 - 1
34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

11.2 Crankshaft

11.2.1 Description of crankshaft

The crankshaft is forged in one piece and provided with counter-

weights fastened with hydraulically tensioned screws.
At the driving end of the engine, the crankshaft is equipped with a
V-ring for sealing off the crankcase, a combined flywheel/thrust bearing
and a split gear wheel for camshaft driving.
At the free end, there is a gear for driving of pumps and usually a
vibration damper.
The crankshaft can be rotated by a electrical turning device operating
the flywheel. Separate instructions for the vibration damper are sub-
mitted, if the engine is equipped with such.

11.2.2 Crankshaft alignment

The crankshaft alignment is always done on a thoroughly warm engine,

i.e. after running on high enough load during a sufficiently long time
to heat up both the engine and the foundation. Recommended values
are more than 60% load during more than 6 hours.
The crankshaft alignment should be carried out immediately after
the engine is stopped and rapidly but carefully. Only the crankcase
cover for the cylinder being measured should be opened and it should
be closed immediately after measuring. The crankshaft alignment can
be checked either by using a dial indicator or as an alternative an
electronic deflection indicator.

By using a dial indicator:

1 Rotate crank of the first cylinder near BDC (bottom dead cen-
tre) and attach crankshaft dial indicator to the centre marks in the
two crank webs. The distance between the indicator and the con-
necting rod should be as small as possible.
2 Set indicator at zero.
3 Read deflections when rotating crank to rear side, TDC (top
dead centre), operating side and BDC. Record readings in the
Measuring Record: “Crankshaft alignment”. See also work steps
for both methods.

Note! During the alignment procedure the crankshaft should be rotated

in the direction of rotation, only. The indicator should not be turned
during the measurement.

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200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

By using a electronic deflection indicator:

4 Combine extensions with the transducer (3) to the required
length.
5 Connect cable (2) on the measuring unit (1).
6 Turn on the measuring unit by pressing Power-button. Push
"Light" if needed.
7 Reset the measuring unit by pressing Reset-button.
8 Rotate crank of the first cylinder near BDC (bottom dead cen-
tre) and fit the transducer to the centre marks between two crank
webs. The distance between the transducer and the connecting rod
should be as small as possible. Fix the cable on the crank web by
using suitable bandage or magnetic holder (4), see Fig 11-2.

Dial indicator position and reading

+ +
E A 0 0
Operating side Rear side - -
3

4
D B

C
As seen from flyweel end

2
1

Fig 11-2 3211799901

9 Adjust the transducer to a reading somewhere between +0.500

and -0.500 and push "Zero".
10 Rotate the crank and read deflections in the marked posi-
tions according to Fig 11-2. Starting point for clockwise rotating
engine is measuring point "A" and counter-clockwise rotating en-
gine measuring point "E". B is rear side, C is TDC (top dead centre),
D is operating side, A and E are BDC (bottom dead centre). Record
readings in the Measuring Record: "Crankshaft alignment".
Note, values in 1/100 mm!

Note! During the alignment procedure the crankshaft should be rotated

in the direction of rotation, only.

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34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

For both methods:

11 Repeat this procedure with other cylinders.
12 Following limits of misalignment are stated for an engine hav-
ing normal running temperature (within 10 min after running at
60% load, or higher, for 6 h, or more):
a) on the same crank, the difference between two diametrically
opposed readings must not exceed 0.04 mm after installing or re-align-
ing. Re-alignment is necessary if this limit is exceeded by more than
0.02 mm.
b) on two adjacent cranks, the difference between two corresponding
readings must not exceed 0.04 mm. Re-alignment is necessary if this
limit is exceeded.
c) when the crank pin for cyl.1 is at TDC, the reading should be
negative, max. -0.04 mm (-0.06 mm if flex. coupling).
Before re-aligning the engine and the driven machinery, a control
measurement of the main bearings should be made.

Note! In an engine having a normal ambient temperature, the corre-

sponding values must be based on experiences from the particular
installation.

11.2.3 Measurement of thrust bearing axial clearance

1 Lubricate the bearings by running the prelubricating pump

for a few minutes and Rotate the crankshaft simultaneously a few
revolutions with the turning device.
2 Apply a measure gauge, for instance, against the plane end
surface of the flywheel.
3 Move the crankshaft by a suitable lever in either direction
until contact is established with the thrust bearing.
4 Set the measure gauge at zero.
5 Move the crankshaft in the opposite direction, and read the
axial clearance from the measure gauge.

Note! Repeat the movement of crankshaft to ensure that correct clear-

ance is measured.

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 200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

11.2.4 Cleaning of oil lock at crankshaft seal

1 Remove the outer plug (1), Fig 11-3.

2 Blow through the bores of the oil lock from outside with com-
pressed air.

There is no need for refilling the oil lock with oil after cleaning.

Oil lock at crankshaft seal

1. Plug

Fig 11-3 3211659601

11.3 Connecting rod and piston

11.3.1 Description of connecting rod and piston

The connecting rod is of a three-piece design, so called “Marine type

connecting rod”. The combustion forces are distributed over a maxi-
mum bearing area. The relative movements between mating surfaces
are minimized.
The connecting rod is forged and machined of alloyed steel and splitted
horizontally in three parts to allow removal of piston and connecting rod
parts. All connecting rod bolts are hydraulically tightened.
The piston is of the composite type with an aluminum forged skirt and a
forged steel crown screwed together. The space, formed between the crown
and the skirt, is supplied with lubricating oil for cooling of the crown by
means of the cocktail shaker effect. The lubricating oil is led from the main
bearing, through the drilling’s in the crankshaft, to the big end bearing, and
further through the drilling’s in the connecting rod, gudgeon pin and piston
skirt, up to the cooling space, and from there back to the oil sump.

Note! Always handle the pistons with care.

The piston ring set consists of two chrome-plated compression rings

and one spring-loaded oil scraper ring.

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34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

Connecting rod parts

1. Connecting rod, upper part

2. Shim
5
3. Big end, upper half
4. Big end, lower half
5. Big end
1
I
2
III
3
II
4
IV

Fig 11-4 3211649544

11.3.2 Removing of piston and upper part of connecting

rod for overhaul

1 Remove the cylinder head, see chapter 12.

2 Remove the anti-polishing ring. Use the tool 836017 if neces-
sary. By cranking the engine, the piston pushes out the anti-polish-
ing ring.
3 Remove both crankcase covers adjacent to the connecting
rod concerned on both side of engine.
4 Rotate the crankshaft to the BDC on the cylinder concerned.
5 Lift the distance sleeves into position.

Before mounting of the tension screws, check that plastic plugs are
mounted inside the tension screws.

6 Screw the tension screws on the connecting rod studs until

Hydraulic oil plastic plugs and studs are in contact.
DISMANTLING 7 Lift the hydraulic cylinders into position and mount the strap
nuts, see Fig 11-9.
1. Lift the distance sleeve.
2. Lift the hydraulic cylinder and
screws in a one package in pos.
3. Connect hoses, open valve.
4. Tighten the tool assembly, 8 Connect the hoses on the hydraulic pump 4V86A33, see adja-
until the piston and cylinder is
on the same level, open the
cent figure.
nuts by 180˚.
5. Close the valve, pump to
required pressure.
Open the nuts about half a turn.
6. Open the valve slowly and
remove the tool.

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200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

9 Open the release valve and tighten the tool assembly to expel
possible oil until the piston and cylinder are on the same level, see
Fig 11-9. This is very important as the effective stroke of the
pistons is limited and due to that there is a great risk for
insufficient tightening of the nuts, which may cause serious
engine damage. Open the nuts about half a revolution (180°).
10 Strain the screws by raising the pressure to the value stated
in the chapter 07., and proceed with opening the nuts.

Caution! The screws will be overloaded if the maximum hydraulic pressure

is exceeded.
It is recommended to change the screws if maximum hydraulic
pressure is exceeded for some reason.

11 Release the pressure slowly and disconnect the hoses, un-

screw the tightening nuts and remove hydraulic tool as one package.

Caution! Cranking of the engine when studs (M24) are mounted is prohibited,
otherwise great risk of damaging the engine block and/or the lower
part of connecting rod.

12 Remove the nuts (M24) by using the tool 4V80D30. The lock-
ing screw of the tool has left-hand threads.

Note! When using the stud remover 4V80D30 only the inner hexagon 27
key grip should be used when the stud is removed or tightened to
torque. The outer left hand hexagon 24 screw is only for locking the
tool onto the stud and will break if used to loosen the bolt.

13 Rotate the crank pin of the cylinder concerned upwards until

the limiter can be mounted.

Table 1.
Tool code Tools marked with following numbers
34SG 32DF
835000 2V83F192 1V83F221
835041 3V83F158 3V83F105
835088 3V83F204 3V83F178
835092 2V11T2004 -
836017 2V83G108 2V83G370
843000 1V84D0043 1V48D0011

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34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

11.3.2.1 Use of limiter tool 835088

1 Mount the limiter 835088 (see table 1) in the lower part of
cylinder liner and tighten the screw, see Fig 11-8.
2 Separate the upper part (1) from the big end (5) by rotating
the crankshaft towards BDC. Support the upper part of the connect-
ing rod to avoid damaging the cylinder liner. Note! To avoid
damaging the guiding pins the separation of the upper part
(1) and the big end (5) should be done aligned.
3 Remove the shim (2), see Fig 11-4. Do not mix the shims (2)
with other connecting rod shims.
4 Mount the support arm (11) on the big end by using two (M24)
studs and nuts, see Fig 11-5. Tighten by hand.
5 Mount the glides (9) into the position, lift the upper part (10)
into the position and tighten the nuts.
6 Rotate the crankshaft towards TDC until the shaft (12) can be
mounted. Secure by the pin (13).

Extension for connecting rod

835 000

2. Screw
1V83F190 Extension for conn. rod
9
9. Glide
10. Upper part 9
11. Support arm
12. Shaft 10
13. Pin 13
1V83F190
835 000 Lifting tool for piston
12

11

Fig 11-5 3211739701

11 - 8
200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

7 Rotate the crankshaft until the piston rings can be removed.

8 Mount the lifting tool 825000 (see table 1) for the piston in the
upper piston ring groove. Tighten the screw (2).
9 Remove the pin (13) and the shaft (12).
10 Lift the piston and the upper part of connecting rod.
11 Repeat the steps above in the other connecting rod on the
same crank pin.

11.3.2.2 Use of hydraulic limiter tool 835092

1 Mount the limiter 835092 (see table 1) in the lower part of
cylinder liner and tighten the screws.
2 Separate the upper part (1) from the big end (5) by rotating
the crankshaft towards BDC. Support the upper part of the connect-
ing rod to avoid damaging the cylinder liner. Note! To avoid
damaging the guiding pins the separation of the upper part
(1) and the big end (5) should be done aligned.
3 Remove the shim (2), see Fig 11-4. Do not mix the shims (2)
with other connecting rod shims.
4 Mount the glides (9), see Fig 11-7 into position and tightenthe nuts.
5 Connect the hydraulic hose between the hydraulic pump
4V86A33 and the limiter 835092.
6 Close the release valve and pump the piston upwards until
the piston rings can be removed.
7 Mount the lifting tool 835000 for the piston in the upper piston
ring groove. Tighten the screw (2).
8 Lift the piston and the upper part of connecting rod.

Hydraulic limiter tool 835092

15.Screw
16.Hydraulic adapter

16

15

Fig 11-6 3211820409

11 - 9
34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

Protecting glide

9
9. Glide

Fig 11-7 3211830409

11.3.3 Changing of big end bearings

1 Remove both crankcase covers adjacent to the connecting

rod concerned on both side of engine.
2 Rotate the crankshaft to the BDC on the cylinder in concern.
3 Lift the distance sleeves into position.

Before mounting of the tension screws, check that plastic plugs are
mounted inside the tension screws.

4 Screw the tension screws on the connecting rod studs until

plastic plugs and studs are in contact.
5 Lift the hydraulic cylinders into position and mount the strap
Hydraulic oil
nuts, see Fig 11-9.
DISMANTLING
1. Lift the distance sleeve.
6 Connect the hoses on the hydraulic pump 4V86A33, see adja-
2. Lift the hydraulic cylinder and cent figure.
screws in a one package in pos.
3. Connect hoses, open valve.
4. Tighten the tool assembly, 7 Open the release valve and tighten the tool assembly to expel
until the piston and cylinder is
on the same level, open the possible oil until the piston and cylinder are on the same level, see
nuts by 180˚.
5. Close the valve, pump to
Fig 11-9. This is very important as the effective stroke of the
required pressure.
Open the nuts about half a turn.
pistons is limited and due to that there is a great risk for
6. Open the valve slowly and
remove the tool.
insufficient tightening of the nuts, which may cause serious
engine damage. Open the nuts about half a revolution (180°).
8 Strain the screws by raising the pressure to the value stated
in the chapter 07., and proceed with opening the nuts.

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200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

Caution! The screws will be overloaded if the maximum hydraulic pressure

is exceeded.
It is recommended to change the screws if maximum hydraulic
pressure is exceeded for some reason.

9 Release the pressure slowly and disconnect the hoses, un-

screw the tightening nuts and remove hydraulic tool as one package.

Caution! Cranking of the engine when studs (M24) are mounted is prohibited,
otherwise great risk of damaging the engine block and/or the lower
part of connecting rod.

10 Remove the nuts and the studs (M24) by using the tool
4V80D30. The locking screw of the tool has left-hand threads.

Note! When using the stud remover 4V80D30 only the inner hexagon 27
key grip should be used when the stud is removed or tightened to
torque. The outer left hand hexagon 24 screw is only for locking the
tool onto the stud and will break if used to loosen the bolt.

11 Rotate the crank pin of the cylinder concerned upwards until

the limiter can be mounted.
12 Mount the limiter 835088 (se table 1) in the lower part of cyl-
inder liner and tighten the screw, see Fig 11-8.
13 Separate the upper part (1) from the big end (5) by rotating
DISMANTLING
the crankshaft towards BDC. Support the upper part of the connect-
1. Screw on cylinders by hand
2. Connect hoses, open valve.
ing rod to avoid damaging the cylinder liner. Note! To avoid
Tighten cylinders by hand. damaging the guiding pins the separation of the upper part
(1) and the big end (5) should be done aligned.
14 Remove the shim (2), see Fig 11-4. Do not mix the shims (2)
with other connecting rod shims.

Always when assembling tool or/and the limiter is/are mounted in

Hydraulic oil

3. Screw cylinders 180˚

counter -clockwise.
the crankcase observe extremely cautiousness when using the
4. Close valve, rise pressure.
5. Open the nut about half a turn.
turning device.
6. Open release valve, remove tool.

11 - 11
34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

Removing and mounting of V-engine big end lower halves

6. Guiding pins A-Bank B-Bank

7. Screw
1V83F171 Assembling tool
3V83F163 Support arm
2V83F165 Sledge
3V83F177 Support arm
3V83F180 Mounting screw
4V86B269 Protecting cap
835 088 Limiter
3V83F163 835 088
3V83F177

6
3V83F180
Free end

7 1V83F171
4V86B269 2V83F165

Fig 11-8 3211749701

15 Lift the distance sleeves and screw on the hydraulic tools

3V86B186 into position on the connecting rod screws, places I and
IV, see Fig 11-4. Proceed with opening of the nuts.

Note! Loosen crosswise.

16 Lift the distance sleeves into position II and III, see Fig 11-4.
Proceed with opening of the nuts.
17 Unscrew two nuts diagonally and remove the studs by using
the tool 4V80D26. The locking screw of the tool has left-hand threads.

Note! When using the stud remover 4V80D26 only the inner hexagon 27
key grip should be used when the stud is removed or tightened to
torque. The outer left hand hexagon 24 screw is only for locking the
tool onto the stud and will break if used to loosen the bolt.

18 Mount the mounting screws 3V83F180 in the free thread

holes and tighten the nuts by hand.

11 - 12
200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

19 Unscrew the other nuts and remove the studs as described

above.
20 Mount the assembly rail 2V83F171 through the crank case
openings on the lower crank case cover studs and tighten the nuts,
see Fig 11-8.
21 Loosen the screw (7) and adjust the side position of the rail
correct and tighten the screw. Lift the sledges 2V83F165 on the rail.
22 Rotate the crankshaft by using the turning device manually
until the big end is leaning against the sledge.
23 Mount the support arm 3V83F163 on the upper threads (M24)
of the big end and support arm 3V83F177 on the upper crank case
stud, see Fig 11-8. Tighten the nut.

Piston and connecting rod assembly

C
3. Securing ring
835 041 Assembling tool for piston 843 000
843 000 Compression tool for piston rings
3V86B186 Hydraulic tightening tool for M30 screws View C
3V86B158 Hydraulic cylinder
3
2V86B187 Distance sleeve
2V86B201 Hydraulic tightening tool for M24 screws
2V86B204 Distance sleeve
2V86B201
Cyl. nr.
D
Section D
Piston and cylinder on
835 041
the same level

Cyl. nr.

2V86B187
2V86B204 3V86B186

3V86B158

Fig 11-9 321162200045

24 Tighten the hand nut of the tool.

25 Unscrew the nuts on the mounting screws and pull apart the
halves.

11 - 13
34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

26 Pull lower part of the big end bearing cap out of the crank-
case, by using the sledge. Take care not to damage the crank pin.
Support the lower half sideways and don’t drop it.
27 Apply the protecting caps 4V86B269 on the screws and re-
move the support arm.
28 Pull the upper part out of the crankcase, by using the sledge.
Support the upper half sideways and don’t drop it.

Note! Take care not to damage the crank pin.

29 Remove the other big end as described above.

30 Cover the crank pin and oil holes with tape and clean plastic.

11.3.4 Maintenance of piston, rings and connecting rod

bearings

1 Remove the securing ring (3) from the gudgeon pin hole in
the piston, on the side where the gudgeon pin drawing number is
located, by using the pliers J5.

Note! Never compress the securing ring more than necessary to remove
it from the groove.

2 Drive out the gudgeon pin from the opposite side. In low tem-
peratures the gudgeon pin may stick but will be easily removed after
heating the piston to about 30°C.
3 If the rings and grooves require cleaning, measuring etc.,
remove the piston rings by using the pliers 320D12/6-S7/8. Before
removing, note the positions of the rings to ensure mounting in the
same grooves. The design of the pliers prevents overstressing of the
rings. Using other means may overstress the rings.
4 Clean all the parts carefully. Remove burned carbon deposits
from the piston and piston ring grooves. Special care should be taken
not to damage the piston material. Never use emery cloth on the
piston skirt.
The cleaning is facilitated if coked parts are soaked in kerosene or
fuel oil. An efficient carbon solvent — e.g. ARDROX No. 668 or
similar — should preferably be used to facilitate cleaning of the
piston crown. When using chemical cleaning agents, take care not
to clean piston skirt with such agents because the phosphate/graph-
ite overlay may be damaged.
5 Measure the height of the piston ring grooves and fill in the
measuring record.

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200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

When mounting a new cylinder liner, or honing the old liner, all rings
are to be replaced by new ones, acc. to chapter 04.

6 Check the gudgeon pin and big end bearing clearances

by measuring the pin diameters and assembled bearing bores sepa-
rately. When measuring the big end bearing bore all the connecting
rod screws (upper and lower) must be tightened to the stated
pressure.
Regardless of the condition of the big end bearing it is recom-
mended to replace bearing shells at every piston overhaul.

Mark new bearings with the bearing number.

Note! It is very important that the bearing shells are mounted straight.

11.3.5 Assembling and mounting of piston and

connecting rod

1 Lubricate the gudgeon pin, and mount it from the same side
from where it was removed, with the end marked with the drawing
number in the same direction. The cylinder number is stamped on
the piston crown and connecting rod, Fig 11-9. When changing the
piston, mark the new piston with the same cylinder number in the
same place as on the replaced one.
At low temperatures, the gudgeon pin may stick but will be easily
fitted after heating the piston to about 30°C, e.g. in oil.
2 Mount the securing ring (3).

Note! Never compress the securing ring more than necessary to fit into
the groove. If the ring is loose in its groove after mounting, it must
be replaced by a new one.

3 Mount the assembling tool through the crank case openings

on the crankcase cover lower studs and tighten the nuts, see Fig
11-8. Mount the sledges 2V83F165 on the rail.

Caution! Always when assembling tool or/and the limiter is/are mounted in
the crankcase observe extremely cautiousness when using the
turning device.

11 - 15
34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

4 Rotate the crankshaft, until the big end halves can be placed
on the crank pin by using the turning device manually.

Note! The guiding pins between upper part of connecting rod and big end
should be towards free end.

5 Clean the big end upper half carefully. Spread a thin oil film
(engine oil) on the back side of the upper and lower halves. Mount
the shell, so that the lug guides in its groove.

Note! It is very important that the bearing shells are mounted straight.

6 Mount the support arm 3V83F163, the mounting screws

3V83F180 and the protecting caps 4V86B269.
7 Take off the protecting tape from the crank pin oil holes and
lubricate the crank pin with clean engine oil.
8 Lift the upper big end half on the sledge. Spread a thin oil film
(engine oil) on the running surface. Lubricate end faces with grease.
9 Push the upper big end half carefully against the crank pin,
take care not to damage the crank pin.
10 Mount the support arm 3V83F177 on the upper crank case
stud, see Fig 11-8. Tighten the nut.
11 Tighten the hand nut of the tool. Remove the protecting caps.
12 Clean the big end lower half carefully. Mount the shell, so
that the lug guides in its groove.

Note! It is very important that the bearing shells are mounted straight.

13 Lift the big end lower half on the sledge. Spread a thin oil film
REASSEMBLING
1. Screw on nuts, attach
distance sleeve.
Screw on cylinders by hand. (engine oil) on the running surface. Lubricate end faces with grease.
2. Connect hoses, open valve.
Tighten cylinders by hand. 14 Push the lower big end half carefully against the crank pin
and check that guiding pins are in right position, take care not to
damage the crank pin.
15 Mount the protecting cap 4V86B269 and tighten by hand.
16 Mount the the studs and tighten to the stated torque by using
Hydraulic oil
the tool 4V80D26, see section 07.3. Mount the nuts and tighten by
hand.
3. Close the valve and pump
pressure to the stated value.
4. Screw the nuts until close
17 Replace the mounting screws by the normal studs and
contact to face. tighten as mentioned above. Mount the nuts and tighten by hand.
5. Open the valve and remove
tool set.
18 Remove the assembling tool.

11 - 16
200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

19 Lift the distance sleeves and screw on the hydraulic tools

3V86B186 into position on the big end studs, places I and IV, see
Fig 11-4 and proceed with tightening of the nuts in hydraulic
pressure according to section 07.3.

Note! Tighten crosswise in two steps.

20 Lift the distance sleeves into position II and III, see Fig 11-4
and proceed with tightening of the nuts in hydraulic pressure
according to section 07.3.
21 Release the pressure slowly by opening the valve. Close
the valve and rise the pressure to the fully stated pressure, accord-
ing to section 07.3.
22 Release the pressure slowly by opening the valve.
23 Lift the distance sleeves and screw on the hydraulic tools into
position on the big end studs, places I and IV. Proceed with tighten-
ing of the nuts in fully stated pressure according to section 07.3.
24 Release the pressure slowly by opening the valve and remove
tool set.

Note! Check that the big end is movable axially after tightening.

25 Mount the lifting tool 835000 (see table 1) for the piston in the
upper piston ring groove. Tighten the screw (2), see Fig 11-5.
26 Lift the piston and upper part of connecting rod.

11.3.5.1 Mounting by using the limiter tool 835088

1 Mount the glides (9) into the position, lift the upper part (10)
into the position and tighten the nuts, see Fig 11-5.
2 Mount the support arm (11) on the big end by using two (M24)
studs and nuts, see Fig 11-5. To secure that the piston is free sliding
in the cylinder liner during assembly, the nuts should first be
tightened by hand and then loosened so that there is approx. 10 mm
clearance between the nuts and the support arm.
3 Mount the limiter 835088 in the lower part of cylinder liner
and tighten the screw, see Fig 11-8.
4 Place the mounting tool 835041 into the cylinder liner.
5 Lubricate the piston.
6 Lower the piston/connecting rod upper part carefully into
the cylinder liner, until the upper part (10) and support arm (11)
can be connected by the shaft (12) and secured by the pin (13). Rotate
the crankshaft if necessary.
7 Remove the lifting tool for the piston.

11 - 17
34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

8 Mount the piston rings by using the pliers 320D12/6-S7/8. If

rings are reused, take care not to turn them upside down. The rings
should be placed with gaps located 120° in relation to each other. Note
the mark “TOP” near the ring gap, that should be mounted upwards.
9 Lubricate the piston and place the clamp device for piston
rings, 843000 (see table 1), around the piston, checking that the
piston rings slide into their grooves.
10 Lower the piston/connecting rod upper part carefully into
the cylinder liner by using turning device. Few strokes with non-re-
coiling hammer onto the top of piston will help if the piston movement
downwards stop. Rotate the crankshaft until piston rests on the
limiter.

Note! Take care that the crankshaft is not rotated too far as this will
damage the limiter or/and cylinder liner.

Note! The piston should move freely in the liner when the instructions
above are followed. If the piston movement downwards stop, the
support arm (11) will touch the M24 nuts. In that case, stop rotating
the crankshaft immediately as there is a great risk of damaging the
piston rings.

11 Remove the mounting tool inside the cylinder liner.

12 Mount the anti-polishing ring.
13 Remove the pin (13) and the shaft (12). Unscrew nuts and
remove the upper part (10) and the glides (9).
14 Unscrew the nuts and remove the support arm (11). Unscrew
the studs.
15 Turn the lower part (5) of the connecting rod straight up-
wards. Mount the shim (2).
16 Rotate the crank pin of the cylinder concerned towards TDC.

Note! To avoid damaging the guiding pins the connecting of the upper
part (1) and the big end (5) should be done aligned.

17 Place the upper part of the connecting rod and the big end.
Remove the limiter.
18 Rotate the crankshaft counter-clockwise until the studs
(M24) can be mounted. Tighten studs to correct torque by using the
tool 4V80D30, see section 07.3.

11 - 18
200414-05 Crank Mechanism: Crankshaft, Connecting Rod, Piston 34SG/32DF

11.3.5.2 Mounting by using the hydraulic limiter tool 835092

1 Mount the glides (9) into the position and tighten the nuts.
2 Mount the limiter 835092 (see table 1) in the lower part of the
cylinder liner and tighten the screws.
3 Connect the hydraulic hose.
4 Raise the flange of the limiter to the highest position.
5 Place the mounting tool 835041 (see table 1) into the cylinder
liner.
6 Lubricate the piston.
7 Lower the piston/connecting rod upper part carefully into
the cylinder liner until the piston is supported by the flange of the
limiter.
8 Remove the lifting tool for the piston.
9 Mount the piston rings by using the pliers 320D12/6-S7/8. If
rings are reused, take care not to turn them upside down. The rings
should be placed with gaps located 120° in relation to each other. Note
the mark “TOP” near the ring gap, that should be mounted upwards.
10 Lubricate the piston and place the clamp device for piston
rings, 843000 (see table 1), around the piston, checking that the
piston rings slide into their grooves.
11 Rotate the crankshaft counter-clockwise until the studs
(M24) can be mounted. Tighten studs to correct torque by using the
tool 4V80D30, see section 07.3.
12 Turn the lower part (5) of the connecting rod straight up-
wards. Mount the shim (2).
13 Rotate the crank pin of the cylinder concerned towards TDC.

Note! To avoid damaging the guiding pins the connecting of the upper
part (1) and the big end (5) should be done aligned.

14 Lower the piston/connecting rod upper part by carefully

opening the release valve of the hydraulic pump. A few strokes with
a non-recoiling hammer on the top of the piston will help if the piston
movement downwards will stop.

Note! Take care that the crankshaft is not rotated too far as this will
damage the limiter or/and cylinder liner.

Note! The piston should move freely in the liner when the instructions
above are followed. If the piston movement downwards stop, the
rotating of the crankshaft must immediately stop, as there is a great
risk of damaging the piston rings.

11 - 19
 34SG/32DF Crank Mechanism: Crankshaft, Connecting Rod, Piston 200414-05

15 Remove the mounting tool inside the cylinder liner.

16 Mount the anti-polishing ring.
17 Place the upper part of the connecting rod and the big end.
Note! Remove the limiter.

11.3.5.3 Hydraulic tightening of M24 screws

1 Mount the nuts and tighten by hand.
2 Lift the distance sleeves into position.

Before mounting of the tension screws, check that plastic plugs are
mounted inside the tension screws.

3 Screw the tension screws on the connecting rod studs until

plastic plugs and studs are in contact.
4 Lift the hydraulic cylinders into position and mount the strap
nuts, see Fig 11-9.
5 Connect the hoses on the hydraulic pump 4V86A33, see adja-
Hydraulic oil
cent figure.
REASSEMBLING 6 Open the release valve and tighten the tool assembly to expel
1. Lift the distance sleeve.
2. Mount the tension screws. possible oil until the piston and cylinder are on the same level, see
Fig 11-9. This is very important as the effective stroke of the
3. Attach hydraulic cylinders
and nuts.
pistons is limited and due to that there is a great risk for
4. Connect hoses, open valve.
5. Tighten the tool assembly, until
insufficient tightening of the nuts, which may cause serious
the piston and cylinder are on
the same level.
engine damage.
6. Close the valve, pump to
required pressure. Tighten the
nuts. Release the pressure slowly.
7. Repeat steps 5 and 6.
8. Open the valve slowly and 7 Strain the screws by raising the pressure to the value stated
remove the tool.
in the chapter 07., section 07.3 and tighten the nuts by the pin.
Release the pressure slowly.
8 Repeat the steps 51 and 52. See adjacent figure.
9 Release the pressure slowly. Disconnect the hoses and re-
move the tools.

Note! Check that all tools are removed from crankcase.

11 - 20
 32-200142 Testing of cylinder tightness Appendix A

12.A. Testing of cylinder tightness

12.A.1 Testing
A tool can be used for control of cylinder and valve tightness.
Note! Should be done immediately after engine stop.
1 Turn the piston to TDC (all valves closed) for the cylinder con-
cerned.

12.A.1.1 Connecting of the tool for Wärtsilä 20/32 and Vasa 32

1 Connect the tool (848020, Wärtsilä 20), (800064, Wärtsilä 32),

(848020, Vasa 32) to the open indicator valve. Continue with section
12.A.1.4.

12.A.1.2 Connecting of the tool for Wärtsilä 34SG

1 Remove the cover plate , ignition coil and the spark plug ex-
tension and other necessary components. See section 12.2.
2 Remove the spark plug, mount the distance sleeve 3V84H85
(848052) with seal ring and tighten to the stated torque.
3 Connect the pressure gauge and valve assembly to the
distance sleeve.
4 Install the tool (848020) to the cylinder head. Continue with
section 12.A.1.4.

12.A.1.3 Connecting of the tool for Wärtsilä 32DF

1 Remove injection valve with neccessary pipes. See section 12.2.

2 Assembly the distance sleeves 3V84H85 (848052) and
2V84H97 (848061) with necessary seals.
3 Connect the pressure gauge and valve assembly to the
distance sleeves.
4 Install the tool (848020) to the cylinder head. Continue with
section 12.A.1.4.

Wärtsilä 20/32/34 A-1

Appendix A Testing of cylinder tightness 32-200142

Testing tool of cylinder tightness

WÄRTSILÄ 20, 848020

WÄRTSILÄ 32, 800064
VASA 32, 848020 WÄRTSILÄ 34SG, 848020 WÄRTSILÄ 32DF, 848020
5 5 5
4 4 6 4 6
6

3 7 3 7 3 7

2 8 2 8 2 8

1 9 1 9 1 9

0 10 0 10 0 10

848 052

848 052

848 061

Fig A-1 321260200142

12.A.1.4 Measurement

1 Connect air to the tool with a pressure of 6-7 bar (= normal

working air pressure). Open the valve on the tool and record the pressure.
2 Close the valve. Measure the time in seconds it takes for the
pressure dropping to 0.5 bar.
• If the pressure from the beginning was 6 bar and it takes more
than 10 sec. for the pressure to drop to 0.5 bar, the result is
acceptable.
• If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve
when the engine is turned.
A burnt valve can normally be seen from the exhaust tempera-
ture. If the valve clearance is zero that would also cause an direct
pressure drop.
• Carbon particles trapped between the valve and the seat when
the engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the
engine should be run for a few minutes and after that a new check
of the same cylinder.
• If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
For example: From a six cyl. engine you get a serial: 12, 17, 15,

A-2 Wärtsilä 20/32/34

 32-200142 Testing of cylinder tightness Appendix A

4, 19 and 18 seconds.
This shows that cyl.no.4 is the one to be suspected for a blow-by.
The test can be verified by listening for leaking sounds inside
crankcase during testing.
• If the time is limited to overhaul only one piston, it is recom-
mended to dismantle the worst measured blow-by piston for
inspection. The result of inspection gives a hint of general engine
condition.
• When re-testing the cylinder after an overhaul a rapid pressure
drop can be observed. The reason for this is because the running
in of piston rings is not yet performed.

Note! Keep pre-lubricating pump running during test.

Note! The turning gear should be engaged during test.

• In general, the location of leakage can be found by listening when

the air valve is open.

Attention! A general condition of engine is indicated with the test device, but
more important is the operation data records.
The overhauls must be made according to recommended over-
haul intervals and not only when the pressure test shows a big
blow-by.

Wärtsilä 20/32/34 A-3

Appendix A Testing of cylinder tightness 32-200142

A-4 Wärtsilä 20/32/34

 34SG-200142 Cylinder Head with Valves

12. Cylinder Head with Valves

12.1 Description
The cylinder heads are cast of special quality gray iron. Each head
includes two inlet valves, two exhaust valves, a centrally located
prechamber, main gas admission valve, prechamber control valve and
an ignition coil.

12.2 Removing and mounting of the cylinder head

12.2.1 Removing of the cylinder head

1 Drain the cooling water. Remove the cooling water discharge

pipe (6).
2 Remove the cover plate (16), ignition coil (10) and the spark
plug extension (9) and the springs (17) by opening the screws (13).
3 Remove the cylinder head cover, the side cover and the in-
sulating panel over the exhaust gas connection to the cylinder head.

Cylinder head

16 13
6 10 17
5. Cylinder head 18
6. Discharge pipe
7. Yoke 19
8. Bearing bracket for
rocker arms 7
8
9. Extension 14 9
10. Ignition coil
11. Inlet valve seat ring 5
12. Exhaust valve seat ring
13. Screw
14. Main gas admission valve
15. Prechamber control valve
16. Cover plate
17. Spring
15
18. Fastening plate
19. Hose

12 11

Fig 12-1 3212589720

12 - 1
 Cylinder Head with Valves 34SG-200142

4 Disconnect the cables to the main gas admission valve (14),

DISMANTLING prechamber control valve (15) and to the exhaust gas temperature
sensors.
1. Screw on cylinders by hand.
2. Connect hoses, open valve.
Tighten cylinders by hand.

5 Remove the fastening screws of the exhaust pipe clamp and

air pipe. Loosen the oil pipe.
6 Remove the gas feed pipes to the main and prechamber gas
admission valves. Protect the connections of the gas feed pipes, oil
Hydraulic oil
pipe and exhaust pipes.
7 Remove the covers of the cylinder head screws. Put on the
3. Screw cylinders 180˚
counter-clockwise.
4. Close valve, rise pressure.
5. Open the nut about
half a turn.
distance sleeves and hydraulic cylinders and proceed with opening
6. Open release valve,
remove tool.
of cylinder head nuts.
8 Remove the cylinder head nuts.
9 Apply the lifting tool.
10 Lift off the cylinder head.
11 Cover the cylinder opening with a piece of plywood or some-
thing similar and apply the caps to protect the screw threads.

12.2.2 Mounting of the cylinder head

1 Clean the sealing surfaces and put a new cylinder head gas-
ket and new O-rings for the circulating water jacket, charge air and
push rod protecting pipe.
2 Lubricate the O-ring sealing surfaces with grease or oil.
REASSEMBLING
1. Screw on nuts, attach distance
sleeve. 3 Apply the lifting tool to the cylinder head.
Screw on cylinders by hand.
2. Connect hoses, open valve.
3. Tighten cylinders by hand. 4 Lift on the cylinder head. When lowering the head, take care
that the push rod protecting pipes slide into the seal rings without force.
5 Screw on the cylinder head nuts.
6 Put on the distance sleeves, screw on the hydraulic cylinders
and proceed with tightening of cylinder head nuts.
7 Apply the protecting caps to the cylinder head screws.
Hydraulic oil

4. Close the valve and pump

pressure to the stated value.
5. Screw the nuts until close
contact to face.
8 Connect the exhaust pipe, charge air pipe, oil pipe and gas
6. Open the valve
7. Repeat steps 4, 5 and 6
feed pipes. Fit the discharge pipe. Put on the exhaust pipe insulating
8. Remove tool set.
piece.
9 Connect the cables to the gas valves and exhaust tempera-
ture box.
10 Adjust the valve clearance.
11 Put on the cylinder head cover and side cover.
12 Apply the spark plug extension, ignition coil, springs, cover
plate and tighten the screws. Note! The extension and ignition coil
should be put together before assembly.
13 Before starting, fill the engine circulating water system.

12 - 2
34SG-200142 Cylinder Head with Valves

12.2.3 General maintenance of the cylinder head

The prechambers are dealt with in chapter 16.

Oil can lead to stocked check valve.

12.2.4 Adjusting valve clearance and yoke

1 Turn the crankshaft to TDC at ignition for the cylinder concerned.

2 Loosen the counter nuts (2) of the adjusting screws on the
rocker arm as well as on the yoke (4), and turn the adjusting screws
in counter-clockwise direction to provide ample clearance.
3 Press the fixed end of the yoke against the valve stem by
pressing down the adjustable end. Screw down the adjusting screw (3)
until it touches the valve end and note the position of the spanner (pos.
a). Now press down the fixed end. Keep on screwing down while the
yoke tilts, until the guide clearance is on the other side and the fixed
end of the yoke starts lifting from the valve stem. Note the position of
the spanner (b).
4 Turn the adjusting screw counter-clockwise to the middle posi-
tion between “a” and “b”, i.e. “c”, and lock the counter nut of the
adjusting screw.

Adjusting valve clearance

1
1. Adjusting screw
2. Counternut 2
3
3. Adjusting screw
4. Counternut 4

a b c

Fig 12-2 3212539501

12 - 3
 Cylinder Head with Valves 34SG-200142

5 Put a feeler gauge corresponding to the valve clearance be-

tween the surface of the yoke and the shoe at the rocker arm. Tighten
the adjusting screw (1) until the feeler gauge can be moved to and fro
only with slight force. Hold the adjusting screw and tighten the counter
nut. Check that the clearance has not changed while tightening.

12.3 Maintenance of exhaust and inlet valves

12.3.1 Dismantling valves

1 Fit the tool assembly according to Fig 12-3.

Caution! For safety reasons it should be made sure that the nut (A) is properly
installed prior to applying the hydraulic pressure!

2 Connect the hydraulic pump and compress the valve springs 15

- 20 mm.
3 Knock at the centre of the valve discs with a soft piece of wood,
plastic hammer or similar, whereby the valve cotters come loose and
Hydraulic oil can be removed.
DISMANTLING 4 Open the release valve of the pump slightly so that the valve
1. Connect hoses, open valve.
2. Tighten the tool assembly. springs are unloaded slowly.
3. Close the valve and pump to
required pressure.
4. Open the valve and remove 5 Spring holders and springs can now be removed.
the tool.

Tool assembly for dismantling valves

Fig 12-3 3212548932

12 - 4
34SG-200142 Cylinder Head with Valves

6 Note the marks of the valves or mark them so they can be

re-installed into the same guide if they are in good condition.

12.3.2 Checking and reconditioning valves and seats

1 Clean the valves, seats, ducts and guides as well as the under-
side of the head.
2 Control the burning-off on the valve disc according to Fig 12-
4. The measure “Y” should be more than 8 mm (nominal 9 mm) and
measure “Z” should be less than 2 mm. If the measures exceed these
limits the valve must be replaced.

Control of burning-off on valve

Burn-off area

Y Z

Fig 12-4 3212568932

3 Reconditioning of inlet valve and valve seat ring is recom-

mended to be done by grinding or by machining. If there is only
slight pitting, lapping is adequate. Valve and seat ring grinding, see
section 12.3.4.
4 Reconditioning of exhaust valve and valve seat ring has to
be done by grinding or by machining. If the sealing faces are bright or
if there is a coherent sealing face, grinding is not necessary. Valve and
seat ring grinding, see section 12.3.4.

Note! If blow-by has occurred, the O-ring for the corresponding valve seat
ring must be changed. Blow-by increases the temperature and the
O-ring is “burned”, which will result in water leakage into the cylinder.

12 - 5
 Cylinder Head with Valves 34SG-200142

5 Before grinding, check the valve stem clearance. If the clea-

rance is too large, measure the stem and guide, and change the worn
part; the valve guide can be pressed out. Check the bore in the
cylinder head. When refitting, cooling in with liquid air is recom-
mended, but pressing in with oil lubrication can also be accepted.
After fitting in, check the guide bore and calibrate, if necessary.

12.3.3 Lapping of inlet valves

If there are slight pits on the sealing faces they can be lapped by hand:
1 Fit the turning tool 4V84B108 to the valve.
2 Apply a thin layer of lapping compound to the sealing sur-
face of the valve; No.1 for coarse lapping, No.3 for fine lapping.
3 Rotate the valve to and fro towards the seat with the nut
speeder. Lift the valve from the seat at intervals while lapping.
4 Remove the smallest possible amount of material because
the sealing faces have hardened during operation and are valuable.
It is not necessary to grind off all pits.
5 Clean the valve and seat carefully after lapping.

Note! Lapping is not allowed for exhaust valves.

12.3.4 Machine grindind of exhaust and inlet valves

Note! The valve should be cooled by water during the grinding.

1 Seat face of the inlet valve: The seat angle of the inlet valve is
20° with a tolerance of +0.25° - +0.50° to achieve contact to the seat ring
at the inner edge of the valve. Minimum allowable edge thickness is
8.5 mm; after that, the valve must be replaced by a new one.
2 Seat face of the exhaust valve: The seat angle of the exhaust
valve is 30° with a tolerance of 0° - -0.25° to achieve contact to the seat
ring at the periphery of the valve. Minimum allowable edge thickness
is 8 mm; after that, the valve must be replaced by a new one.
3 Seat ring for the inlet valve: The seat angle of the inlet valve
seat ring is 20° with a tolerance of 0° - +0.25°. The seat can be ground
until the outer seat diameter is 109 mm; after that, the ring must
be replaced by a new one.
4 Seat ring for the exhaust valve: The seat angle of the exhaust
valve seat ring is 30° with a tolerance of 0 - +0.25°. The seat can be
ground until the outer diameter is 108 mm; after that, the ring must
be replaced by a new one.

12 - 6
 34SG-200142 Cylinder Head with Valves

Note! After grinding it is recommended to check contact between valve

and seat with marking colour.

12.4 Change of seat ring

12.4.1 Removal of the old ring

1 Fit a scrapped valve to the seat and weld it to the seat by

means of electric beam welding. Preferably the valve disc should be
machined to a diameter 95 mm to get a better welding.
2 Press or knock out the ring but be careful not to damage the
valve guide.

Note! The exhaust seat ring can most conveniently be removed hydrau-
lically by using tool 846050, which can be ordered from the engine
manufacturer.

12.4.2 Fitting a new inlet valve seat ring

1 Check the bore diameter in the cylinder head, see section

06.2.
2 The ring can be assembled by freezing in with liquid nitro-
gen of -190°C, the cylinder head temperature being min. 20°C, or by
pressing in with a guided arbor.
3 Check the eccentricity of the sealing face in relation to the
valve guide, and if it exceeds 0.1 mm, the seat surface must be
ground in a seat grinding machine.

12.4.3 Fitting a new exhaust valve seat ring

1 Clean the bore carefully with a grit 400 or finer emery cloth.
2 Check the bore diameter in the cylinder head, see section
06.2 in the instruction manual.
3 Heat up the cylinder head to 100°C by means of either steam
heating, e.g. put the cylinder head into a closed box, or a gas burner.

Note! It is important that the whole cylinder head is heated up, not only
the seat bore.

12 - 7
 Cylinder Head with Valves 34SG-200142

4 Cool the seat ring to -10 - -15°C prior to fitting. Note that a
temperature lower than -15°C may damage the O-rings at mount-
ing.
5 Apply a water-soap solution on the O-rings and in the cylin-
der head bores. The water-soap solution should be neutral (pH about
7) and a mixture ratio of 1:2.
6 Mount the sealing rings on the cooled valve seat.
7 Mount the exhaust valve seat by using one of following meth-
ods:
• Put the seat rings into a guiding bush and press in the seat with
a guided arbor. A special tool (846050) is also available. This tool
can be ordered from the engine manufacturer.
• Insert the seat ring by using an exhaust valve. Knock on the valve
until the seat ring is correctly seated.

Note! Mounting of a exhaust valve seat ring should be done carefully so

that the seat ring is correctly seated.

8 Check the eccentricity of the sealing face in relation to the

valve guide, and if it exceeds 0.1 mm, the seat surface should be
ground in a seat grinding machine.
9 Pressure test the cylinder head before mounting with a test
pressure 8 - 10 bar if possible.

12.4.4 Reassembling of the engine valves

1 Check the valve springs for cracks, corrosion or wear marks,

and if any, replace the springs by new ones.
2 Put new seal rings in the valve guides.
3 Lubricate the valve stems with engine oil.
Hydraulic oil
4 Put in the valves and check for free movement.
REASSEMBLING
1. Connect hoses, open the valve. 5 Put on the springs and spring discs or rotators. Compress the
2. Tighten the tool assembly.
3. Close the valve and pump to springs with the tool set (834000). Put in the valve cotters and
required pressure.
4. Open the valve and remove unload the springs. Check that the valve cotters fit properly.
the tool.

12 - 8
 34SG-9701 Camshaft Driving Gear

13. Camshaft Driving Gear

13.1 Description
The camshaft is driven by the crankshaft through a gearing. The gear
wheel (1) is split and fixed to a flange on the crankshaft by the axial
screws (2). These screws as well as the fastening screws (25) are locked
with Loctite 262.
The bearing shafts (26) and the intermediate wheels (3), (10) and (11)
are journalled in the engine block. The camshaft driving wheel (12) is
fixed to the camshaft end (24) by a guiding pin (20) and fastened by
means of a flange connection between the end and the camshaft
extension (14) and the camshaft extension is equipped with an en-
coder (40). Lube oil nozzles provide for lubrication and cooling of the
gearing.

13.2 Intermediate gears

13.2.1 Removing of camshaft gearing

1 Remove the gearing covers and the adjacent camshaft cov-

ers. Remove half of the camshaft bolts (13), see Fig 13-1. Turn the
crankshaft to TDC at firing for cylinder No.1.
2 Remove concerned oil distributing pipes and oil sprays.
3 Unscrew the fastening screws on one end of the flexible cou-
pling (41).
4 Unscrew the fastening screws (18) for the bracket of the en-
coder (40) and remove the bracket together with the encoder.
5 Unscrew the fastening screws (16), and remove the end
flange (15) and housing (19).
6 Remove the end cover (6), Fig 14-2, from the free end of the
camshaft.
7 Unscrew the remaining flange connection screws (13) and
remove the camshaft extension (14).
8 Unscrew the fastening nuts (1), Fig 14-1, of all rocker arm
brackets, only on the A-bank for a V-engine. Move the camshaft in
the direction of the free end (max. 25 mm) by using a suitable lever
or the hydraulic jack, and lift the camshaft driving wheel out.
9 Unscrew the cover fastening screws (7). Remove the cover
(32). Unscrew the shaft plate fastening screws (8) and remove the
shaft plate (31).

13 - 1
 Camshaft Driving Gear 34SG-9701

10 Remove the outer thrust bearing ring (30).

11 Unscrew the housing fastening screws (9) and remove the
housing (5).
12 Remove the inner thrust bearing ring (29).
13 Unscrew the extension shaft fastening screws (27) and re-
move the extension shaft (28). Secure the intermediate wheels (10)
and (11) in a nylon strap.
DISMANTLING
14 Apply distance sleeve 3V86B135 and hydraulic cylinder
1. Screw on cylinders by hand
2. Connect hoses, open valve.
3V86B150 to the fastening bolt (6) and remove the nut (33).
Tighten cylinders by hand.
15 Remove the shaft (35). The shaft can be pulled out by using
suitable screws, i.e. M8 screws.
16 Unscrew the bolt (6) by using the tool 3V84G189.
17 Remove the intermediate gear wheel (11).
Hydraulic oil

3. Screw cylinders 180°

counter -clockwise. 18 Remove the intermediate wheel (10). Using lifting tools will
4. Close valve, rise pressure.
5. Open the nut about half a turn. make the gear wheel handling easier.
6. Open release valve, remove tool.
19 Remove the intermediate wheel (3) by proceeding as with
the intermediate wheels (10) and (11).

Note! Even though the design of both intermediate gear shafts is similar,
the parts must not be mixed with each other.

13.2.2 Mounting of the camshaft gearing

1 Turn the crankshaft as follows:

a) V-engine; camshaft gearing of both cylinder banks removed:
Turn crankshaft to TDC for cylinder No.A1.
b) V-engine; gearing of A-bank mounted, gearing of B-bank
removed: Turn crankshaft to TDC at ignition for cylinder No.A1. Then
turn 50° in direction of TDC for cylinder No.B1.
c) V-engine; gearing of B-bank mounted, gearing of A-bank
removed: Turn crankshaft to TDC at ignition for cylinder No.B1. Then
turn 50° in direction of TDC for cylinder No.A1.

Note! Make sure that the crankshaft is in TDC at ignition for cylinder No.1
at respective bank in a V-engine before proceeding with the job.

2 Lift the intermediate wheel (3) into position. The wheel must
be tilted, when inserted, to get free from the rib in the engine block.

13 - 2
34SG-9701 Camshaft Driving Gear

Camshaft driving gear

1. Gear wheel 24 20 12 14 19 17 18
2. Screw 16
3. Intermediate wheel
4. Distance sleeve 15
5. Housing 40
6. Cover
7. Screw 41
8. Screw
9. Screw 13 33 38 29 30
10. Intermediate wheel
7
11. Intermediate wheel 23
31
12. Driving wheel 32
10
13. Camshaft screw 6
14. Camshaft extension 8
11
15. End flange 35 28
16. Screw 39
34 34
17. Cover 9
18. Screw 37
4
19. Housing 36 27 5
20. Guiding pin 3
23. Pin
24. Camshaft end 2 26
25. Screw 33. Nut
26. Bearing shaft 34. Bearing
27. Screw 35. Shaft
28. Extension shaft 36. O-ring
29. Bearing ring 1 37. O-ring
30. Bearing ring 38. Guiding pin
31. Shaft plate 39. Pin
32. Cover 25 40. Encoder
41. Flexible coupling

Fig 13-1 3213649720

Note! Insert the intermediate gear wheels and bearing bushes according
to the marking of the wheels, see Fig 13-2.

3 Insert the distance sleeve (4).

4 Screw in the bolt (6) and tighten to the torque stated in chap-
ter 07.
5 Insert the shaft (26).

13 - 3
 Camshaft Driving Gear 34SG-9701

REASSEMBLING
1. Screw on nuts, attach
distance sleeve. 6 Tighten the nut (33) by hydraulic cylinder 3V86B150 to stated
Screw on cylinders by hand.
2. Connect hoses, open valve. pressure. Release the pressure and pump to stated pressure again.
Tighten cylinders by hand. Tighten the nut finally and release the pressure.
7 Mount the guiding pin (38) and insert the extension shaft (28).
Tighten the screws (27) to the stated torque.
Hydraulic oil 8 Insert the inner thrust bearing ring (29).
3. Close the valve and pump 9 Mount the O-ring (36) in the housing (5) and insert the hous-
pressure to the stated value.
4. Screw the nuts until close ing. Tighten the screws (9) to the stated torque.
contact to face.
5. Open the valve and
remove tool set.
10 Insert the outer thrust bearing ring (30). The gear wheels
should be in the outer most position to achieve the correct axial
bearing clearance.
11 Mount the pin (39) to the shaft plate (31), and insert it. Ap-
ply Loctite 242 to the screws (8) and tighten to the stated torque.
Insert the cover (32) and the O-ring (37) and tighten the screws (7)
to the stated torque.
12 Check the axial bearing clearance for the gear wheel (3)
and the backlash between the wheels (1) and (3).
13 To get the intermediate wheels (10) and (3) into the correct
position, mark the meshing teeth of both wheels (10) and (3) with
a pencil acc. to Fig 13-2. (The wheel (10) can be marked before
mounting by marking the third tooth downwards from a line drawn
from the centre point of gear wheel (10), through the dowel pin in
the wheel (10)).

V-engines: Do not install the intermediate wheel (10) before cam-

shaft end (24) is installed. Place the intermediate wheel (10) as low
as possible in gear train.

14 Mount the gear wheel (10) to the engine block according to

meshing marks.
15 Mount the gear wheel (11) to the wheel (10). The dowel pin
of the wheel (10) should be in the middle of the groove in the wheel
(11) to get enough timing adjustment allowance
16 Screw in the bolt (6).
17 Insert the shaft (35).
18 Tighten the nut (33) by hand.
19 Check the backlash between the wheels (10) and (3).
20 Lift the camshaft driving wheel (12) into position. The
marks on the wheels should be aligned with the edge of the engine
block according to Fig 13-2.

13 - 4
34SG-9701 Camshaft Driving Gear

21 Fit the camshaft extension (14), push the camshaft into posi-
tion, guided by the pin (20), and tighten the flange connection screws
(13).
22 Mount the housing and the end flange.

Marking of the intermediate gear wheels, V-engines

Clockwise rotating engines

B A

A B 30˚ B
A

A A B

30˚
20˚

B
B A

B
A
B

A
A-bank B-bank
Note the bearing bush
position! Groove 25˚ 25˚
upwards, 20˚ clockwise Note the bearing bush
position! Groove downwards,
Note the bearing bush 30˚ counter clockwise
position! Groove towards
A-bank, 30˚ counter clockwise Seen from flywheel end

Counter clockwise rotating engines

B A

A B 30˚ B
A

A A B
30˚
20˚

B A
B
A
B

A-bank B-bank
Note the bearing bush
position! Groove 25˚ 25˚
downwards, 20˚ clockwise Note the bearing bush
position! Groove upwards,
Note the bearing bush 30˚ counter clockwise
position! Groove towards
B-bank, 30˚ clockwise

Fig 13-2 3213629501

13 - 5
 Camshaft Driving Gear 34SG-9701

23 Mount the bracket together with the encoder and tighten the
screws. On the V-engine B-bank there is only a bearing housing and
end flange.
24 Check the axial bearing clearance for the camshaft and the
backlash between the wheels (11) and (12).
25 Mount the oil sprays.
26 Check the valve timing of one cylinder. On the V-engine,
check the firing sequence of the cylinder banks.
27 Proceed with tightening of screws and nuts according to step
6 - 11 above.
28 Mount the oil distributing pipes, the covers for the gearing
and camshaft.
29 Check the axial bearing clearance and the tooth clearance
between the wheels (10) and (3).
30 Check the position of the encoder, see section 23.3.

13.2.3 Timing of the valves

1 Turn crankshaft to TDC for cylinder No.A1, exhaust-/inlet

stroke.
2 Place the dial gauge with feeler pin pointed perpendicular
to the center of ball pin in the inlet valve tappet, see Fig 13-3.
3 Rotate the flywheel in direction 55° before TDC, on gradu-
ation scale at reading 305°. The downward movement of the feeler
pin will be stopped during the last 10°, indicating that the tappet
roller is on the base circle of the cam profile. Set the dial gauge
reading to zero.
4 Rotate the flywheel back to TDC reading on the dial gauge
should be 3±0.12 mm. If the reading differs more, continue as
follows.
5 The axial bearings of the intermediate gear to be disman-
tled, see section 13.2.1. Loosen the nut (33) by using hydraulic tool
to allowed rotation of the intermediate gear (11), see Fig 13-1.
6 Rotate the camshaft to obtain the correct dial gauge reading
and same time holding the flywheel stationary in TDC.
7 Tighten the nut (33) by hydraulic cylinder to stated pressure
according to section 13.2.2.
8 Repeat the steps 3 and 4 above.
9 Reassemble the axial bearings according to section 13.2.2.
10 Repeat the same procedures on the B-bank, but turn crank-
shaft to TDC for cylinder No.B1. Note the different graduation
scale on flywheel for B-bank.

13 - 6
 34SG-9701 Camshaft Driving Gear

Timing of the valves

Seen from flywheel end

A-bank B-bank

Fig 13-3 3213679701

13.3 Split gear

If only the split gear wheel has to be changed, one half of the wheel can
be removed/mounted at a time. Hereby the valve timing will be un-
changed and it will not be necessary to adjust it.

13.3.1 Removing of the split gear wheel

After the gearing is removed according to section 13.2.1, the split gear
wheel (1) can be removed from the crankshaft.
1 Lower the bearing cap for main bearing No.1, see chapter 10.,
section 10.2.1.
2 Loosen the fastening screws (25).
3 Unscrew the axial screws (2).
4 Unscrew the fastening screws (25) and remove the gear
wheel halves.

13 - 7
 Camshaft Driving Gear 34SG-9701

13.3.2 Mounting of the split gear wheel

1 Clean the parting surfaces of the wheel halves and the con-
tact faces of the gear wheel and the crankshaft.
2 Lower the bearing cap for main bearing No.1, see chapter
10, section 10.2.1.
3 Apply Loctite 262 on the threads of the screws (2) and (25).
4 Mount the gear wheel halves on the crankshaft with the
parting face at right angles with the crank of cylinder No.1 and
fasten the screws (2) and (25) by hand.
5 Tighten the axial screws (2) to a torque of 10 Nm and check
that contact is established between the gear wheel and the crank-
shaft flange.
6 Tighten the fastening screws (25) to a torque of 40 Nm. The
screws closer to the crankshaft flange are to be tightened at first.
7 Tighten the fastening screws (25) to stated torque. The tight-
ening order is the same as in the previous point.
8 Tighten the axial screws (2) to the stated torque.
9 Check the gear wheel roundness. Place a cylindrical pin (ø16
mm) in the tooth gap as shown in Fig 13-4. Turn the engine and use a
dial indicator to get an indication for the diameters. The maximum
permissible difference between the measured values is 0.05 mm.
10 Lift the bearing cap for main bearing No.1, see chapter 10
section 10.2.1.

Measuring split gear wheel

16

Fig 13-4 3213519045

13 - 8
 34SG-9701 Valve Mechanism and Camshaft

14. Valve Mechanism and Camshaft

14.1 Valve mechanism

14.1.1 Description of valve mechanism

The valve mechanism consists of valve tappets (11) of the piston type
moving in separate guide blocks (7) of cast iron, tubular push rods (4)
with ball joints, nodular cast iron rocker arms (3) journalled on a rocker
arm bearing bracket (13), and a yoke (14) guided by a yoke pin.

Valve mechanism

1. Nut 2
2. Retainer ring
3. Rocker arm 3
4. Push rod
5. Protecting sleeve
6. Nut
7. Guide block 1
8. Cover
10. Guiding pin 4
11. Valve tappet
12. Bearing journal
13. Bearing bracket
B 13 14
14. Yoke 5
15. Cylindrical pin
16. Spring 8
6

15
7

11
10 VIEW B
12
16

A1 A2

Fig 14-1 321478501

14 - 1
 Valve Mechanism and Camshaft 34SG-9701

14.1.2 Dismantling of valve mechanism

1 Remove the covers of the valve mechanism and camshaft

from the cylinder concerned.
2 Turn the crankshaft to a position where the valve tappet rollers
of the valves are on the base circle of the cam.
3 Unscrew the nuts (1) and remove the rocker arm bearing
bracket (13) from the cylinder head.
4 Remove the retainer rings (2) and rocker arms (3). To remove
the retainer rings, use pliers A40 DIN 5254.
5 Remove necessary pipes.
6 Remove the push rods (4) and the protecting sleeves (5).
7 Unscrew the nuts (6) and remove the guide block (7).
8 Remove the cover (8) and the guiding pin (10). An M6 screw
can be used to remove the pin.
9 Remove the valve tappet (11) and dismantle by removing
the bearing journal (12). Before dismantling, mark the parts for
mounting into the original positions.

14.1.3 Inspection of valve mechanism parts

1 Clean the rocker arm bearing bush and the journal and
measure for wear. When cleaning, pay special attention to the oil
holes.
2 Clean and inspect all parts of the valve tappet and guide
block. When cleaning, pay special attention to the angled oil holes.
3 Measure the valve tappet bearing bush and the journal as
well as the cam roller for wear.
4 Change the O-rings of the cover (8) if they are damaged or hard.

14.1.4 Assembling of valve mechanism

1 Lubricate the parts of the valve tappet with clean engine oil
and assemble. Observe the marks for correct positions.
2 Insert the valve tappet (11) into the guide block (7) and apply
the guiding pin (10).
3 Mount the cover (8).
4 Mount the guide block to the engine block and tighten the
nuts (6).

14 - 2
 34SG-9701 Valve Mechanism and Camshaft

5 Check the parallelism of the roller axis to the camshaft by

measuring the distance to the cylindrical pins on both sides of the
guide blocks with a feeler gauge, i.e. measures A1 = A2 according to
Fig 14-1. Tighten the nuts (6) to the right torque, acc. to section 07.1.
6 Grease the O-rings, insert the push rods (4) and protecting
sleeves (5) into the guide block.
7 Mount the yoke. For adjusting the yokes, see section 12.2.4.
8 Lubricate the rocker arm bearing bushes and mount the
rocker arms (3) on the bracket.
9 Apply the retainer rings (2) by using pliers A40 DIN 5254 and
check the axial bearing clearance and free rotation of rocker arms.
10 Mount the rocker arm bracket on the cylinder head and
tighten the nuts (1) to the torque, see section 07.1.
11 Check the valve clearance acc. to section 06.1 and mount
the covers.

14.2 Camshaft

14.2.1 Description of camshaft

The camshaft is built up of one-cylinder camshaft pieces (1) and

separate bearing journals (2). The drop forged camshaft pieces have
integrated cams, the sliding surfaces of which are case hardened. The
bearing surfaces of the journals are induction hardened. The camshaft
is driven by the crankshaft through a gearing at the driving end of the
engine. At this end the camshaft is equipped with an encoder (5) and
an axial bearings (17).
On a V-engine, B-bank the camshaft has an axial bearing situated at
the driving end, similar to A-bank.

Camshaft

6 2 4 3 1 17 5
1. Camshaft piece
2. Bearing journal
3. Screw
4. Fixing pin
5. Encoder
6. End cover
17. Axial bearing

Fig 14-2 3214809720

14 - 3
 Valve Mechanism and Camshaft 34SG-9701

14.2.2 Removing of camshaft piece

1 Remove the camshaft cover and guide blocks from the cylin-
der concerned.
2 Unscrew the flange connection screws (3) from both ends of
the camshaft piece by using the tool 4V80G17. The flange connection
screws are treated with a locking compound and can be used only
once.
3 Remove the end cover (6) and unscrew the rocker arm
bracket fastening nuts of the cylinders in which the camshaft is to
be axially displaced. Move the part of the camshaft locating towards
the free end of the engine 15 - 20 mm in direction of the free end by
using a suitable lever.
4 Disengage the camshaft piece from the centerings and fix-
ing pins (4) and remove it sideways.

Note! The rocker arm bearing brackets towards the free end side has to
be removed if the crankshaft is turned, otherwise there will be
contact between the valve and piston.

14.2.3 Mounting of camshaft piece

1 Clean and degrease the flange connection surfaces and

threaded holes.
2 Insert the fixing pins (4) with retainer rings, the longer part of
the pin in the bearing journal.
3 Mount the camshaft piece (1) on the fixing pin and centering
at either end, then press the camshaft together. Use two or three
mounting screws, not the fastening screws, because they are applied
with locking glue.
4 Insert the flange connection screws, dry and tighten by us-
ing the tool 4V80G17. The flange connection screws are treated with
a locking compound and can be used only once.

Note! Tighten the screws immediately to correct torque since the screws
are treated with a locking compound.

5 Check the valve tappets and rollers carefully. Even slightly

damaged tappet rollers have to be changed.
6 Mount the end cover (6), guide blocks etc.
7 Check the valve clearances on all cylinders towards the free
end.

14 - 4
 32-200310-08 Turbocharging and Air Cooling

15. Turbocharging and Air Cooling

15.1 Description
The turbochargers are of the axial turbine type. The insert type charge
air cooler is mounted in a welded housing, which, at the same time,
serves as a bracket for the turbocharger. The housing is fastened to the
engine block by screws, normally at the free end of the engine. V-en-
gines have two identical cooler inserts in a common housing.
The turbocharger is connected to the engine lubricating oil system.
The air outlet is connected to the air duct (2) with metal bellows (1).
The exhaust pipes from the engine are also connected to the charger
through metal bellows. The exhaust pipe after the turbocharger should
be arranged according to the installation instructions.
The turbocharger is equipped with cleaning device for cleaning the
compressor by water injection. On Wärtsilä®32DF engines the turbine
side is also equipped with cleaning device.

Turbocharger and air cooler

1. Bellows 1
2. Air duct
3. Air vent screw
2
4. Header
5. Header
A-A
6. Drain pipe
7. Thread hole for lifting tool 7 5
8. Screw 3
9. Sleeve
A
4

A
9 8

Fig 15-1 321502200105

HISPANO SUIZA 15 - 1
 Turbocharging and Air Cooling 32-200310-08

15.2 Turbocharger maintenance

The bearings of the chargers are lubricated by the engine lubricating
oil system. The oil drain is connected to a pipe from where the oil is
lead to the crankcase.
Normal overhauls can be carried out without removing the whole unit
from the engine. When dismantling, remove the protecting covers.
Loosen the exhaust inlet and outlet pipes.

When reassembling, take care that all seals are intact.

Maintenance of the turbocharger is carried out according to section

15.3 and to the instructions of the turbocharger manufacturer. It is
recommended to use the service organisation of the engine manufac-
turer or the turbocharger manufacturer.

15.3 Water cleaning of turbocharger

during operation

15.3.1 Water cleaning of turbine

Water cleaning instuctions for the turbine doesn’t concern Wärtsilä®34SG

engines.
As practical experiences show, the dirt deposits on the turbine side
can be reduced by periodic cleaning (washing) during operation. The
overhaul periods can be extended. Dirty turbines cause higher tem-
peratures of the exhaust gas and higher stresses of the bearings due to
imbalances. Usually, though, washing of the turbine side is necessary
only when running on heavy fuel.
During long periods of operation, periodic water cleaning prevents
the build-up of significant deposits on the turbine blades and nozzle
blades. This cleaning method does not work on very dirty turbines
which have not been washed regularly.
If the normal water cleaning of the turbine does not effect much on
the exhaust gas temperature level, hard deposits have probably built
up on the nozzle ring and the turbine blades in the turbocharger, and
they have to be cleaned mechanically. For that purpose, the rotor and
the nozzle ring have to be removed from the turbocharger.
The water must be injected into the exhaust system with the engine
running at reduced output (see 15.3.2, step 2). The disadvantages of
reducing the output occasionally is not significant compared with the
advantages of cleaning.
The necessary water flow is basically dependent upon the volume of
gas and its temperature. The flow should be adjusted so that the major
part of the water is evaporated and escapes through the exhaust.

15 - 2 HISPANO SUIZA
 32-200310-08 Turbocharging and Air Cooling

Additives or solvents must not be used in the cleaning water. The use
of salt water is prohibited.
Turbocharger gas inlets are provided with an inlet valve (1), one for
each bank. The valves are connected to a quick-coupling (2).
The water washing of the turbine should be done as described in
section 15.3.2. The water flow is adjusted by a flow meter (4) to the
recommended value, see table below.

Water cleaning of turbine

Pressure difference Dp (1) 0.5...1.0 bar
Turbocharger size Water flow (l/min)
HS5800 16 - 19 (2)

(1)
Pressure difference between water injection pressure and gas pres-
sure before turbine.
(2)
Depends on the water injection pressure and gas pressure before
turbine (engine load).

Cleaning should take place regularly according to chapter 04. Mainte-

nance Schedule. Depending on the results obtained, the interval be-
tween two washings can be increased or reduced.

Water cleaning of turbine

1. Inlet valve
2. Quick-coupling
4. Flow meter
5. Valve

2
5 4

Fig 15-2 3215070305

HISPANO SUIZA 15 - 3
 Turbocharging and Air Cooling 32-200310-08

15.3.2 Cleaning procedure

1 Record charge air pressure, cylinder exhaust gas tempera-

tures, turbocharger speed, at nominal load for later use to assess
efficiency of the cleaning.
2 In diesel mode, reduce the engine load to adapt a maxi-
mum allowed exhaust gas temperature after cylinder of
380°C! Run the engine in diesel mode for 5 - 10 minutes on this
load before the washing is started.

Note! If the washing is started earlier than after five minutes on stable load
as above, this might have negative consequences for the turbo-
charger.

3 Open valve (1), and check that they are not clogged.
4 Connect water hose.
5 Open valve (5) slowly within 10 s and increase the water flow
until the correct flow is reached according to the table shown above.
6 Close the valve (1) after 60 seconds. Interval between injec-
tions is 60 sec.

Note! It is not allowed to inject water more than 60 seconds without breaks
because the gas outlet casing do not have drain.

7 Repeat the injection procedure five times at the same gas

inlet according the step 6. above.
8 After termination of water injection the engine must run for
three minutes at an unchanged load until all parts are dry.
9 Shut all valves and disconnect the hose to ensure that no water
can possibly enter exhaust pipes except during the cleaning periods.

10 Resume normal engine operation at higher output and, as

soon as possible, repeat the readings taken in step 1 above at same
load for comparative purposes.
11 Run the engine for 10 to 20 min. more after the turbocharger
has been cleaned by water. Doing so it is ensured that all the parts
in the exhaust system are completely dry.

15.3.3 Water cleaning of compressor

Compressors of type HS5800 and HS4800 can be cleaned during

operation by injecting water. The method is suitable, provided contami-
nation is not too far advanced. If the deposit is very heavy and hard,
the compressor must be cleaned mechanically.

15 - 4 HISPANO SUIZA
 32-200310-08 Turbocharging and Air Cooling

The injected water does not act as a solvent, the cleaning effect is
achieved by the physical impact of the drops on the deposit. It is
therefore advisable to use clean water containing no additivities either
in the form of solvents or softening agents, which could be precipitated
in the compressor and form deposits.
Regular cleaning of the compressor prevents or delays the formation
of deposit, but it does not eliminate the need of normal overhauls, for
which the turbocharger has to be dismantled.
The water must be injected while the engine is running and at the
highest possible load, i.e. at a high compressor speed.

Note! Clean the compressor (air side) of the turbocharger at as high load
as possible (full rated load).

For an efficient washing, it is important to inject all the water

required within 5 - 10 seconds.
Cleaning should take place according to chapter 04. Depending on
the results obtained, the interval between two washings may be
increased or reduced.

Water cleaning of compressor

1. Valve
2. Water container
3. Slide valve

2 3

Fig 15-3 321503200105

15.3.4 Compressor cleaning procedure

1 Record charge air pressure, cylinder exhaust gas tempera-

tures, charger speed or on gas engines the wastegate position. These
for later use to assess efficiency of the cleaning.

HISPANO SUIZA 15 - 5
 Turbocharging and Air Cooling 32-200310-08

2 Fill the water container (2) with clean water and close the
cover of the water container.
3 Check and turn the valve (1) to the choosen compressor.
4 Open the slid valve (3).
5 Close the valve (3) after 5 - 10 seconds.
6 Repeat the readings taken in step 1 above for comparative
purposes. The success of injection can be recognized by the change
in charge air pressure and in the exhaust gas temperature.
7 Run the engine for 5 minutes more after the compressor has
been cleaned with water. Doing so it is ensured that all the parts in
the compressor side are completely dry.
8 Repeat step 1 above for the other compressor

Note! If injection is not successful, it must not be repeated before ten

minutes.

15.4 Maintenance of charge air cooler

15.4.1 General maintenance

1 Condensate from the air is drained through a small hole/

pipe (6), Fig 15-1, at the bottom of the cooler housing, after the
insert, and at the opposite end plate of the air manifold. Examine
regularly that the pipe is open by checking the air flow when
running.

If water keeps on dripping or flowing from the draining pipe for a

longer period (unless running all the time in conditions with very high
humidity), the cooler insert may be leaky and must be dismantled
and pressure tested.

2 At longer stops, the cooler should be either completely filled or

completely empty, as a half-filled cooler increases the risk of corro-
sion. If there is a risk of that the water level in the system goes down
when the engine is stopped, drain the cooler completely. Open the
air vent screw (3), Fig 15-1, to avoid vacuum when draining.
3 Clean and pressure test the cooler at intervals according to
chapter 04. or if the receiver temperature cannot be held within
stipulated values at full load.
4 Always when cleaning, check for corrosion.

15 - 6 HISPANO SUIZA
 32-200310-08 Turbocharging and Air Cooling

15.4.2 Cleaning of air cooler

Cleaning of the water and air side heat exchange surfaces is imperative
for a long and trouble free operation of the engine and must be done at
regular intervals.
1 Remove the cooling water pipes. Unscrew the fixing screws
(8) at the bottom of the charge air cooler housing, see Fig 15-1.
Loosen the cooler flange screws. On the V-engine, withdraw the
cooler about 300 mm and fit the tool 32.84G02 (846025). Screw on
the tool by using four of the air cooler fastening screws. Then,
withdraw the cooler completely towards the tool stop. If necessary,
use screws in the two threaded extractor holes in the flange to loosen
the cooler.
2 Apply the lifting tool and lift off the cooler.
3 Clean the air side of the cooler by immersing it in a chemical
cleaning bath for at least 24 hours. Recommend cleaning detergents,
see section 02.4. We recommend that cleaning tank should be
equipped with perforated pipes on the bottom for the best cleaning
effect, see Fig 15-4. During cleaning steam or pressurised air should
be connected to the pipes to get a good circulation.
When cleaning is completed, the cooler should be flushed thor-
oughly by water.

Note! The use of a high pressure water jet for flushing, should be avoided
because:
- it will pack the dirt into the middle of the cooler.
- the risk of damaging the cooler fins is great.
Both of above will result in an increased pressure drop over the
cooler.

4 Clean the water side by detaching the headers (4) and (5) from
the cooler bundle and immersing the tube bundle into a chemical
cleaning bath for at least 24 hours. Upon completion, follow the
direction given for the air side.
5 Change the gaskets before reassembling the headers.
6 It is also recommended to pressure test the cooler before
mounting it on the engine.
7 Mount the cooler on the engine.
8 Vent the cooler and check the tightness when starting up.

HISPANO SUIZA 15 - 7
 Turbocharging and Air Cooling 32-200310-08

Air cooler cleaning tank

Steam or air

Perforated pipes

Cooler insert

Fig 15-4 3215869701

15 - 8 HISPANO SUIZA
 32-200247 Turbocharging and Air Cooling Appendix C

15.C. Exhaust Gas Wastegate

15.C.0.1 Description

A reliable and safe performance of the engine requires a correct air-fuel

ratio during all kind of site conditions. If the air-gas mixture becomes
too lean, misfire will occur and if the air-gas mixture becomes too rich,
knocking will occur.
To maintain a correct air-fuel ratio, the engine is equipped with an
exhaust gas wastegate valve that keeps the air pressure in the receiver
at an optimal level all over the power output range. The exhaust gas
wastegate valve is by-passing the exhaust gases past the turbocharger.
The wastegate valve is working as a regulator and adjusts the air-fuel
ratio to the correct value regardless of varying site conditions (ambient
temperature, humidity, etc).
The exhaust gas wastegate system is built on the engine and consists
of an actuator (1) connected to the butterfly valve (2) which controls the
exhaust by-pass flow via pipes (4) and (5) to the distance piece (3) as
much as required to get the correct air-fuel ratio according to the
preprogrammed values.

Exhaust Gas Wastegate System

1. Actuator 1
2. Butterfly valve
3. Distance piece
4. Exhaust pipe
5. Exhaust pipe 2

Fig 15C-1 3215909715

32/34 C-1
Appendix C Turbocharging and Air Cooling 32-200247

15.C.0.2 Function

The wastegate control system gets compressed air from the instrument
air system. The pressure is approx. 6 - 7 bar. The instrument air needs to
be clean, dry and oil free to secure the function of the components. See also
chapter 21.
The wastegate system works as follows:
When the engine is running, the valve (6) is open and supplies air to
the I/P converter (8) and to the positioner (9) in the actuator unit (1).
The I/P converter maintains a 0.2 - 1.0 bar control air pressure to the
positioner according to the incoming 4 - 20mA control signal.
The positioner pilot valve (11), see Fig 15C-4, maintains the actuator
(1) with air pressure according to the control air pressure from the I/P
converter.
The engine control system (WECS) is monitoring the average exhaust
gas temperature after the cylinders. If the average exhaust gas tem-
perature is higher than the set-point, the engine control system will
close the wastegate gradually, until tye correct value is reached.
The main purpose of the solenoid valve (6) is to prevent air leakage
through the I/P converter to the actuator when the engine is stopped.
The control logic is carried out in the engine control system and no
external regulators are required

15.C.0.3 Maintenance

15.C.0.3.1 Check of wear of the wastegate system

The systems requires a regular check of the wear and the function.
1 Check for wear of the key connection between the actuator
and the positioner.
2 Check for possible wear inside actuator by moving the
shaft.

15.C.0.3.2 Change of positioner pilot valve

The pilot valve (11) in the positioner should be replaced with a new one
according to chapter 04 or in case of malfunction.
1 Remove the cover of the positioner and the pilot valve screws
(12), see Fig 15C-2.
2 Pay attention to the pilot valve stem and the lever (13), re-
move the pilot valve carefully.
3 Replace the pilot valve (11) with a new one and re-assemble
the positioner in the opposite order.
4 Adjust the wastegate positioner, see section 15.C.0.4.
5 Calibrate the wastegate I/P converter, see section 15.C.0.5.
6 Check the function of the valve by following the positioners
movement when the engine is re-started and runs on load.

C-2 32/34
 32-200247 Turbocharging and Air Cooling Appendix C

Wastegate control system

1. Actuator
2. Butterfly valve
1
6. Solenoid valve
8. I/P converter
9. Positioner

9
2

Fig 15C-2 3215102200147

Actuator position

OPEN

SHUT

Fig 15C-3 3215106200244

32/34 C-3
Appendix C Turbocharging and Air Cooling 32-200247

Wastegate positioner

Control air from I/P converter Control air

6 - 8 bar 13

11. Positioner pilot valve

12. Screw 11
13. Lever
14. Cam
15. Screw
16
16. Screw
17. Adjusting screw Connections
15
18. Adjusting screw to and from
19. Ball bearing the actuator
18

14

12
17
19

Fig 15C-4 3215100200147

15.C.0.4 Adjustment of wastegate positioner

Remove the cover and the yellow indicator. Make sure the cam (14), is
in zero position when the actuator is closed (S-position), see Fig 15C-3.
1 To adjust the zero position of the cam disc, loosen the screws
(15) and (16) about 1 turn. The cam disc will now go to zero position.
2 Tighten the screws (15) and (16).
3 Calibrate the wastegate I/P converter, see section 15.C.0.5.
4 Mount the yellow indicator and the cover. Indicator reading
on the cover should same as on the cam scale (14).

C-4 32/34
 32-200247 Turbocharging and Air Cooling Appendix C

15.C.0.5 Calibrating the wastegate I/P converter

Before starting calibration of the wastegate I/P converter, the

wastegate positioner must first be adjusted. See section 15.C.0.4.
The calibration can be done in the following ways:
· Using the software service tool WECSplorer (only for WECS
8000). Contact nearest network office for more information and
instructions.
· Using a mA calibrator.

15.C.0.5.1 Manually with mA calibrator (WECS 3000 and WECS 8000)

For the calibration a 4-20 mA current calibrator is needed. Wärstsilä
spare part no. 800 119 and 800 120.

1 The engine must be stopped.

2 Enable control air by connecting 24 VDC to CV311 or by press-
ing the button on the solenoid (6) (during the whole calibration
procedure).
3 Connect the mA calibrator to the I/P converter. See Fig
15C-5.
4 Set the mA to equal 30 degrees on the cam (14). See table 1
below.
5 Adjust the zero adjustment screw (20) on the I/P converter
(marked with Z on the coverter) so that the pointer on the wastegate
points at 30 degrees.
6 Set the mA to equal 60 degrees on the cam (14). See table 1
below.
7 Adjust the span adjustment screw (21) (marked with S on the
converter) until the pointer points at 60 degrees.
8 Repeat steps 4-7 above until it shows correct values.
9 Check the whole range according to the table 1. If 4mA
does not equal 0 degrees, adjust with the zero adjustment screw.
Table 1.

Current [mA]
Degrees [°]
WECS 3000 WECS 8000
0 4,0 4,0
15 6,7 6,4
30 9,3 8,8
45 12,0 11,2
60 14,7 13,6
75 17,3 16,0
90 20,0 18,4

32/34 C-5
Appendix C Turbocharging and Air Cooling 32-200247

Wastegate I/P converter

mA - 3 mA +
- 2 1 +
20. Zero adjustment screw
21. Span adjustment screw
Z S

20 21

OUT IN

Fig 15C-5 3215105200243

C-6 32/34
 34SG-200143 Injection and Ignition Systems

16. Injection and Ignition Systems

16.1 General
The Wärtsilä 34SG is a spark ignited, gas-otto engine working accord-
ing to the lean burn concept.
In a lean burn gas engine the mixture of air and fuel in the cylinder
is lean, i.e. there is more air present in the cylinder than is needed for
combustion. In order to stabilize the ignition and combustion of the
lean mixture, a prechamber with a richer air/fuel mixture is used. The
ignition is initiated with a spark plug located in the prechamber, giving
a high-energy ignition source for the main fuel charge in the cylinder.
The prechamber is located in the center of the cylinder head.

Working principle

Air and fuel Compression of Ignition

intake air and fuel

Fig 16-1 3216939548

16.2 Prechamber

16.2.1 Description

The prechamber (13) is casted in a high alloy steel with very good high
temperature characteristics, see Fig 16-3. The cooling is optimized to
give an even distribution of material temperatures, and to provide the
best possible operating condition for the spark plug. A sealing sleeve
(6) above the prechamber prevents oil from entering onto the precham-
ber, and the pipe also houses the high-voltage extension for the spark
plug.

16 - 1
 Injection and Ignition Systems 34SG-200143

16.2.2 Removing the prechamber

1 Disconnect the cable from the ignition coil.

2 Remove the cover plate (2), ignition coil (3) and the spark plug
extension (7) and the springs by opening the screws (1).
3 Remove the cylinder head cover and the sealing sleeve (6).

Note! Drain the cooling system.

4 Unscrew the fastening nuts (8) of the prechamber.

5 Remove the sleeves (9) and the yoke (11) for the prechamber.
6 Remove the prechamber (13) by using tool 3V83H0176.
7 Protect the bore in the cylinder head.

Cylinder head with prechamber

1. Screw 5 4 3 2 1 16
2. Cover plate
3. Ignition coil 6
4. Fastening plate
5. O-ring 7
6. Sealing sleeve
7. Spark plug extension
8. Nut 8
9. Sleeve
10. O-ring 9
11. Yoke
12. O-ring
10
13. Prechamber
14. Sealing ring
15. O-ring 11
16. O-ring
12

15

13

14

Fig 16-2 3216969720

16 - 2
34SG-200143 Injection and Ignition Systems

16.2.3 Overhaul of the prechamber

Clean the prechamber especially the bore for the spark plug. Check the
prechamber for cracks and wear, especially around the nozzle holes.
Check the sealing faces on the bottom of the prechamber is clean and
intact.

Prechamber

16
7. Spark plug extension 15
14. Sealing ring
15. O-ring 17
16. Locking screw 7
17. O-ring 18
18. O-ring
22
19. O-ring 19
20. Prechamber check-valve
21. Spark plug 21
20
22. O-ring

14

Fig 16-3 3216979720

16.2.4 Mounting the prechamber

1 Remove the protecting cover and clean carefully the bore in

the cylinder head.
2 Renew O-rings (15), (17), (18) and (19) on the prechamber and
O-ring (12) on the yoke.
3 Lubricate O-rings with oil or vaseline.
4 Renew seal ring (14) on the prechamber.
5 Mount the prechamber, yoke (11) and sleeves (9) and tighten
the fastening nuts (8) crosswise in small steps to stated torque, see
chapter 07.
6 Pressure test the cylinder head before mounting with a test
pressure of 8 - 10 bar if possible.

16 - 3
 Injection and Ignition Systems 34SG-200143

7 Mount the cylinder head acc. to chapter 12., section 12.2.2.

8 Renew O-rings (5) and (10) on the sealing sleeve.
9 Mount the sealing sleeve (6) and cylinder head cover.
10 Renew O-ring (22) on the extension and O-ring (16) if the ex-
tension and ignition coil has been taken apart.
11 Apply the spark plug extension, ignition coil, springs, cover
plate and tighten the screws. Note! Clean the extension carefully before
assembling.
12 Connect the cable to the ignition coil.

16.3 Prechamber non-return valve

16.3.1 General description

In order to prevent that the pressure from compression/combustion is

entering the prechamber gas supply system, a non-return valve is
located close to the prechamber.

Prechamber non-return valve

22

22. Upper body

23. O-ring
23
25. O-ring 30
26. Lover body
27. Piston 25
28. Plug
29. Spring
30. Guiding pin 29
26
27

28

Fig 16-4 3216989549

16.3.2 Removing the non-return valve

1 Disconnect the cable from the ignition coil.

16 - 4
34SG-200143 Injection and Ignition Systems

2 Remove the cover plate (2), ignition coil (3) and the spark plug
extension (7) and the springs by opening the screws (1).
3 Remove the cylinder head cover and the sealing sleeve (6).
4 Unscrew the locking screw (16), see Fig 16-3.
5 Remove the non-return valve (20) by using the special tool
3V83H0175.
6 Protect the bore in the prechamber.

16.3.3 Overhaul of the non-return valve

1 Unscrew the upper body (22) from the lower body (26).
2 Remove the guiding pin (30).
3 Unscrew the plug (28) in the bottom of the non-return valve.
4 Remove the piston (27) and the spring (29) inside the non-re-
turn valve.
5 Carefully clean the piston and the non-return valve and inspect
the sealing surfaces. Inspect the contact surfaces of the spring and
change if necessary.
6 Reassemble the non-return valve in opposite order. Tighten
the lower and upper body to the correct torque, see chapter 07.

Overhaul of non-return valve according to maintenance schedule in

chapter 04.

16.3.4 Mounting the non-return valve

1 Remove the protecting cover and check that the bore in the
prechamber is clean.
2 Renew O-rings (23) and (25) on the non-return valve.
3 Lubricate O-rings with oil or vaseline.
4 Mount the non-return valve and tighten the locking screw (16)
to stated torque, see chapter 07.
5 Mount the cylinder head cover.
6 Apply the spark plug extension and ignition coil in a one pack-
age. Apply springs, cover plate and tighten the screws.
7 Connect the cable to the ignition coil.

16 - 5
 Injection and Ignition Systems 34SG-200143

16.4 Ignition system

16.4.1 General

The ignition system is tailor made for this engine type, and is integrated
with the engine control system. The control system (WECS) determines
the timing of the spark and the timing can be set individually for the
cylinders. The ignition coil is located on the top of the cylinder head
cover, as close to the spark plug as possible.
The high voltage link between the ignition coil and the spark plug is
a stiff, super isolated extension (7), with no joints, see Fig 16-2. This is
effectively minimizing the possible disturbances on the ignition system.
The spark plug (21) is of a large and durable design, see Fig 16-3.

16.4.2 Ignition coil

16.4.2.1 Removing and mounting of the ignition coil

See sections 16.2.2 and 16.2.4.

16.4.2.2 Overhaul of the ignition coil

The ignition coil requires no maintenance. The ignition coil should be
replaced by a new coil in the event of malfunction.

16.4.3 Spark plug

16.4.3.1 Removing the spark plug

1 Remove the ignition coil and the spark plug extension (7), see
section 16.2.2.
2 Loosen the spark plug (21) with the special tool. If it is difficult
to loosen, apply penetrating oil.
3 Unscrew the plug by hand. If the spark plug seems tight when
unscrewing it may be due to deposits in the threaded area. The threads
must be cleaned before installing a new spark plug.
4 Before removing the plug, blow away the dirt from the spark
plug recess to prevent it from falling into the combustion chamber.
5 Mark the spark plug with the cylinder number and when all
spark plugs have been removed make a visual check to identify any
anomalies. If some spark plugs differs from the rest the components of
those specific cylinders should be checked.

16.4.3.2 Overhaul of the spark plug

The spark plug requires no maintenance. The spark plug should be
replaced by a new plug in the event of malfunction, or according to the
maintenance schedule in chapter 04.

16 - 6
34SG-200143 Injection and Ignition Systems

16.4.3.3 Mounting the spark plug

1 Before installing the spark plugs, make sure that the spark
plugs are clean. Any dirt, oil or grease can cause misfire and/or shorten
the spark plug lifetime.
2 Check that the spark plug threads are clean. If the threads
have to be cleaned, prevent the deposits falling into the prechamber.

Note! If the spark plug is removed but not changed, the gasket always
has to be renewed.

3 Re-install the new spark plug by hand until it contacts the

gasket seat. Install all spark plugs by hand before tightened to the
stated torque. By this procedure the spark plug temperature have time
to stabilize with the cylinder head temperature.
4 Tighten the spark plug by using the special tools to stated
torque, see chapter 07.
5 Renew the O-rings in the extension and clean the extension
carefully.
6 Apply the spark plug extension and ignition coil in a one pack-
age, springs, cover plate and tighten the screws.

Note! Do not lubricate the spark plug threads. Lubricants will reduce the
cooling of the spark plug.

16.4.4 Spark plug extension

16.4.4.1 Removing and mounting of the spark plug extension

See sections 16.2.2 and 16.2.4.

16.4.4.2 Overhaul of the spark plug extension

Carefully clean the spark plug extension and replace by a new one if
the extension has indications of cross-over or cracks.

16 - 7
 Injection and Ignition Systems 34SG-200143

16 - 8
 34SG-200241-01 Fuel System

17. Fuel System

17.1 General description

Before the gas is supplied to the engine it passes a gas regulating unit.
The unit includes filter, pressure regulators, shut-off valves and ven-
tilating valves. The unit have separate outlets for main gas and
prechamber gas. The outlet gas pressure is controlled by the control
system (WECS) according to engine load and site ambient conditions.
As the gas regulating unit can vary from one installation to another,
this unit is not described in detail in this manual. See separate
instructions.

Gas fuel system

Ventilation

Gas regulating unit Gas engine

Gas supply

Fig 17-1 3217689801

On the engine the gas is supplied via a common pipe running along the
engine, continuing with individual feed pipes to each cylinder. Separate
pipes are used to feed the gas to the prechambers.
The gas admission is controlled with “Main Gas Admission Valves”
for the main charge and with “Prechamber Control Valves” for the
prechamber gas. Both valves are direct actuated solenoid valves and
controlled by the control system (WECS). In addition a check valve is
located in the prechambers to prevent a back-flow into the gas supply
line.
Main and prechamber gas pressures at the engine can be checked
from the local display unit. Alarms are set for low pressure difference
between charge air pressure and the gas pressures.
The prechamber is described in chapter 16.

17 - 1
 Fuel System 34SG-200241-01

Gas admission system

7
1. Main gas admission valve
5
2. Prechamber control valve
2
3. Check valve 1
4. Prechamber
5. Gas hose for main gas valve
6. Gas pipe for prechamber valve 16
7. Distributing pipe for main gas valves
16. Connection piece 3

5 6 4
WECS
6

1 2

3
Input:
- rpm
- kW
4
- air/ fuel
- etc.

Fig 17-2 3417700242

17.2 Maintenance
When working with the fuel system, always observe utmost cleanli-
ness. Pipes, gas valves, check valves, components in the gas regulating
unit, etc. should be carefully cleaned before taken into use.

Note! Before doing any maintenance work, check that gas supply valves
are closed, vent valves are in open position and gas pressure is
drained out from the gas lines.

17 - 2
 34SG-200241-01 Fuel System

17.3 Gas pipes

Both A- and B-bank has own distributing pipes which feeding the gas
along the engine for the main gas admission valves. Lower part of the
side cover includes the separate supply pipes for the prechamber
control valves. The gas pipe connections are sealed by O-rings. Always
renew the O-rings if a pipe has been removed.

17.3.1 Gas system leak test

1 Connect compressed air/nitrogen with a pressure of 3 bar

to the inlet flange of the gas system on the engine.
2 Check all connections with soap water or leakage spray, be-
ginning from the inlet flange and continuing through the gas line.
The last connection on the main gas line is connections between
flexible hoses and the main gas admission valves. The last connec-
tion on the prechamber gas line are the connections between pre-
chamber admission valves and gas feed pipes.
3 Growing bubbles on the connection indicates leakage.

Note! Release the air pressure in the system before disassembling.

4 Disassemble the leaking connection, examine the O-rings

and sealing faces. Replace worn parts.
5 Repeat the leak test for the repaired connection(s).

When the engine is running a portable gas leak detector can be

used.

17.3.2 Pressure test of the main gas valve

1 Mount a suitable test prezzurising adapter flange on the in-

let port of the main gas valve.
2 Connect compressed air of 2 bar to the adapter flange.
3 Listen to the outlet of the valve. If the leakage is inaudible or
barely, the valve is OK. If the leakage is appreciable, the valve
should be renewed.

17 - 3
 Fuel System 34SG-200241-01

17.4 Main gas admission valve

17.4.1 Description

The main gas admission valve is controlling the amount of gas fed to
each cylinder of the engine. The valve is located on the cylinder head
and the gas is fed into the inlet channel of the cylinder head. The main
gas valve is a direct actuated solenoid valve.
With the control system (WECS) it is possible to adjust the amount
of gas fed to individual cylinders, even when the engine is running. For
further information about engine control, see chapter 23.

Main gas admission valves

8 10 11
1. Main gas admission valve
8. Hose 9
9. Screw
10. Screw
11. Cable 12
12. O-ring
13. O-ring
1

13

Fig 17-3 3217740241

17.4.2 Removing the gas admission valve

1 Check that the gas supply valves are closed, the gas venti-
lation valve is in open position and gas pressure is drained out from
the gas lines.
2 Unscrew the fastening screws (9) of the flexible hose connec-
tion piece.

17 - 4
34SG-200241-01 Fuel System

3 Disconnect the cable (11).

4 Unscrew the fastening screws (10) of the gas admission valve
and remove the gas admission valve.
5 Protect the bore in the cylinder head and the gas pipe end.

17.4.3 Changing of main gas valve filter insert

On every main gas valve, at the connection to the flexible pipe, an

interchangeable gas filter (15) is located, see Fig 17-3.
Replace these filters with new ones according to the maintenance
schedule, see chapter 04.
1 Check that the gas supply valves are closed, the gas venti-
lation valve is in open position and gas pressure is drained out from
the gas lines.
2 Unscrew the flexible pipe fastening screws and remove the
pipe (8).
3 Remove the pipe (8), replace the gas filter (15) and the O-
rings (12) with new ones, see Fig 17-3.
4 Reassemble the parts and tighten the screws to torque, see
chapter 07.

Main gas admission valve filter

8
9
1. Main gas admission valve
8. Distributing pipe
9. Screw 14
12
12. O-ring
13. O-ring 16
14. Seal ring
1
15. Filter 15
16. Filter flange
13

Fig 17-4 3217639548

17 - 5
 Fuel System 34SG-200241-01

17.4.4 Overhaul of the gas admission valve

The main gas admission valve requires no maintenance and should

preferably be overhauled by authorized personnel.
1 Unscrew the screws (31) and remove the coil (24).
2 Remove the retaining ring (23), see Fig 17-5.
3 Carefully remove the valve assembly with a suitable tool.

Note! Do not mix the valve parts with other valves parts.

Caution! To ensure a trouble free function the valve parts must be kept totally
clean and well protected from oil and dust!

4 Loosen the screw (22) keeping the plate (32) in a shielded

vice. Be careful not to drop the springs (27).

Main gas admission valve

24
31
21. Upper plate
22. Screw 25
32
23. Retaining ring
24. Coil 26
25. O-ring 21
26. Valve housing
27. Spring 27
22
28. Moving plate
29. O-ring 28
30. Lower plate 23
31. Screw
32. Plate 29

30

Fig 17-5 3217639548

5 Check the valve parts for wear and pay special attention to
the sealing surfaces on the moving plate (28) and the lower plate
(30). Renew the complete valve if the sealing surfaces are
worn or damaged.
6 Renew the screw (22). Apply one drop of Loctite 271. Mount
and and tighten to 20 Nm.

17 - 6
34SG-200241-01 Fuel System

7 Reassemble the gas valve in the opposite order, with new

O-rings (25) and (29).

17.4.5 Test of main gas valve coil integrity

1 Measure coil integrity from one connector pin to the other. At

room temperature the coil integrity should be within the following
ranges, see table below.

Coil resistance (Low Voltage)

Type Resistance
SOGAV105/MS Connector 0.78 - 0.90 W

Because of the low resistance, make sure to compensate for the meter
lead resistance. If outside this tolerance, the coil assembly should be
replaced.
Additional indication of a coil problem can be observed by comparing
the coil resistance of a suspect coil to one that is known to be good. This
is particularly helpful if the meter’s accuracy at low resistance is
questionable.
2 Check for a ground fault. Measure the resistance from either
pin to the solenoid assembly housing. If a low resistance is meas-
ured, a ground fault exists and the solenoid valve should be re-
placed. If a high resistance is measured at first and the reading
gradually increases until the meter reading is infinite, the meter
has been charging the coils natural capacitance.

17.4.6 Mounting the gas admission valve

1 Remove the protecting covers and check that the surface of

the cylinder head is clean.
2 Renew O-rings (12) and (13) on the gas admission valve, se Fig
17-3.
3 Mount the gas valve and tighten the fastening screws (10) to
correct torque acc. to chapter 07.
4 Mount the gas distributing hose and tighten all fastenings
screws for pipe connections (9).
5 Connect the cable (11).

17 - 7
 Fuel System 34SG-200241-01

17.5 Prechamber control valve

17.5.1 Removing the prechamber control valve

1 Check that the gas supply valves are closed, gas vent
valve is in open position and gas pressure is drained out from the
gas lines.
2 Remove the side cover.
3 Remove the gas feed pipe (6).
4 Disconnect the electrical connector (15).
5 Unscrew the fastening screws (14) of the prechamber control
valve and remove the valve with the flange.
6 Protect the bore in the cylinder head and the hole in the co-
vering structure.

Prechamber control valve assembly

2. Prechamber control valve 2 14

6. Gas pipe for prechamber valve 15
14. Screw
15. Cable connector

Fig 17-6 3417690242

17 - 8
34SG-200241-01 Fuel System

17.5.2 Overhaul of the prechamber control valve

The main gas admission valve requires no maintenance and should

preferably be overhauled by authorized personnel.
1 Unscrew the fastening screws (39) from the flange (37) and
dissmantle the valve by removing the screws (35).
2 Check the valve parts for wear and pay special attention to
the sealing surfaces. Renew the complete valve if the sealing
surfaces are worn or damaged.
3 Change the O-rings (34) and (36). Change also the loading
springs (33).

Note! Do not lubricate the O-rings (34) or O-ring grooves.

4 Reassemle the gas valve and tighten the fastening screws

(35) to a torque of 11 Nm.

Prechamber control valve

36 38

33. Spring
34. O-ring
35. Screw
36. O-ring
37. Flange
38. O-ring
39. Screw

39 33 34 34 35 37

Fig 17-7 3417680242

17.5.3 Mounting the prechamber control valve

1 Remove the protecting covers and check that the sealing

surfaces are clean.
2 Renew O-ring (38) on the prechamber control valve.
3 Mount the valve and tighten the fastening screws (14) to cor-
rect torque acc. to chapter 07.
4 Mount the gas pipe (6) and tighten the connectors.
5 Connect the electrical connector (15).

17 - 9
 Fuel System 34SG-200241-01

17 - 10
 34SG-9701 Lubricating Oil System

18. Lubricating Oil System

18.1 General design

Normally, a wet sump system is used, but also dry sump systems can
be used.
The engine is provided with a lubricating oil pump (10) directly driven
by the pump gear at the free end of the crankshaft. In some installations
there is a separately driven stand-by pump in parallel. The pump sucks
oil from the engine oil sump and forces it through the lubricating oil
cooler (1) equipped with a thermostat valve (3) regulating the oil
temperature, through the lubricating oil main filters (4) to the main
distributing pipe (5) in the oil sump, through the hydraulic jacks (in
this respect acting as ordinary pipes) to the main bearings and through
bores in the connecting rods to the gudgeon pins (6) and piston cooling
spaces. Oil is led through separate pipes to other lubricating points like
camshaft bearings (7), valve tappets and valves, rocker arm bearings
(8) and valve mechanism gear wheel bearings and to oil nozzles for
lubricating and cooling. Part of the oil flows through a centrifugal filter
back to the oil sump. The oil sump is provided with a level switch
connected to the automatic alarm system.
The V-engine is not equipped with a built-on oil cooler nor a filter.
The dry sump system differs from the wet sump system only in that
the oil flows freely from the oil sump to a separate tank, and the pump
sucks the oil from this tank. (There is also the possibility to mount a
second oil pump directly driven by the engine for draining the oil sump
to a separate oil tank.)
The electrically driven prelubricating pump is a screw type pump
equipped with an overflow valve. The pump is used for:
• filling of the engine lubricating oil system before starting, e.g.
when the engine has been out of operation for a long time,
• continuous prelubrication of stopped engine(s) in a multi-engine
installation always when one of the engines is running,
In V-engines which have no built-on lubricating oil pump, the prelu-
brication should be arranged by means of an external pump.
The pressure in the distributing pipe (5) is regulated by a pressure
control valve (11) on the pump. The pressure can be adjusted by means
of a set screw (Fig 18-2, pos. 17) on the control valve. It is very important
to keep the correct pressure in order to provide efficient lubrication of
bearings and cooling of pistons. Normally, the pressure stays constant
after having been adjusted to the correct value.
A pressure transducer measuring the oil pressure before the engine
(in the engine distributing pipe). Transducer is used for measurement
of priming pressure, alarm and shut-down for low lube oil pressure (see
chapter 23.).
The pressure can rise above the nominal value when starting with
cold oil but will return to the normal value when the oil is heated

18 - 1
 Lubricating Oil System 34SG-9701

(chapter 01., section 01.2). The oil pressure and the oil temperature
before and after engine can be checked from the local display unit. An
alarm is set for for high lubricating oil temperature (see chapter 23.).
The oil filling opening (12) is located at the free end, and an oil dipstick
(13) is located at the middle of the engine.
Connections for a separator are provided on the oil sump at the free
end of the engine.
For taking oil sample a valve (15) is available after oil filter.

18.2 General maintenance

Use only high quality oils approved by the engine manufacturer
according to chapter 02., section 02.2.
Always keep a sufficient quantity of oil in the system. The oil dipstick
indicates the maximum and minimum limits between which the oil
level may vary. Keep the oil level near the max. mark and never allow
the level to go below the min. mark. The limits apply to the oil level in
a running engine. Add max. 10 % new oil at a time (see chapter 02.,
section 02.2). One side of the dipstick is graduated in centimeters. This
scale can be used when checking the lubricating oil consumption.
Change oil regularly at intervals determined by experience from the
installation concerned, see chapter 04. and 02., section 02.2.3.While the
oil is still warm, drain the oil system, also the oil cooler and filter. Clean
the crankcase and the oil sump with proper rags (not cotton waste).
Clean the main filter and the centrifugal filter. Change cartridges in
the main filter unless they have been changed recently.
Centrifuging of the oil is recommended, see chapter 02., section
02.2.3.

Utmost cleanliness should be observed when treating the lubricat-

ing oil system. Dirt, metal particles and similar may cause serious
bearing damage. When dismantling pipes or details from the sys-
tem, cover all openings with blank gaskets, tape or clean rags.
When storing and transporting oil, take care to prevent dirt and
foreign matters from entering the oil. When refilling oil, use a screen.

18 - 2
 34SG-9701 Lubricating Oil System

Lube oil system

8
1. Cooler
4. Lube oil filters
5. Distributing pipe
6. Gudgeon pin
7. Camshaft bearing
8. Rocker arm bearing 7
10. Lubricating oil pump
11. Pressure control valve 6
12. Filling opening
13. Oil dipstick
15. Oil sample valve
11

10

12 13 4 5

15

Fig 18-1 3218689601

18.3 Lubricating oil pump

18.3.1 Description

The pump is of the gear type, equipped with a built-on, combined

pressure regulating/safety valve. The pump has three pump gears
each, and the two-fold pressure and suction spaces are connected by
ducts in the pump cover, where the pressure control/safety valve is also
located. Identical bronze bearings are used. No outside lubrication is
required. The cover is sealed by an O-ring.

18 - 3
 Lubricating Oil System 34SG-9701

Lube oil pump

1. Screw
A
2. Gear wheel
3. Pressure plate
4. Screw
5. Grooves 2
6. Pin C C 20
7. Cylinder
9. Piston
3
10. Pipe
11. Sealing ring
X 4
12. Ball
13. Drain bore
14. Regulating piston
15. Spring retainer
16. Spring C
17. Screw
20. Conical ring elements
1

5 9 7 6 14 15

17

10 11 12 13 B 16

Fig 18-2 3218699601

18.3.2 Dismantling

1 Remove and inspect the regulating valve according to sec-

tion 18.4.
2 Loosen the screws (4) and remove the pressure plate (3), ac-
cording to Fig 18-2.
3 Pull off the gear wheel (2) without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The conical ring elements come loose together
with the gear wheel.)

Using an extractor will only damage the shaft (axial scratches).

18 - 4
34SG-9701 Lubricating Oil System

4 Withdraw the pump cover by using two of the fastening

screws (1) in the two threaded holes located in the cover.

18.3.3 Inspection

1 Check all parts for wear (chapter 06., section 06.2) and re-
place worn parts.
2 Remove worn bearings from the housing by driving them out
with a suitable mandrel, from the cover by machining.
3 Mount new bearings (freezing is recommended) so that the
bearings are three (3) mm below the cover and housing level (meas-
ure X = 3 mm), Fig 18-2 A. Be careful so that bearing lubrication
grooves (5) slide into the right position according to Fig 18-2 C.
4 Check the bearing diameter after mounting. Check the gear
wheel axial clearance (see chapter 06., section 06.2).

18.3.4 Assembling

1 Clean all details carefully before assembling. Check that the

O-ring in the cover is intact and in position.
2 Before re-installing the gear wheel, all contact surfaces should
be cleaned and oiled.
3 Re-install the conical ring elements (20).

Re-install the conical ring elements exactly as situated in Fig 18-3.

The conical ring elements should fall easily in place and must not jam.

4 Re-install the pressure plate.

5 Tighten the screws a little and check that the gear wheel is in
the right position.
6 Tighten the screws to torque according to chapter 07.
7 If the gear wheel (2) has been changed, check the backlash
after mounting the pump on the engine.

18 - 5
 Lubricating Oil System 34SG-9701

Mounting of gear wheel to oil pump

20
3. Pressure plate
4. Screw 3
20. Conical ring elements
4

V34

Fig 18-3 3218709601

18.4 Lubricating oil pressure regulating valve

and safety valve

18.4.1 Description

The pressure regulating valve is mounted on the lubricating oil pump and
regulates the oil pressure before the engine by returning the surplus oil
direct from the pressure side of the pump to the suction side.
The pipe (10), Fig 18-2, is connected to the engine distributing pipe,
where the pressure is kept constant in engines running at constant speed.
This pressure actuates the servo piston (9) and the force is transferred to
the regulating piston (14) through the pin (6). The spring (16) is tensioned
to balance this force at the required pressure. Thus the pressure is kept
constant in the distributing pipe, irrespective of the pressure in the
pressure side of the pump and of the pressure drop in the system. By
tensioning the spring (16) a higher oil pressure is obtained.
In engines which are running at varying speeds, the valve is arranged
to give a pressure depending on the speed, according to operating
pressures recommended at various speeds (chapter 01).
If, for some reason, the pressure should increase strongly in the
pressure pipe, e.g. due to clogged system, the ball (12) will open and
allow oil to pass to the servo piston (9), which will open the regulating
piston (14) by means of the pin (6).
The valve serves as a safety valve.

18 - 6
 34SG-9701 Lubricating Oil System

18.4.2 Maintenance

1 Dismantle all moving parts. Check them for wear and replace
worn or damaged parts by new ones.
2 Clean the valve carefully. Check that the draining bore (13)
is open.
3 Check that no details are jamming.

Do not forget copper sealing ring (11) when reassembling. If the

sealing’s are changed, check that the thickness is correct, (11) =
1.5 mm, as the thickness of these sealing’s influences the valve
function.

4 After reassembling, check that the piston (14) closes (especially

if some details have been replaced by new ones).

18.5 Cooler for lubricating oil

As the oil cooler can vary from one installation to another, this unit is
not described in detail in this manual. See separate instructions.

18.6 Thermostat valve

18.6.1 Description

The figure shows the valve in a closed position (left). When the
temperature exceeds the nominal value, the contents of the elements
(9) expand and force the valve unit (10) towards the seat (11), thus
passing part of the oil through the cooler. This movement continues
until the right temperature of the mixed oil is obtained. As the cooler
becomes dirtier, the temperature will rise a few degrees, which is quite
normal, because the valve needs a certain temperature rise for a certain
opening to increase the oil flow through the cooler.

18 - 7
 Lubricating Oil System 34SG-9701

Thermostatic valve for oil system

9. Element
10. Valve unit
11. Seat

11

10

Fig 18-4 3218648932

18.6.2 Maintenance

Normally, no service is required. Too low an oil temperature depends

on a defective thermostat. Too high a temperature may depend on
defective thermostat, although, in most cases, it depends on dirty
cooler.
Remove the elements by unscrewing the pipe after the valve and
opening the cover.
Check the element by heating it slowly in water. Check at which
temperatures the element starts opening and is fully open. The correct
values can be found in chapter 01.; the lower value for lube oil tempera-
ture is the opening temperature, the higher for the fully open valve.
Change the defective element. Check O-rings and change, if neces-
sary.

18.7 Lubricating oil main filter

18.7.1 Description

The V-engines can be provided with filters according to Fig 18-5. In

that case, 12V34SG has a filter consisting of three filter units connected
together. 16V34SG and 18V34SG have four filter units connected
together.
The filters are full-flow filters, i.e. the whole oil flow passes through

18 - 8
34SG-9701 Lubricating Oil System

the filter(s). Normally, all filter units should be in operation to provide

maximal filtration. When changing a cartridge during operation, one
filter half can occasionally be closed.
For the V-engine, the pin (12) on the cock (9) shows the direction of
the filter unit which is closed according to the table in Fig 18-5.

Lube oil filter for V-engine

1. Air screw 13 1 12 9
2. Paper cartridge
3. Cartridge 3
4. Guide
7
6. Cartridge end
7. By-pass valve
8. Drain plug
9. Cock
12. Pin
4
13. Nut
6

3 2 1
6
8
12-cylinder engines
E
D F

3 4
C A
B
Position Open Closed
A 2, 3, 4 1
B 1, 2, 3, 4
C 1, 3, 4 2
D 1, 2, 4 3
2 1
E 1, 2, 3, 4
F 1, 2, 3 4 16- and 18-cylinder engines

Fig 18-5 3218559045

The position of the valve (“position”), which filter units are in opera-
tion (“open”) and which one is closed (“closed”) are stated in the table.

18 - 9
 Lubricating Oil System 34SG-9701

The black field states the position of the pin (12). Position B indicates
normal operation with all filter units in service. Note that for 12V34SG
the filter unit 4 is missing.
The arrows in the figures show the flow through the filters. At first,
the oil flows through a cartridge (2), made of special paper, with a
nominal fineness of 15 µm, then through a cartridge (3) consisting of a
plated wire gauze around a perforated case. The wire gauze insert, with
a mesh of 63 µm, serves as a safety filter in case of failure or by-passing
of the paper insert.
The filters are provided with by-pass valves (7) over the paper
cartridges. The valves open when the pressure drop exceeds 2 - 3 bar.

The filter is provided with a combined visual indicator/electrical

switch connected to the automatic alarm system, which indicates high
pressure drop over the filter.

The paper cartridges should be changed as soon as possible if a

high pressure drop over the filter is indicated.

18.7.2 Changing of filter cartridges and cleaning of filter

Careful maintenance of the filter reduces engine wear. Change car-

tridges regularly (see chapter 04.) and, if the pressure drop indicator
gives alarm, as soon as possible.
As the useful life of the cartridge is, to a great extent, dependent on
load, lubricating oil quality, centrifuging and care of centrifugal filter,
experience from the installation concerned will give the most suitable
intervals between changes of cartridges.
Change of cartridges and cleaning should, if possible, be done during
stoppages. By closing one of the filter halves, the cartridge can, how-
ever, be changed during operation. As the load on the other cartridges
will increase, the change of cartridges should be carried out as fast as
possible.

Note! Release the pressure by opening the air vent screw (1) before the
drain plug (8) is opened.

1 Drain the filter. Open the air vent screw (1) and afterwards the
drain plug (8), and discharge oil through the plug (8). Do not refill
the system with drained oil because it is very dirty.
2 Open the complete cover.
3 Remove the paper cartridges (2) and wire gauze inserts (3).
On V-engine filters, open the nut (13).
4 Wash the wire gauze inserts in gas oil and check that they are
intact.

18 - 10
 34SG-9701 Lubricating Oil System

5 Clean and rinse the filter housing carefully with gas oil.
6 Change the paper cartridges. Paper cartridges cannot be
cleaned. Always keep a sufficient quantity of cartridges in stock.
7 Check that all gaskets are intact and in position, especially
gaskets against the cartridge ends (6).

Note! If the filter housing have been divided they must carefully be glued
together. New gaskets have to be used and glued to the filter
housings (both sides).

8 Check that the guide (4) slides into position when remounting
the wire gauze inserts and paper cartridges.

Note! Do not refill the system with drained oil because it is very dirty.

18.7.3 Cleaning of the filter by-pass valve

Normally, no regular maintenance is required for the by-pass valve (7),

but if malfunction is suspected, the by-pass valve should be cleaned.
1 Unscrew the plug, which is holding the by-pass valve slide. On
V-engines, remove the insert cover, unscrew the nuts and lift off the
flange to have access to the by-pass valve slide.
2 Withdraw the slide and wash it with clean diesel oil or similar.
If necessary, the slide can be brushed with a brass wire brush.
3 Clean the slide bore with a tube brush.
4 Grease the slide and check that it moves easily in the bore.
5 Assemble the safety valve.

Note! Handle the slide carefully. The fingers in the end of the slide are
easily damaged.

18.8 Centrifugal filter

18.8.1 Description

A by-pass filter of the centrifugal type is provided as a complement to

the main filter. For V-engines two identical filters are used.

18 - 11
 Lubricating Oil System 34SG-9701

The filter comprises a housing (7) containing a hardened steel spindle

(2) on which a dynamically balanced rotor unit (3) is free to rotate. Oil
flows through the housing, up the central spindle into the rotor.
The rotor comprises two compartments, a cleaning chamber and a
driving chamber. Oil flows from the central tube (4) into the upper part
of the rotor, where it is subject to a high centrifugal force. The dirt is
deposited on the walls of the rotor in the form of heavy sludge.
The oil then passes from the cleaning compartment into the driving
compartment formed by the stand-tube (13) and the lower part of the
rotor, which carries two driving nozzles (6). The passage of the clean
oil through the nozzles provides a driving torque to the rotor and the
oil returns through the filter housing to the engine oil sump.

18.8.2 Cleaning

It is very important to clean the filter regularly (chapter 04.) as it

collects considerable quantities of dirt. A clean centrifugal filter un-
loads the main filter, which gives longer lifetime for the paper car-
tridges.
If it is found that the filter has collected the maximum quantity of
dirt (corresponds to an 18 mm thick layer) at the recommended clean-
ing intervals, it should be cleaned more frequently.
Clean the filter as follows, the engine running, by closing the valve
on the oil delivery pipe to the filter:
1 Slacken off the nut on the filter cover clamp (14), unscrew the
cover nut (1) and lift off the filter body cover (8).
2 Withdraw the rotor assembly from the spindle (2) and drain
oil from the nozzles before removing the rotor from the filter body.
Hold the rotor body and unscrew the rotor cover jacking nut (9), then
separate the rotor cover from the rotor body.
3 Remove the washer (10) and stand tube (13).
4 Remove sludge from the inside of the rotor cover and body by
means of a wooden spatula or a suitably shaped piece of wood.
5 Clean the stand tube.
6 Wash all details, for example in gas oil.
7 Clean out the nozzles with brass wire and compressed air.
Examine the top and bottom bearings in the tube assembly to ensure
that they are free from damage of excessive wear. Examine the
O-ring (15) for damage. Renew, if necessary.
8 Reassemble the rotor complete, align the location pins and
tighten the rotor cover jacking nut (9), tightening torque = 100 Nm.

18 - 12
34SG-9701 Lubricating Oil System

Centrifugal filter

1. Cover nut 1
2. Spindle
3. Rotor unit 2
16
4. Central tube
6. Driving nozzle
7. Housing 10 3
8. Body cover
9. Jacking nut
8 4
10. Washer
13. Stand-tube
14. Cover clamp 9 15
15. O-ring
16. O-ring

13

14

Fig 18-6 3218608932

Over tightening of the rotor cover jacking nut can lead to rotor
imbalance, which will effect filter performance.

9 Examine the spindle journals to ensure that they are free from
damage or excessive wear. Examine the O-ring (16) for damage.
Renew, if necessary.
10 Reassemble the filter complete, checking that the rotor as-
sembly is free to rotate, then replace the filter body cover. Tighten
the cover nut and secure the filter cover clamp.

18 - 13
 Lubricating Oil System 34SG-9701

18.9 Prelubricating pump

18.9.1 Description

The pump is of the screw type, driven by an electric motor. The pump
is provided with an adjustable pressure control valve (15), Fig 18-7.
The pressure should be limited to the min. value, about 2 bar, by
unscrewing the adjusting screw (14) to the end position in order to
prevent the electric motor from being overloaded when running with
very cold oil.
The mechanical type shaft seal consists of two plane sealing surfaces
facing each other — one of them (8) rotating with the shaft and the
other one (6) being stationary.

18.9.2 General maintenance

See the manual of the manufacturer. Normally, no regular mainte-

nance is required. After three to six years the shaft seal may have to
be replaced due to ageing. Oil leaking out of the opening (5) indicates
that the shaft seal is defective and has to be changed.
Take care not to damage the sealing ring faces. A slight scratch may
disturb the sealing function. The rotating coal ring (8) is very fragile.
Avoid touching sealing faces with fingers.

18.9.3 Dismantling

1 Loosen the pipes and fastening screws (9) and withdraw the
pump.
2 Draw the coupling half (1) off the shaft.
3 Remove the front plate (10) together with the drive screw (2)
and the shaft seal. Place the front plate on two rods, the shaft journal
turned upwards.
4 Remove the drive screw locking ring (3). Give the shaft jour-
nal a few blows with a plastic hammer until the screw is disengaged
from the ball bearing. Take care not to damage the screw by
dropping it on the work bench.
5 Remove the sealing ring (8).
6 Force the sealing unit (13) off the drive screw (2). Pressing
force may be relatively strong due to the rubber bellows.
7 Tap the stationary sealing ring (6) with the O-ring out of the
front plate by using a mandrel.
8 To remove the ball bearing (4) from the front plate, remove
first the locking ring.

18 - 14
34SG-9701 Lubricating Oil System

Note! Always clean the ball bearing in fresh gas oil. Protect the bearing
when the pump parts are being cleaned as the used washing liquid
contains dirt particles that may damage the bearing.

Prelubricating pump

1. Coupling half
2. Drive screw
3. Locking ring
4. Ball bearing
5. Opening
6. Sealing ring
7. O-ring
8. Sealing ring
9. Screw
10. Front plate
11. Pin
12. O-ring
13. Sealing unit
14. Adjusting screw
15. Control valve
16. Gasket

3 1

4 10

13
9
16
5
12

6 7

8 11

14

15

Fig 18-7 3218578932

18 - 15
 Lubricating Oil System 34SG-9701

18.9.4 Reassembly

The reassembly is performed in the reversed order.

1 Remount the ball bearing in the front plate, the protective
washer turned outwards. Lock with the locking ring.
2 Oil the O-ring (7). Insert the stationary sealing ring (6) in the
front plate. Take care not to damage the sealing faces and that the
ring enters the pin (11).
3 Clean the drive screw carefully and enter the sealing unit
(13) without the coal ring on to the shaft. Take care that the rubber
bellows are pressed against the seal spring, supporting washer.
Keep the seal in this position for a moment to enable the bellows to
fix. A drop of lubricating oil on the drive screw shaft will facilitate
reassembly.
4 Put the coal ring into position, the smaller sealing face up-
wards and the grooves matching the marks.
5 Place the front plate (10) over the drive screw shaft journal.
6 Force the ball bearing inner ring against its shoulder on the
drive screw. Use a suitable sleeve matching the bearing inner ring.
7 Lock with the ring (3).
8 Install the end plate unit and screw the set in the pump hous-
ing. Do not forget the O-ring (12) which seals between the pump
housing and the front plate. Fill the ball bearing with grease.
9 Install the coupling half (1) on the pump shaft and fasten the
pump to the bracket. Check that the clearance between the coupling
halves is 2 mm.
10 If the electric motor has been disconnected or changed,
check that it rotates in the right direction by switching on a few
times.

18 - 16
 34SG-9501 Cooling Water System, V-engines

19. Cooling Water System, V-engines

19.1 Description

19.1.1 General

The engine is cooled by a closed circuit cooling water system, divided

into a high temperature circuit (HT) and a low temperature circuit (LT).
The cooling water is cooled in a separate central cooler.

Cooling water system

1 2 3 4 6
1. Expansion tank
2. Venting box
3. Alarm switch
4. Alarm switch
5. Manometer
6. Manometer 7
7. Charge air cooler 5
11
8. LT-water pump 9
9. HT-water pump 8
10. LT-temperature control valve A
B
11. HT-temperature control valve
12. Heater C
13. Pump
14. Central cooler
13
15. Lube oil cooler A
B C 10 15 12

14

Fig 19-1 3219519045

19 - 1
 Cooling Water System, V-engines 34SG-9501

19.1.2 HT circuit

The HT circuit cools the cylinders, cylinder heads and the turbocharg-
ers.
A centrifugal pump (9) pumps the water through the HT circuit. From
the pump the water flows to the distributing duct, cast in the engine
block (in V-engines the water is distributed to the distributing ducts of
each cylinder bank through ducts cast into the pump cover at the free
end of the engine). From the distributing ducts the water flows to the
cylinder water jackets, further through connection pieces to the cylin-
der heads where it is forced by the intermediate deck to flow along the
flame plate, around the valves to the exhaust valve seats, efficiently
cooling all these components. From the cylinder head the water flows
through a connection piece to the collecting pipe, further to the tem-
perature control valve maintaining the temperature at the right level.
Parallel to the flow to the cylinders, part of the water flows to the
turbochargers.

19.1.3 LT circuit

The LT circuit consists of a charge air cooler (7) and a lube oil cooler
(15), not mounted on the engine, through which a pump (8), identical
to the HT pump, pumps the water. The circuit temperature is controlled
by a temperature control valve (10), not mounted on the engine. The
necessary cooling is gained from the central cooler (14). The system
outside the engine can vary from one installation to another.

19.1.4 Venting and pressure control

The collecting pipes from the cylinder and turbocharger cooling system
are connected to a box (2) for venting of the system. From this box the
vent pipe leads to the expansion tank (1) from which the expansion
pipe is connected to the inlet pipe of the pumps (8 and 9). A static
pressure of 0.7...1.5 bar is required before the pumps. If the expansion
tank cannot be located high enough to provide this pressure, the system
is to be pressurized.

19.1.5 Preheating

For preheating of the circuit, a heater circuit with the pump (13) and
heater (12) are connected in the HT circuit before the engine. The
non-return valves in the circuit force the water to flow in the right
direction.
Before start, the HT circuit is heated up to 70...80°C by a separate
heater.

19 - 2
 34SG-9501 Cooling Water System, V-engines

19.1.6 Monitoring

The temperatures mentioned in chapter 01., section 01.2, should not

be exceeded.
Ht and LT pressures after the pumps can be checked from the local
display unit. The pressures depend on the speed and the installation.
Alarms are set for low HT and LT pressure and for high HT water outlet
after the engine. Guidance values, see chapter 01., section 01.2.
The HT water outlet after the engine is provided with an alarm switch
(3) and a stop switch. Main engines are provided with alarm switches
for low HT and LT pressure.
For further information, see chapter 23.

19.2 Maintenance

19.2.1 General

The installation — including expansion, venting, preheating, pressur-

izing — should be carried out strictly according to the instructions of
the engine manufacturer to obtain correct and troublefree service.
The cooling water should be treated according to the recommenda-
tions in chapter 02., section 02.3, to prevent corrosion and deposits.
If risk of frost occurs, drain all cooling water spaces. Avoid changing
the cooling water. Save the discharged water and use it again.

19.2.2 Cleaning

In completely closed systems the fouling will be minimal if the cooling

water is treated according to our instructions in chapter 02., section
02.3. Depending on the cooling water quality and the efficiency of the
treatment, the cooling water spaces will foul more or less in the course
of time. Deposits on cylinder liners, cylinder heads and cooler stacks
should be removed as they may disturb the heat transfer to the cooling
water and thus cause serious damage.
The need of cleaning should be examined, especially during the first
year of operation. This may be done through one of the plugs in the
engine block or by overhauling a cylinder liner and checking for fouling
and deposits on liner and block. The cylinder head cooling water spaces
may be checked by opening the lower large plugs on the sides of the
cylinder heads. The turbochargers can be checked through the covers
of the water space and the coolers by removing the water boxes of the
inlet water.
The deposits can be of the most various structures and consistencies.
In principle, they can be removed mechanically and/or chemically as

19 - 3
 Cooling Water System, V-engines 34SG-9501

described below. More detailed instructions for cleaning of coolers are

stated in chapter 18., section 18.5.
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid particles
which can be brushed and rinsed off with water.
On places where the accessibility is good, e.g. cylinder liners, me-
chanical cleaning of considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with a
subsequent mechanical cleaning as the deposits may have dissolved
during the chemical treatment without having come loose.
b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned
chemically. At times, degreasing of the water spaces may be necessary
if the deposits seem to be greasy (see chapter 18., section 18.5).
Deposits consisting of primarily limestone can be easily removed
when treated with an acid solution. Contrarily, deposits consisting of
calcium sulphate and silicates may be hard to remove chemically. The
treatment may, however, have a certain dissolving effect which enables
the deposits to be brushed off if there is only access.
On the market there are a lot of suitable agents on acid base (supplied
e.g. by the companies mentioned in chapter 02., section 02.3).
The cleaning agents should contain additives (inhibitors) to prevent
corrosion of the metal surfaces. Always follow the manufacturer’s
instructions to obtain the best result.
After treatment, rinse carefully to remove cleaning agent residuals.
Brush surfaces, if possible. Rinse again with water and further with a
sodium solution of 5 % to neutralize possible acid residuals.

19.3 Water pump

19.3.1 Description

The water pump is a centrifugal pump and is driven by the gear

mechanism at the free end of the engine. The shaft is made of stainless
steel, the impeller and the sealing ring of bronze and the remaining
details of cast iron.
The shaft is mounted in two ball bearings (13) and (15), which are
lubricated by oil entering through the pipe fitting (27). The radial seal
(12) prevents the oil from leaking out and, at the same time, dirt and
leak water from entering. Also the slinger (11) assists in this.
The gear wheel (17) is fastened to the shaft by conical ring elements
(25). When the screws (18) are tightened, the rings exert a pressure
between the gear wheel and the shaft. Due to the friction, the power
from the gear wheel is transmitted to the pump shaft.
The water side of the pump is provided with a mechanical shaft seal.
The ring (3) rotates along with the shaft and seals against it with a
protection seal (4) fixed to the ring. The spring (5) presses the rotating

19 - 4
34SG-9501 Cooling Water System, V-engines

ring against a fixed ring (2) which seals against the housing by means
of its rubber coat. Possible leak-off water from the sealing can flow out
through the opening (9).

Cooling water pump

1. Rear plate
2. Fixed ring
3. Ring 11 10 27
4. Protection seal 1
5. Spring
6. Screw 2 26 13 14 15 16 17
7. Impeller
8. O-ring 3 18
9. Opening
10. Nut
4
11. Slinger
5
12. Radial seal
13. Ball bearing
6 19
14. Opening
15. Ball bearing 25
7
16. Bearing retainer
17. Gear wheel
8
18. Screw
19. Pressure plate
25. Conical ring elements
26. Locking screw
27. Pipe fitting 9 12

Fig 19-2 3219538935

19.3.2 Maintenance

Check the pump at intervals according to the recommendations in

chapter 04. or, if water and oil leakage occurs, immediately.
a) Disassembling and assembling of impeller
1 Remove the volute casing by loosening the nuts (10).
2 Loosen the fastening screws (6).
3 Pull off the impeller by using the tool 32.83H01.
4 When re-assembling the impeller, coat the threads with Loc-
tite 242 and tighten the nut to torque, see chapter 07.

19 - 5
 Cooling Water System, V-engines 34SG-9501

5 Check that the O-ring (8) is intact and in position when re-in-
stalling the volute casing. Check that the volute casing is in position.
The opening (14) should be turned upwards when the pump is
installed.

If the bearing housing is turned wrongly, the bearings will be left

without lubrication. Before mounting the pump on the engine, fill up
the bearing housing with oil until oil flows out through the draining
holes.

b) Disassembling and assembling of mechanical seal

1 Remove the impeller according to pos. a) above.
2 Carefully dismantle all seal details. Sealing rings are very
fragile.
3 Take particular care not to damage sealing surfaces as a slight
scratch may disturb the sealing function.
4 Replace the complete seal if it is leaky, if sealing faces are
corroded, uneven or worn. Avoid touching the sealing faces with
fingers.
5 Reassemble the details in proper order and install the impel-
ler according to pos. a) above
c) Replacing of bearings
1 Remove the pump from the engine.
2 Disassemble the impeller and mechanical seal according to
pos. a) and b) above.
3 Remove the rear plate (1) by undoing the screws (10).
4 Loosen the screws (18) and remove the pressure plate (19).
5 Pull off the gear wheel without using any tool. If the gear
wheel does not come loose, a few strokes with a non-recoiling
hammer will help. (The conical ring elements come loose together
with the gear wheel.)

Using an extractor will only damage the shaft (axial scratches).

6 Loosen the bearing retainer (16) and the slinger.

7 Remove the locking screws (26) and mount three hexagon
screws into the holes. Tighten the screws until the bearings come
loose from the housing. Remove the shaft and bearings.

19 - 6
34SG-9501 Cooling Water System, V-engines

8 Check the seal (12) and the bearings for wear and damage, see
pos. d) below.
9 Remove the bearings from the shaft.
10 Press the new bearing (13) by its inner ring with a suitable
pipe.
11 Before fitting the bearing, oil the collar.
12 Turn the shaft according to Fig 19-3.
13 Fit the distance ring and oil the collar.
14 Press the bearing (15) by its inner ring with a suitable pipe.
See Fig 19-3.
15 Turn the bearing housing according to Fig 19-3 and oil the
outer surfaces of the bearings. Press the shaft into the housing by
both the inner and outer ring of the bearing (15) with a suitable pipe.

Mounting of bearings

F F
F Pipe 1 Pipe 2 Pipe 3

Pipe 2 Pipe 1

A B C

Fig 19-3 3219568935

16 Fit the bearing retainer (16).

17 The axial clearance of the shaft should be 0.05...0.10 mm. If
necessary, use shims between the bearing (15) and the retainer (16).
18 Before re-installing the gear wheel, all contact surfaces
should be cleaned and oiled.
19 Re-install the gear wheel.

19 - 7
 Cooling Water System, V-engines 34SG-9501

20 Re-install the conical ring elements (25).

Re-install the ring elements exactly as situated in Fig 19-4.

Mounting of gear wheel to water pump

16 17 25 19 18
16. Bearing retainer
17. Gear wheel
18. Screw
19. Pressure plate
25. Conical ring elements

Fig 19-4 3219608935

The conical ring elements should fall easily in place and must not
jam.

21 Re-install the pressure plate and the screws.

22 Tighten the screws a little and check that the gear wheel is in
the right position.
23 Tighten the screws to torque according to chapter 07.
24 Re-install the seal (12), see pos. d) below.
25 Mount the slinger (11) and the rear plate (1).
26 Re-install the mechanical seal, impeller and volute casing
according to pos. a) and b) above.

19 - 8
 34SG-9501 Cooling Water System, V-engines

d) Replacing of radial seal

This will be most easily done at the same time as replacing the bearings.
If, for some reason, the seal is leaky and there is no need to change the
bearing, proceed as follows:
1 Remove the volute casing and mechanical seal according to
pos. a) and b) above as well as the rear plate (1).
2 Remove the slinger (11). Take care not to deform the ring.
3 Remove the seal (12) by prying (damaging) without scratch-
ing the shaft. In connection with bearing changes the seal can easily
be driven out axially.
4 Inspect the shaft. In case the seal has worn the shaft by more
than 0.5 mm radially, the shaft should be replaced according to pos.
c) above.
5 Oil the new seal and press it in until it levels with the bearing
housing.
6 Mount the slinger (11) and the rear plate (1).
7 Install the mechanical seal, impeller and the volute casing
according to pos. a) and b) above.

19.4 Temperature control system

19.4.1 General description

The LT and HT circuits are equipped with temperature control valves.

Temperature ranges according to chapter 01., section 01.2. The valves
are normally mounted outside of the engine.

19.4.2 LT and HT thermostatic valve

The thermostatic valve is equipped with positive three-way valve

action in which the water is positively made to flow in the direction
required. When the engine is started up and is cold, the thermostatic
valve causes all of the water to be positively by-passed back into the
engine, thus providing the quickest warm-up period possible. After
warm up, the correct amount of water is by-passed and automatically
mixed with the cold water returning from the heat exchanger or other
cooling device to produce the desired water outlet temperature. If ever
required, the thermostatic valve will shut off positively on the by-pass
line for maximum cooling. The three-way action of the valve allows a
constant water flow through the pump and engine at all times with no
pump restriction when the engine is cold.
No adjustments are ever required on the thermostatic valve. The
temperature is permanently set at the factory. The temperature can

19 - 9
 Cooling Water System, V-engines 34SG-9501

be changed only by changing temperature element assemblies which

is easily accomplished by unscrewing the housing. The valve is entirely
self-contained, and there are no external bulbs or lines to become
damaged or broken. There are no packing glands to tighten and no
parts to oil.

Water flow in thermostatic valve

WARM ENGINE COLD ENGINE

C B
To cooler By-pass

A A
From engine From engine

Fig 19-5 3219669250

The power creating medium utilizes the expansion of the element

contents (9), which remains in a semi-solid form and is highly sensitive
to temperature changes. Most of the expansion takes place during the
melting period of approximately two minutes over a temperature
change of approximately 8.5°C.
The thermostatic valve is provided with two or more elements (10),
depending of the engine size. If failure of one element occurs, the
remaining elements will take over with only a slight change in operat-
ing temperature. Since flow is diverted either to by-pass or heat
exchanger, failure of an element would cause no change in pressure
drop.
The contents of the elements (9) has an almost infinite force when
heated and is positively sealed. When the elements are heated, this
force is transmitted to the piston thus moving the sliding valve towards
the seat (11) to the by-pass closed position. This force is opposed by a
high spring force, which moves the sliding valve to the heat exchanger
closed position when the elements are cooled. The high force available
on heating is the basis of the fail safe feature in which failure of the
element would cause the engine to run cold.
The HT thermostatic valve in main engine installations are provided
with a possibility for manual override.

19 - 10
34SG-9501 Cooling Water System, V-engines

Cooling water thermostatic valve

9. Content of the element 11

10. Element
11. Seat 10

C B
To cooler By-pass

9
A
From engine

Fig 19-6 3219679250

19.4.3 Maintenance

Normally, no service is required. Too low a water temperature depends

on a defective thermostat, too high a temperature may depend on a
defective thermostat, although, in most cases, it depends on a dirty
cooler.
1 Remove the elements by unscrewing the pipe before the valve
and opening the cover.
2 Check the element by heating it slowly in water. Check at
which temperatures the element starts opening and is fully open.
The correct values can be found in chapter 01.; the lower value for
the water temperature is the opening temperature, the higher for
the fully open valve.
3 Change the defective element. Check sealings and replace,
if necessary.

19 - 11
 Cooling Water System, V-engines 34SG-9501

19 - 12
 34SG-9701/II Exhaust System

20. Exhaust System

20.1 Description
The exhaust pipes are cast of special alloy nodular cast iron, with
separate sections for each cylinder, fixed by clamp rings (1). Metal
bellows of multiply type absorb the heat expansion.
The complete exhaust system is enclosed by an insulation box built
up of sandwich steel sheet. Sensors for measuring of the temperatures
after each cylinder as well as before and after the turbocharger are
mounted.

Exhaust system V-engine

1. Clamp ring
2. Sheet 2
2

Fig 20-1 3220599548

20.2 Change of expansion bellows

1 Remove necessary sheets on the insulation box. On V-engine

the sheets (2) on the top, see Fig 20-1.
2 Remove the screws (3) of the flange connection and re-
move the expansion bellows, see Fig 20-2.
3 Check that the exhaust pipe flanges are parallel and posi-
tioned on the same centre line to avoid lateral forces on the bellows.

20 - 1
 Exhaust System 34SG-9701/II

Exhaust system

3. Screw 3

Fig 20-2 3220619720

20 - 2
 34SG-200407-05 Starting Air System

21. Starting Air System

21.1 Description
The starting air supply pressure to the starting system is 20¼30 bar.
The starting air pressure at the inlet to the starting motor is 8¼10 bar.
The starting air supply pressure can be checked from the local display
unit.
The solenoid valve (4) can be operated by the push button for cranking
the engine.
As a precaution the engine cannot be started when the turning gear
is engaged. Control air to the air starter is led through a blocking valve
(2), mechanically blocked when the turning gear is engaged, thus
preventing start.

Starting air and pneumatic system

1. Turbine starter
1 STARTER SYSTEM
2. Blocking valve
3. Pressure regulator
4. Solenoid valve 6
6. Wastegate valve 1
7. Safety valve
8. Starter valve
10. Solenoid valve 7
11. I/P converter
301 Starting air inlet PT PA
8
303 Control air inlet PA
311

3 11
I/P
2

PA PT
301

ENGINE

301 303 10

Fig 21-1 3221680407

21 - 1
 Starting Air System 34SG-200407-05

21.2 Starting device

21.2.1 Description

The engine is provided with two air starters of turbine type. They are
air operated, turbine driven, pre-engage starter drives and they are
designed for operation with compressed air only. Small amounts of
foreign matter or liquid in the air stream will normally not adversely
affect the starter and no lubrication is required in the supply air. The
air starter can be grouped into five basic segments:
· Housing exhaust cover,
· Motor housing,
· Intermediate gear case,
· Gear case,
· Drive housing.
When the engine has reached a speed of 120 RPM the current is
disconnected by the WECS system, and the air starter will be disen-
gaged automatically.

Warning! Do not operate the starter with compressed air unless it is properly
attached to the engine and will engage the flywheel.

A valve prevents starting with engaged turning device.

21.2.2 Disassembly

Mark each section of the starter for reference during assembly. Note
the location of the long male elbow in the nozzle/valve seat and that
the control line access hole in the containment ring and the port in the
nozzle/valve seat must line up when reassembled. Mark the turbine
rotor and note its direction of rotation.
Have a complete set of O-rings, seals, screws and other hardware
available for assembly.

Note Do not wash bearing or the starter drive in cleaning solvents.

1 Do not disassemble the starter any further than necessary to

replace worn or damaged parts.
2 When grasping a part in a vise, always use leather-covered or
copper-covered vise jaws to protect the surface of the part and help
prevent distortion. This is particularly true of threaded members.

21 - 2
34SG-200407-05 Starting Air System

Air starter

11. Housing exhaust cover 11 12 13 14 15

12. Motor housing
13. Intermediate gear cover
14. Gear case
15. Drive housing

Fig 21-2 3221639601

3 Do not remove any part which is a press fit in or on a sub

assembly unless the removal of that part is necessary for replace-
ment or repairs.
4 Always have a complete set of seals and O-rings on hand
before starting any overhaul of the starter. Always renew old seals
and gaskets.
5 Always mark adjacent parts on the housing exhaust cover
(11), motor housing (12), intermediate gear case (13), gear case (14)
and drive housing (15) so these members can be located in the same
relative position when the starter is reassembled.
6 Do not press any needle bearing from a part unless you have
a new needle bearing on hand for installation. Needle bearings are
always damaged during the removal process.

21.2.3 Cleaning and inspection

1 Degrease all metal parts except bearings and the starter

drive using commercially approved solvents.
2 Dry parts thoroughly.

Caution! Never wash the starter drive or shielded bearings in cleaning sol-
vents.

21 - 3
 Starting Air System 34SG-200407-05

3 Clean aluminum parts using a cleaning solution, soak for five

minutes. Remove parts, rinse in hot water, and dry thoroughly.
4 Clean corroded steel parts with commercially approved
stripper.
5 Clean corroded aluminum parts by cleaning as stated above
and then immersing the parts in a chromic-nitric-phosphoric acid
pickle solution. Rinse in hot water and dry thoroughly.
6 Check for acceptable condition of parts.
7 Check all threaded parts for galled, crossed, stripped, or bro-
ken threads.
8 Check all parts for cracks, corrosion, distortion, scoring, or
general damage.
9 Check the splash deflector and retaining spring for wear.
10 Check all bearing bores for wear and scoring. Bearing bores
shall be free of scoring lines.
11 Check gear teeth for wear. If wear is apparent, check gear
teeth dimensions.

21.2.4 Assembly

1 Always press on the inner ring of a ball-type bearing when in-

stalling the bearing on a shaft.
2 Always press on the outer ring of a ball-type bearing when
pressing the bearing into a bearing recess.
3 Whenever grasping a starter or part in a vise, always use
leather-covered or copper-covered vise jaws. Take extra care with
threaded parts or housings.
4 Except for bearings, always clean every part and wipe every
part with a thin film of oil before installation.
5 Check every bearing for roughness. If an open bearing must
be cleaned, wash it thoroughly in a suitable cleaning solution and
dry with a clean cloth. sealed or shielded bearings should never be
cleaned. Work grease thoroughly into every open bearing before
installation.
6 Apply a film of O-ring lubricant to all O-rings before final as-
sembly.
7 Unless otherwise noted, always press on the stamped end of
a needle bearing when inswag the needle bearing in a recess. Use a
bearing inserting tool.

All screw threads are treated at the factory with a fastener retention
compound. Every screw, 1 inch diameter or larger, must have a drop
of Loctite 290 applied to the threads before being re-used, screws

21 - 4
 34SG-200407-05 Starting Air System

smaller than 1 inch diameter must have a drop of Loctite 222 applied
to the threads.

Note! See also chapter 08.2 Trouble shooting for air starter.

21.3 Starting air vessel and piping

An oil and water separator should be located in the feed pipe (see
installation specific instruction), between the compressor and the
starting air vessel. At the lowest position of the piping there should be
a drain valve.
Drain the starting air vessel from condensate through the drain valve
before starting.
The piping between the air vessels and the engines should be care-
fully cleaned when installing. Also later on they should be kept free
from dirt, oil and condensate.
The starting air vessels should be inspected and cleaned regularly. If
possible, they should then be coated with a suitable anti-corrosive
agent. Let them dry long enough.
At the same time, inspect the valves of the starting air vessels. Too
strong tightening may result in damages on the seats, which in turn
cause leakage. Leaky and worn valves, including safety valves, should
be reground. Test the safety valves with pressure.

21.4 Pneumatic system

21.4.1 General description

The engine is equipped with a pneumatic system for control of the

wastegate valve. The control is described in chapter 23. The system
includes a shut-off valve and an I/P-converter, see Fig 21-3.

21.5 Maintenance
The system is built up of high class components. Usually it requires no
other maintenance than check of function.

21.5.1 Maintenance

The components requires no maintenance. Should there be malfunc-

tion, change the complete component.

21 - 5
 Starting Air System 34SG-200407-05

Pneumatic components

Solenoid valve I/P converter

Fig 21-3 3221699934

21 - 6
34-9701 Control Mechanism

22. Control Mechanism

22.1 General
The SG engine does not have any injection pumps and due to that the
engine is not equipped with any speed governor, control shafts or
mechanical overspeed trip device.

1
Control Mechanism
 34SG-200408-01 WECS 3000

23. WECS 3000

23.1 General
This chapter describes the functionality of the WECS 3000 (Wärtsilä
Engine Control System) engine control and monitoring system.

23.2 System configuration

This section describes the different main components in the WECS
3000 engine control & monitoring system and how they communicate
with each other and external systems.

23.2.1 General

The WECS 3000 is a physically distributed system. The system consists

of four types of units located at different positions on the engine. All
units can communicate with each other over the CAN-bus (in case of
SMU’s, polling over a RS-485 serial link is provided). See 23.4.1.

Main components in the WECS 3000

Sensors CCU
connected to - Cylinder Control
SMU or DCU Unit MCU Cabinet
- MCU - Main Control Unit
- LDU - Local Display Unit
- Overspeed Trip Module

DCU Profibus
- Distributed Control to external
Unit systems

SMU KDU
- Sensor Multiplexer - Knock Detection
Unit Unit

Fig 23-1 3223889601

23 - 1
 WECS 3000 34SG-200408-01

There are four different types of units communicating with each other.
These are:
· MCU Main Control Unit
· CCU Cylinder Control Unit
· KDU Knock Detection Unit
· DCU Distributed Control Unit
· SMU Sensor Multiplexer Unit
There is one MCU on each engine, and this unit is mounted in a
resiliently mounted cabinet situated at the flywheel end of the engine.
The CCU’s, DCU’s and SMU’s are mounted at various locations on the
engine close to the sensors/actuators they are monitoring/controlling.
The MCU is the master in the system, controlling references for
ignition, gas pressure, gas injection timing and duration. It also han-
dles tasks as the speed/load control, charge air control, start sequences,
safety, monitoring etc. The MCU handles bus communication with
external systems as well as digital and analogous input and output
signals.
The CCU units handle all cylinder related control and monitoring
such as ignition and gas injection to the precombustion chamber and
main chamber and measures also the exhaust gas and cylinder liner
temperatures. The CCU activates the ignition module and gas admis-
sion solenoid valves according to the timing and duration references
received from the MCU. The engine angular position and speed is
calculated in the CCU. For this calculation it uses the pulses received
from a rotary encoder attached to the camshaft. One CCU unit is
designed for controlling and monitoring two cylinders.
The KDU is used to measure the “knock” signals from accelerometers
mounted on each cylinder head. The KDU filtrates, amplifies and
converts these signals to digital information and sends it over the
CAN-bus to the MCU for further processing. One KDU is designed to
handle up to nine cylinders.
The DCU/SMU units are used for measuring purposes. They convert
different types of sensor signals to digital information which is sent
over a network to the MCU for further processing.

23.3 Speed measuring

This section describes how the engine and turbocharger speeds are
measured.

23.3.1 Engine speed measuring

The engine speed measuring units on WECS 3000 receive signals from
two different types of sensors. A rotary encoder connected to the
camshaft is the master unit. The rotary encoder is used to calculate
engine angular position as well as engine speed. The other speed sensor
is an inductive proximity switch installed at the camshaft gear. This
speed sensor is used as a redundant overspeed protection device. The

23 - 2
34SG-200408-01 WECS 3000

speed measured from the rotary encoder is compared with the speed
signal from the inductive proximity switch in the MCU. A shutdown is
activated if a deviation in speed signals is over 50 rpm. Refer to section
23.7.3 for shutdowns.

Engine speed measuring

SMU3-2
Turbo A
Speed pick-up

CAN Profibus - Speed reference

MCU
- Engine speed (pick-up)
Turbo B - Engine speed (encoder)
Speed pick-up - Turbo A speed
- Turbo B speed

CCU1-10 OTM
Camshaft
rotary encoder

Engine
speed pick-up

Fig 23-2 3223899601

23.3.1.1 Rotary encoder on camshaft

The rotary encoder on the camshaft is an optical incremental encoder
with marker pulse. The encoder has two signal outputs. One which
provide 900 pulses/camshaft revolution and the other one providing
one synchronization pulse per camshaft revolution. One revolution on
camshaft is the same as two on the crankshaft. This gives an resolution
of 450 pulses/rev on crankshaft, i.e. 0.8° crankangle /encoder pulse.
The encoder is supplied from a 24 VDC supply source. The output
circuit is protected against short circuiting and reverse polarity.
The encoders output signals (speed pulse train and sync. pulse) are
connected to each CCU on the engine (hard wired). The encoder output
signals are galvanically separated from the CCU electronic circuits via
an optocoupler circuit in the input stage on each CCU I/O board. Each
CCU calculates the engine speed derived from the encoders speed pulse
train and transmit it via the CAN bus to the MCU. If any of the CCU’s
is transmitting a deviating speed value over CAN, a shutdown will
occur.

23 - 3
 WECS 3000 34SG-200408-01

Rotary encoder. Layout and signal definition

TDC cyl. 1

Supply voltage: +24 VDC

Ground: 0 VDC
Sync pulse: 1 pulse/rev
Pulse train: 900 pulses/rev 1 cycle

Fig 23-3 3223909601

The rotary encoder is mechanically adjusted to give the synchroniza-

tion pulse when piston number A1 is in Top Dead Centre (TDC) position
at power stroke. This pulse is then used to synchronize the ignition and
the gas admission valve timing for all cylinders.
The MCU supervises that the encoder gives 900 pulses/rev. Alarm or
emergency stop is activated if the amount of pulses during one revolu-
tion deviates more than a predefined number of pulses from 900 pulses.
Alarm and emergency stop limits are defined under section 23.7.4.

23.3.1.2 Engine speed pick-up

The engine speed measured with this pick-up is used for redundant
engine overspeed protection purposes, and also to verify the engine
speed signal from the rotary encoder on the camshaft. The sensor is an
inductive proximity switch with built-in signal amplifier which pro-
vides a square-wave output signal. The sensor is directly connected to
the Overspeed Trip Module in the MCU cabinet, from which it is
supplied with 24 VDC. The sensor gives one pulse for each cog on the
camshaft gear passing the head of the sensor.
The output of the sensor is providing a speed proportional pulse train
which is opto-coupled and transduced into an analogue 4-20 mA signal
in the Overspeed Trip Module. This signal is connected to the MCU,
which monitors the signal and compares it with the calculated speed
value from the CCU’s. If there is a deviation between these values, the
MCU will initiate an alarm.

23 - 4
34SG-200408-01 WECS 3000

Engine speed pick-up

A
A
1 2 3 4 +12VDC
+ 16 Output
1 2
- 15 4-20 mA
5 6 7 8 SIGNAL
14 Reset 4 3
0 VDC
13 GND

PNP sensor
12 NO A-A
Switch 11 NC
point Pulse
10
adjust +24 VDC
9

2.5mm
8 C
7 C
1k
6 Pulse out
Rel. 5 +12 VDC
4 NO
9 10 11 12 3 NC
- 2 Supply voltage
13 14 15 16 + 1 (12-32 VDC)

Trip Module (A4) Engine speed pick-up

Fig 23-4 3223919601

23.3.2 Turbocharger speed measuring

The turbocharger speed is measured by means of a magnetic speed

pick-up. One sensor is mounted on each turbocharger, and produces a
signal with two pulses for each turbocharger revolution. The sensor is
connected to a DCU/SMU, in which the speed calculation is carried out.

Turbo speed pick-up

Fig 23-5 3223929601

23 - 5
 WECS 3000 34SG-200408-01

23.4 Engine mode control

This section describes how the engine status is declared as five different
engine modes in the MCU software. It also describes what takes place
in each of these modes and what makes the engine mode change.

23.4.1 Engine Modes

There are five engine modes defined in the software. These are in
descending priority;
· Emergency mode
· Shutdown mode
· Run mode
· Start mode
· Stop mode
These modes are described in the following sections. When the MCU
is powered up it goes automatically to stop mode if there is not a request
for emergency or shutdown mode. Since these modes have higher
priority these requests will change the engine mode according to the
request. The engine mode controller checks cyclically if there are any
requests to change engine mode. If a request to change engine mode is
active and if the mode change is valid, the engine mode controller will
activate the new mode control task in order to change mode.

Engine Mode Control

Check for Emergency

emergency control
request task
Check for Start
start control
request task
Check for Engine Engine Run
run mode check mode control
request routines control task
Check for Shutdown
shutdown control
request task

Check for Stop

stop control
request task

Fig 23-6 3223939601

23 - 6
34SG-200408-01 WECS 3000

A valid change of engine mode is when the requested engine mode has
a higher priority than the active engine mode. For instance, there will
not be an engine mode change if a shutdown mode request is true when
the engine is in emergency mode. The engine mode change must also
be according to Fig 23-7.

Valid engine mode changes

Power up

Stop
control task

Shutdown Emergency Start

control task control task control task

Run
control task

Fig 23-7 3223949914

23.4.2 Start mode

In order to get a start request, the PLC has to activate the MCU digital
input “engine start”. If the engine is in stop mode and no start blockings
(see section 23.7.1) are active the engine mode controller will activate
the start control task. The start control task will perform a sequence
of actions in order to start the engine. The sequence include the
following actions:
1 Activate inlet gas pressure control.
2 Activate air driven start motor. This starts the ventilation of
the charge air receiver, cylinders and exhaust system. The gas
injection and ignition will not be activated for a number of engine
revolutions, determined by the PLC via Profibus, in order to venti-
late the engine.
3 When the engine is ventilated and the engine speed is above
50 rpm the speed control, gas injection and ignition system will be
activated.

23 - 7
 WECS 3000 34SG-200408-01

4 When the engine ignites and the engine speed rises higher
than 120 rpm the air driven start motor will be disengaged and the
charge air pressure control will be activated.
5 When the engine speed reaches 250 rpm the run mode re-
quest is activated and the start control task is ended.
There are three reasons why the start control task could be interrupted:
· The measured inlet gas pressure did not correspond with the
reference set by the MCU within 5 seconds after the inlet gas
pressure control was activated.
· The engine does not reach 250 rpm within 20 seconds.
· Cylinder temperature under 120°C in any cylinder.
All of these faults activate the shutdown control task and an alarm is
given to the PLC via Profibus. The failed start attempt must be reset
by the operator before next start attempt can be made.

23.4.3 Run mode

The run control task is activated when the start mode is active and
engine speed reaches 250 rpm. The run control task will, as the start
control task, perform a sequence of actions. The sequence comprise the
following actions:
1 When the actual engine speed is 20 rpm below reference
speed the start fuel limit will be disabled. The engine is now running
at the preset reference speed (rated). The engine is now ready to be
synchronized to a utility or to be connected an isolated net for
loading.
2 The exhaust gas temperature control starts 20 rpm below
rated speed.
3 Monitoring of pressures (which is suppressed during stand-
still) will now be activated after a time delay.
The engine will remain in run mode until a stop, shutdown or emer-
gency request is activated.

23.4.4 Shutdown mode

A shutdown request can be activated from a number of different

sources. A normal stop from the operator results in the PLC deactivat-
ing the MCU digital input “engine stop”. There is also a number of
sensors which activate a shutdown request. These are listed in section
23.7.3. If not in emergency mode, a shutdown request will make the
engine mode controller change to shutdown mode. The sequence in
shutdown mode comprise the following actions:
1 Deactivate relay K2 in the MCU cabinet. This causes the gen-
erator circuit breaker to open and also makes the PLC shut down
the gas supply to the engine.

23 - 8
34SG-200408-01 WECS 3000

2 Deactivation of the main and PCC gas pressure control.

3 When the engine speed becomes less than 600 rpm the gas
injection is deactivated.
4 When the engine speed becomes less than 50 rpm the igni-
tion is disabled.
Since the gas injection and ignition are activated during deceleration
the gas in the pipes will be consumed. This minimizes the risk that the
gas is gathered in the cylinders and exhaust system which could be
hazardous at the next engine start.
If the shutdown mode was due to a sensor shutdown request the
engine will remain in shutdown mode until the engine speed is 0 rpm
and the reason for the shutdown has been clarified and the shutdown
indication reset by the operator.

23.4.5 Emergency mode

An emergency request can be activated from one of the emergency stop

push buttons or from a number of sensor or communication failures
(see section 23.7.4). An emergency request will make the engine mode
controller change into emergency mode. The sequence in emergency
mode include the following actions:
1 Deactivate relay K2 in the MCU cabinet. This causes the
generator circuit breaker to open and also makes the PLC shut down
the gas supply to the engine.
2 Deactivate ignition system, gas injection and main & PCC gas
pressure control.
3 Deactivate relay K1 in the MCU cabinet. This relay cuts the
power supply to the CCU’s making ignition and gas injection totally
disabled.
When the engine speed becomes 0 rpm relay K1 in the MCU cabinet is
activated again. Still, the reason for the emergency request must be
clarified in order to activate relay K2. When this action is performed
and the emergency indication have been reset by the operator the
engine is ready to start again.

23 - 9
 WECS 3000 34SG-200408-01

23.4.6 Stop mode

A manual stop of the engine will request the stop mode. After such an
operation, no reset is required at re-start. In case of a shutdown or
emergency stop, a stop request is activated when the engine speed has
reached 0 rpm. A stop request will make the engine mode controller
change to stop mode when the active mode no longer is not shutdown
or emergency (when cleared and reset). The sequence when moving
from shutdown/emergency mode to stop mode comprise the following
action:
1 Activate relay K2 in the MCU cabinet. If no start blockings
are active, the engine will be ready to start.

23.5 Data acquisition

In the WECS the data acquisition is distributed. This means that
sensors are connected to Distribution Units (SMU’s or DCU’s) that are
located close to groups of sensors. Only start and stop related switches
are connected to the MCU. See Fig 23-8.

Sensor connection principle in the WECS 3000

LDU
SMU
External
VAISALA

Control
System

Profibus RS-232C RS-485 sensors/

link link link switches

OTM MCU DCU KDU CCU

CAN VAISALA
POWER
STATUS
CAN
FLASH RESET

link
VIUC30 CMX-DIO4 CMX-DAD CAN

backup fast meas./ sensors/ vibration liners/

speed controls switches sensors exh. gas

Fig 23-8 3223959601

23 - 10
 34SG-200408-01 WECS 3000

The distributed data acquisition has many advantages compared to a

centralized system:
· less cabling,
· noise immunity because of digital communication,
· flexibility,
· easy to customize for various engine types.
In the WECS measured values are transferred in analog mode only from
the sensor to the CCU/DCU/SMU. After that the values are in digital
mode. Various types of communication standards and protocols are used.

23.5.1 DCU/SMU

In the WECS sensors are normally connected to DCU/SMU’s. The DCU

includes the same sensor connections as the SMU, but an additional PCB
for CAN communication and data processing. Only two types of Distri-
bution Units are needed because their measuring channels are multi-
usage type. Various types of sensors can be connected to these channels:
· 4-20 mA current loop,
· current transducer,
· voltage transducer,
· Pt-100,
· thermocouples of type J, K, S and T,
· resistant,
· potentiometer,
· switch (max. 2 way).
Every measuring channel has an option to supply voltage for the sensor
connected to it. Eight (8) channels supply either 12 V DC or 15 V DC
and two channels supply 5 V DC.
There are also eight (8) digital inputs in the DCU/SMU’s. Selectors
are recommended to be connected to these inputs. For the speed
measuring there are two (2) frequency inputs in the DCU/SMU.
The measuring frequency of digital inputs and measuring channels
may vary, but in most cases it is 1 Hz.

23.6 Instrumentation
The instrumentation connected to the WECS depends on engine type
and installation. In this section all the instrumentation options are
described in their own sections.

23.6.1 Local Display Unit

The Local Display Unit (LDU) replaces the traditional pressure gauge
panel, the thermometers and other instruments.
It is connected to a DCU, which sends the necessary data to the LDU.
The software of the LDU is possible to use as it is on a normal PC, i.e.

23 - 11
 WECS 3000 34SG-200408-01

it is possible to get exactly the same information to a PC connected to

the serial port reserved for the LDU. The updating frequency of all data
(on the active page) follows the updating frequency of the DCU data-
base.
The operator is able to give all necessary commands with the four
buttons existing on the LDU frame. If a PC is used instead of the LDU
the same keys on the PC keyboard are used. The following buttons
exist:
· Asterisk (*) key ,
· Up arrow (­) key,
· Down arrow (¯) key,
· ENTER (¿) key.
The Fig 23-9 shows the buttons on the LDU frame. The Up and Down
arrow keys are used for changing pages. If no operator actions have
been made for the last 15 minutes the LDU always returns to the meter
page automatically.

Control buttons of the LDU

Fig 23-9 3223099601

On the upper right corner of the LDU there is a rotating indicator

showing that the LDU is receiving data. No data is received, when the
indicator is stopped.
The values shown on the LDU are inverted, if they are not normal,
i.e.. the value is at old, default, shutdown or alarm condition or the LDU
is not receiving data.
The display consists of two different kinds of pages: the meter page
and the status pages. These page types are described in the following
sections.

23.6.1.1 Meter page

The upper part of the display area contains three important parame-
ters of the engine:
· the engine speed,
· the load balance of the cylinders,
· the engine load.

23 - 12
34SG-200408-01 WECS 3000

The load balance of the cylinders is shown as the temperature deviation

for each cylinder from the average temperature of all cylinders.
In the middle of the meter page there are ten analog meters showing
the values of the most critical pressures and temperatures of the
engine.

LDU meter page

ENGINE SPEED ENGINE LOAD

MAIN GAS LUBE OIL INLET HT-WATER INLET LT-WATER INLET CHARGE AIR

PCC GAS LUBE OIL INLET HT-WATER OUTLET LT-WATER INLET CHARGE AIR

Fig 23-10 3223989601

23.6.1.2 Status pages

One status page shows all connections (including the internal enclosure
temperature) to one unit or values of a logical sensor group like main
bearing temperatures. The connections to the MCU are also shown on
one page. The number of the pages will be according to the WECS
build-up.
The status column is blank if the value is normal. The following status
letters can be shown, if the value is not normal:
· O = Old
· D = Default
· S = Shutdown
· A = Alarm
The value text is inverted when the value is not normal. An error code
with explaining text is shown, when the sensor is not measured
correctly. One status page with fictional sensors and values is shown
in Fig 23-11.

23 - 13
 WECS 3000 34SG-200408-01

Status page of the LDU

SMU3-3 --
Terminals Sensor Sensor Status Value
code type
1..4 PT201 4-20mA 4,5 bar
5..8 PT311 4-20mA 9,1 bar
9..12 PT401 4-20mA 3,5 bar
13..16 PT451 4-20mA 2,8 bar
17..20 LS204 Switch 0
35..38 TE402 Pt100 95 C
39..42 TE451 Pt100 65 C
43..46 TE452 Pt100 _O____A -905 Sensor Short Error
47..50 TE201 Pt100 75 C
51..54 TE622 Pt100 69 C

Fig 23-11 3223969601

“Terminals”, “Sensor code” and “Sensor type” columns can be replaced

with “Sensor names” column by pressing the asterisk key. A status
page with sensor names is shown in Fig 23-12.

Status page with sensor names

SMU3-3 --
Sensor names Status Value

Lube oil pressure, inlet 4,5 bar

Control air pressure 9,1 bar
HT water pressure, inlet 3,5 bar
LT water pressure, inlet 2,8 bar
Lube oil level (0=OK) 0
HT water temp., outlet 95 C
LT water temp., inlet 65 C
LT water temp., outlet _O____A -905 Sensor Short Error
Lube oil temp., inlet 75 C
Charge air temp., CAC outlet 69 C

Fig 23-12 3223979601

23 - 14
 34SG-200408-01 WECS 3000

23.6.2 Controls

The only local control button on WECS 3000 is the emergency stop
button. Pressing the emergency stop button shuts down the engine
immediately. It can also be used to prevent the start of the engine.

23.7 Alarm and safety system

23.7.1 Start blockings

Before the PLC activates a start request the engine must be ready for
start. Below is a list of all the conditions that must be fulfilled to get
the engine ready for start. Status for all start blockings (alarms) and
engine ready to start is sent to the PLC via Profibus.
· CCU configuration valid.
· If the MCU has been restarted it must be reset via the operator
terminal. MCU restarted is activated when power is switched on.
· Engine must be in stop mode.
· The emergency stop button on the MCU cabinet must be in normal
position.
· Limit switch indicating turning gear engaged must not be acti-
vated.
· Start air pressure must be over the start block limit.
· The prelubrication pressure must be over a preset level.
· The MCU digital input “engine stop” must not be deactivated.
· PLC configuration received.
· HT-water temperature over start blocking limit.
· Engine speed from encoder is 0.
· Engine speed from redundant pick-up < 20.
· CCU power supply ok.

23.7.2 Alarms

There are a number of alarms generated in the MCU and sent via
Profibus to the PLC. Below is a list of all these alarms. Start blockings
are not mentioned here since they are described in section 23.7.1.
· Sensor failure. All sensors connected to WECS 3000 are moni-
tored. If the signal level/value is abnormal (out of range) an alarm
will be initiated. Sensors with digital signals are wired so that
they normally give a high (NC) signal to measuring unit. If a wire
breaks there will be an alarm initiated. Some sensors of vital
importance to the engine performance or safety will activate a
request for shutdown mode or emergency mode while others only
activate an alarm. Failure of sensors used for only measuring (no

23 - 15
 WECS 3000 34SG-200408-01

alarm limit) will also initiate an alarm. See sections 23.7.3 and
23.7.4 for further information.
· Main & PCC gas pressure deviation. The actual gas pressure is
compared with the charge air pressure. If the gas pressure is less
than a preset level over the charge air pressure, an alarm is activated.
· Crankcase pressure high
· Degassing failure
· Derating from knocking
· Emergency stop activated
· Engine overload
· Generator water leakage (optional)
· Generator hot cooling air high (optional)
· Generator cold cooling air high (optional)
· High lube oil temperature, engine inlet
· High HT water temperature, engine outlet
· High exhaust gas temperature after cylinder (each)
· High exhaust gas temperature deviation between cylinders
· High cylinder liner temperature
· High main bearing temperature
· High charge air temperature
· High internal temperature in CCU
· High internal temperature in DCU
· High internal temperature in SMU
· HT-water temperature engine inlet low
· KDU failure
· KDU-can failure
· Light knocking
· Load reduction
· Load deviation between reference and actual
· Low lube oil pressure
· Low control air pressure
· Low starting air pressure
· Low HT water pressure
· Low LT water pressure
· Low knocking margin
· Low lube oil sump level
· Turning gear engaged
· Too lean air/fuel mixture
· Too rich air/fuel mixture
· Start attempt failed
Alarms can only be reset by the operator. They will not be reset
automatically if engine conditions return to normal.

23 - 16
34SG-200408-01 WECS 3000

23.7.3 Shutdowns

There are a number of reasons for a shutdown of the engine. The

shutdown is generated in the MCU because of a shutdown request. The
status of the shutdowns are all sent via Profibus to the PLC. Below is
a list of all the shutdown requests:
· A normal stop order from the PLC. MCU digital input “engine
stop” is deactivated
· Can-bus failure CCU
· Can-bus failure DCU
· Charge air temperature high
· Crankcase pressure high
· Engine overload
· Engine speed deviation, between reference and actual speed
· Generator kW-sensor failure
· Generator water leakage (optional)
· Generator hot cooling air high (optional)
· Generator cold cooling air high (optional)
· Heavy knocking
· High HT water temperature
· HT water temperature sensor failure
· High charge air temperature
· High exhaust gas temperature after cylinder (each)
· High exhaust gas temperature deviation between cylinders
· High cylinder liner temperature
· High main bearing temperature
· HT-water pressure engine inlet low (optional)
· High generator bearing temperature. Shutdown limit set via
Profibus by PLC.
· High generator winding temperature. Shutdown limit set via
Profibus by PLC.
· Load deviation between reference and actual
· Low lube oil pressure
· Lube oil pressure sensor failure
· Maximum idle time exceeded
· MFI duration maximum time
· Minimum exhaust gas temperature not reached
· Power supply failure KDU
· Speed deviation between encoder and redundant pick-up
· Start failure in start mode

23 - 17
 WECS 3000 34SG-200408-01

23.7.4 Emergency stop

There are a number of reasons for an emergency stop of the engine.

The emergency stop is generated in the MCU because of an emergency
stop request. The status of these are all sent via Profibus to the PLC.
Below is a list of all the emergency stop requests:
· Emergency stop push button on engine or externally pressed
· Rotary Encoder sensor failure
· Overspeed from rotary encoder
· Overspeed from speed pick-up
· Overload
· Speed deviation between rotary encoder and engine speed pick-up
· Degasing failure in autostop mode. Activated if the gas pressure
is still present after the shutdown control task has disabled the
inlet gas pressure control.
· CCU power supply failure

23.8 Gas injection

23.8.1 Gas supply

The supply gas first passes through a gas regulating unit, before it
enters the engine. The gas regulating unit consists of a filter, pressure
regulating valves, safety (shutoff) valves and vent valves, see Fig 23-13.
The system is built for common gas supply to the main combustion
chambers and to the precombustion chambers (PCC). See specific
installation instructions.
The solenoid valves (safety and vent valves) on the gas regulating
unit are controlled by the PLC. The pressure regulating valves are
controlled by the MCU via built-on I/P-converters (current to pressure).
The gas supply pressure reference from the MCU is depending on the
engine load. The actual pressure is measured and compared with the
reference pressure, see Fig 23-14. If the deviation is too high an alarm
will be initiated and sent to the PLC via Profibus. If the deviation
increases more, the safety valves on the gas regulating unit will cut the
gas supply to the engine immediately. Both references and actual
pressures are sent to the PLC via Profibus for both main chamber and
PCC.

23 - 18
 34SG-200408-01 WECS 3000

Gas regulating unit

Air
Degasing Degasing Degasing
NC NO NO
valve 1 valve 2 valve 3

PT TE PT NC NC
Engine
Main gas
Gas supply Regulating Shut off PS Shut off
valve valve 1 valve 2

Fig 23-13 3223990408

Gas supply pressure control

kW sensor

P Profibus
MCU - Main gas pressure
I - Main gas press. ref.
Main gas
pressure

I
P
Main gas
I/P conv.

Fig 23-14 3223010408

23 - 19
 WECS 3000 34SG-200408-01

23.8.2 PCC gas injection

The amount of gas admitted to the precombustion chamber is control-

led by the PCC solenoid valve which is connected to the CCU, see Fig
23-15. The amount of gas is admitted depending on the gas supply
pressure and the time the PCC solenoid valve is open (duration). The
gas can be admitted further away or closer to TDC by changing the
PCC solenoid valve opening moment (timing) in order to obtain optimal
mixture.
Valve duration and timing are sent to the CCU from the MCU via
the CAN-bus. Valve duration and timing can be controlled individually
between the cylinders. The timing and duration are depending on
engine load. The gas admitted into the precombustion chamber should
create a stochiometric mixture which is easy to ignite.
The CCU uses the pulses from the rotary encoder to calculate engine
angular position and engine speed in order to open the valve according
to the duration and timing references. Both duration and timing
references are sent via Profibus to the PLC.

23.8.3 Main chamber gas injection

The amount of gas admitted to the main chamber is controlled by the

main chamber solenoid valve which is connected to the CCU, see Fig
23-15. The amount of gas admitted is depending on the gas supply
pressure and the time the main chamber solenoid valve is open (dura-
tion). The gas can be admitted further away or closer to TDC by
changing the main chamber solenoid valve opening moment (timing)
in order to obtain optimal mixture.
Valve duration and timing are sent to the CCU from the MCU via
the CAN-bus. Valve duration and timing can be controlled individually
between the cylinders. The timing is depending on engine speed and
load. The duration is controlled by the load/speed PID-controller so that
speed or load always matches their references.
The CCU uses the pulses from the rotary encoder to calculate engine
angular position and engine speed in order to open the valve according
to the duration and timing references. Both duration and timing
references are sent via Profibus to the PLC.

23 - 20
34SG-200408-01 WECS 3000

PCC and main chamber gas injection

CCU2 kW sensor

CAN Profibus - Main gas pressure

CCU1 MCU
< Duration ref. - Main gas press. ref.
Camshaft < Timing ref. - PCC gas pressure
rotary encoder - PCC gas press. ref.

Main gas PCC gas

control valve control valve

Fig 23-15 3223029601

23 - 21
 WECS 3000 34SG-200408-01

23.9 Air/Fuel ratio control

The inlet air is compressed in the turbocharger, cooled to optimal level
in the charge air cooler and enters the charge air receiver in the engine
block. The air pressure in the receiver is controlled by a proportional
exhaust waste-gate valve located on the turbocharger support. The
valve reduces the turbocharger efficiency and controls thereby the air
pressure in the receiver. By adjusting this pressure, the l i.e. air/fuel
ratio in the cylinder is optimised.
The charge air pressure control is based on a PID-controller, which
compares the actual pressure with a mapped pressure reference table.
In this table, the reference is engine load dependent. The reference is
offset according to the charge air temperature.
If cylinder knock occurs in several cylinders simultaneously, another
offset will be added to the waste-gate reference, in order to achieve a
leaner air/fuel mixture in all cylinders. This process is continuous, and
the offset will be restored when the situation normalises.

Air/Fuel ratio control

P a
I mV
Receiver Cylinder
pressure knock

P
I
Wastegate Profibus
valve MCU - Engine speed
- Engine load
- Wastegate ref.
kW
I
Engine
load

t
I
Receiver
temperature

Fig 23-16 3223030408

23 - 22
34SG-200408-01 WECS 3000

23.10 Ignition system

23.10.1 General

The ignition system for each cylinder consists of an ignition module,

an ignition coil, a high tension extender and a spark plug. Ignition
control is calculated and performed by the CCU, see Fig 23-17. The
ignition module is described in section 23.10.3. The teflon insulated
high tension extender has a 5 kW resistor installed in order to reduce
the interference generated by the spark.

Ignition system layout

1. Ignition coil
2. Spark plug extension
3. Spark plug 2
4. CCU
5. Ignition module

Fig 23-17 3223049701

23.10.2 Ignition control

The reference for ignition timing and the dwell time duration and a
separate offset adjustment in timing and duration for each cylinder is
determined in the MCU. The ignition timing and dwell time duration
changes with engine load.
The ignition timing is defined in degrees with an resolution of 1/10°
and the dwell time is defined in ms. These parameters are transmitted
to each CCU over the CAN bus. The ignition timing value is the point
of time (in degrees before the cylinders top dead center firing) when the

23 - 23
 WECS 3000 34SG-200408-01

ignition spark goes off. The ignition output control signal from CCU to
the ignition module is activated (low) during the dwell time period and
the start point is derived from the signal from the rotary encoder on
the camshaft.

Ignition system

CAN Profibus - Ignition timing

CCU1-10 MCU
< Ignition timing reference
Camshaft < Dwell time
rotary encoder

Ignition
module & coil

Spark
plug

Fig 23-18 3223059601

23.10.3 High voltage circuit

The ignition is of inductive discharge type, and the driver circuitry

offers ramp-and-fire operation. Ramp-and-fire means that the primary
current must be switched on at a pre-calculated time before the spark
event, so that the current will reach the desired level at spark discharge
moment. This minimizes power losses in the ignition driver because
primary current limiting is not necessary.
The primary current is switched on when the input line “Ignition
Control” goes active (low) and will be switched off when the signal goes
inactive. If the dwell time exceeds 900 s the primary current will be
switched off internally to protect the ignition coil and the coil driver
against over current.
During the dwell period energy will be stored in the coil according to
W=LI2. When the primary current is switched off the stored energy will
be discharged through the secondary winding and transferred to the
high tension output and the spark plug via the high tension extender.

23 - 24
34SG-200408-01 WECS 3000

Ignition ramp-and-fire operation

Dwell time
Ignition
control

Primary
current
Secondary
voltage

Secondary
current
Spark position

Fig 23-19 3223069601

The physical interface for the high voltage output consists of the coil
driver circuitry, ignition coil, high voltage extender and spark plug.

Ignition module driver and high voltage

+24 V High tension output

Extender and spark plug
Ignition
coil

Logic

Fig 23-20 3223079601

23 - 25
 WECS 3000 34SG-200408-01

23.11 Engine speed & load control

The speed and load control together with the synchronizing sequence
will be described in the following sections.

23.11.1 General

The internal governor is provided with speed setting functions for

synchronising, load sharing under speed control, as well as load control.
It also provides fuel limitation and acceleration ramps used at engine
start.

Engine speed and load control

Breaker
status

Synchron.

kW sensor

CAN Profibus - Speed reference

CCU1-10 MCU - Engine speed (encoder)
< Duration
Camshaft < Timing - Inc/dec speed/load ref.
rotary encoder > Engine speed - Droop reference
- Net frequency
- kW reference
- Synchronizing mode
- Change droop
- Loading ramp
Main gas
control valve

Fig 23-21 3223089601

23.11.2 Engine speed control

The speed reference is compared with the measured engine speed. The
difference between these signals constitutes the input to a PID-control-
ler. The regulation output of this controller will accordingly vary, to
sustain the reference level. This output will either control the opening
duration of the gas valves (gas operating mode) or the diesel fuel rack
position (diesel- or backup operating mode). If load control mode is
selected, another PID control loop becomes active.

23 - 26
34SG-200408-01 WECS 3000

The PID-controller has different sets of dynamic parameters for opera-

tion with the generator breaker open (speed dependent mapping) and
closed (load dependent mapping) to obtain an optimal stability under
all conditions. Some adaptive speed deviation dependent features are
also provided, to minimise large speed fluctuations in island mode. To
prevent the excessive engine speed increase during accidental opening
of the generator breaker, the output of the PID-controller is temporarily
set to zero.
When idling, the change-over between idling- and rated speed can
either be selected over Profibus or via a binary input. Two different
ramp rates are available for switching between idle and rated. The
ramp function is stopped if the increase/decrease inputs are activated
during the ramp. The speed reference will then be rated.
Two fuel limiters are available. The start fuel limiter is only active in
during engine start, up to a speed level of rated - 20 rpm. The start fuel
limiter settings are engine speed dependent (8-point table), and the
limiter works in combination with a speed reference ramp, also used
at engine start. Another fuel limiter limits the max. fuel demand (gas
valve opening time) when the generator breaker is closed, to prevent
too rich air/fuel ratio.

23.11.3 Synchronizing sequence

For synchronising, the system’s speed increase/decrease binary inputs

are used. When the engine reaches rated speed, an external device
activates the synchronising sequence. Commands from a synchroniser
unit activate the two binary inputs “speed increase” and “speed de-
crease” in WECS. The speed reference can be altered between an
allowed min. and max. speed reference level, in steps of 1 rpm (tune-
able) when activating these inputs. The internal speed reference is in
this way adjusted so that the generator’s frequency will match the net
frequency. When the two frequencies are matched, the generator
breaker closes. An instantaneous increase of the internal speed refer-
ence occurs automatically when WECS detects that the generator
breaker closes (separate status input) to assure that there occurs on
unintentional reverse power of the genset.
When the generator breaker is closed and the engine is operated in
droop (speed control mode), the loading of the engine occurs by altering
the speed increase/decrease over Profibus, or with the binary speed
increase/decrease inputs, The reference changes in steps of 0,1 rpm
(tuneable). The change rate is defined according to the increase (or
decrease) signal pulse width. Increase commands are used until the
load level of this engine is equal to other engines running in parallel.
The load level of the engine will after this be according to the consumers
connected to the isolated net.

23 - 27
 WECS 3000 34SG-200408-01

23.11.4 Load sharing

When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
contribute equally to the total power demand, and it ensures that load
changes are absorbed evenly by the engines.
When the engine is operated in speed control mode, load sharing with
other engines is normally provided with the use of speed droop. Drop
control is a load sharing method, by which parallel running engines
share the load by decreasing their speed reference proportionally to an
increase in load. The droop value is normally set to 4 %, but the setting
is adjustable. Too low droop value means that the load can start
oscillating between the engines. Too high droop value means that the
plant’s frequency decreases steeply with the load level. Load sharing
based on droop, means that the power management system must
compensate the effect derived from the droop slope. Therefore, this
system must operate the speed increase/decrease inputs of WECS (in
so called cascade control) to ensure that the net frequency is kept
constant regardless of the load level. Speed control with droop is used
on plants operating in island mode, but it can also be used when
operating against a grid utility. In the latter case, load control is
however recommended.

23.11.5 Load control

The load control function is enabled if kW-mode is selected. This mode

can only be activated when the generator breaker is closed. Also the
grid breaker must be closed, if the plant configuration is such, that
kW-mode is only applicable when this breaker closes. The load control
mode has most benefits in base load applications where the grid
frequency stability is low. The engine load will not fluctuate according
to the frequency in the same way as if it would do in speed control mode
with droop. In load control mode, the load reference is compared with
the actual load of the engine. The difference between these signals
constitutes the input to a PID-controller. The regulation output of this
controller will accordingly vary, to sustain the reference level. This
output will control the opening duration of the gas valves. The PID-
controller’s dynamic settings have load dependent mapping.
If the frequency deviates outside a fixed window, the control mode will
automatically trip back to speed control. The speed reference is updated
continuously by the speed control loop also in load control, which means
that if a trip occurs, the transfer will basically be bumpless (no load
swing). By giving a reset, the load control mode will be restored,
providing that all enabling conditions are met.

23 - 28
34SG-200408-01 WECS 3000

23.12 Cylinder balancing

An even gas admission duration setting for all gas admission valves
will not result in exactly the same gas quantity in all cylinders, due to
the geometry of the engine and due to some deviations in the gas valve
performance. This slight disparity is handled with the cylinder balanc-
ing control. The MCU compares each cylinder’s exhaust gas tempera-
ture with the average exhaust gas temperature of the entire engine,
and adjusts the duration of the individual gas valves with an offset, in
order to minimise the deviation. There are limitations for the maxi-
mum adjustment available in order to prevent that possible component
failures cause a too rich or too lean gas/air mixture. Above an engine
load level of approximately 75 % (tuneable) this compensation is
disabled, and the duration offset will be determined according to fixed
values. The knock control algorithm of WECS will also affect the gas
admission duration. The cylinder exhaust gas control is not active in
diesel- and backup operating mode.
If the engine is in gas operating mode, and the load level is above
approximately 15 % (tuneable) a cylinder knock based control will
enable. Light knock in any cylinder will immediately result in a slight
reduction of the quantity of gas injected into that cylinder. In order to
maintain the same engine load level, the speed/load controller will
automatically increase the gas admission into other cylinders. When
the situation normalises in the cylinder, the gas admission will slowly
be restored to the original setting. This process is continuous, and keeps
the cylinders slightly out of knocking conditions. This process will
ensure that the efficiency of the engine is at optimal levels.

Cylinder balancing control

Cylinder knock
a

KDU
Exhaust gas temp
T Cylinder knock CAN

MCU
offset CAN Profibus Exhaust gas temp
CCM average calc.
Exhaust gas + knock offset
temp. calculation Cylinder knock

Main gas
control valve

Fig 23-22 32231430408

23 - 29
 WECS 3000 34SG-200408-01

23.13 Maintenance on the physical connections

of the engine control system
Note ! Each and every one of the maintenance procedures below are to
be done only when the engine is in Stop Mode!

Connectors to be maintained:
· DIN43650, “Hirschmann-type” connectors for all temperature
and pressure sensors
· Cannon connectors for all the main gas admission and precham-
ber control valves
· Method for maintaining screw terminals
· Phoenix connectors in the CCU’s, DCU’s, KDU’s, and SMU’s
· Weiland connectors on the rear side of the MCU
· Row connectors of the MCU rack in the MCU cabinet
· Profibus cable connector of the MCU rack inside the MCU

23.13.1 Maintenance of the DIN43650, “Hirschmann-

type” connectors

Locate the DIN43650, “Hirschmann-type” connector which is mounted

on the main gas pressure sensor. Locate the holding screw in the top
of the connector. Using a suitable sized flat tip screwdriver, loosen and
remove the screw holding the connector onto the pressure sensor.

DIN43650, “Hirschmann-type” connector

Fig 23-23 3223189723

1 Remove, by pulling, the connector from the sensor. Still

holding the part of the connector, with the wires leading into it; use
the same screwdriver and carefully open the body of the connector
itself to expose the four screws inside.
2 Tighten each of the four screws with the screwdriver and put
the body back together.

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34SG-200408-01 WECS 3000

3 Reconnect the connector to the main gas pressure sensor

and drive the holding screw back into place to secure the pressure
sensor.
4 Repeat the following steps with all the other connectors on
the engine.

23.13.2 Maintenance of the Cannon connectors

1 Localize the Cannon connector of the main gas admission

valve. Check if the locking wire holding the connector ends is tight.

Cannon connector with locking wire

Fig 23-24 3223179723

2 Pull on the wire. If it moves, use a pliers to twist the wire just
enough to get it tight again.
3 Repeat the steps 1 and 2 for all the Cannon connectors of the
main gas admission and prechamber control valves.

Note! If the locking wire is broken it has to be replaced with a new one
and applied same way as the others.

Note! Tighten only by hand. If tools are used, the nut will be damaged.

23.13.3 Maintenance of screw terminals

Localize the connection boxes for the exhaust gas and cylinder liner
temperature sensors in the “hot box” of the engine. Using a suitable
sized flat tip screwdriver, open each connection box (one per cylinder).
Tighten each of the screw terminals inside the box. Close the cover and
tighten the screws.

23 - 31
 WECS 3000 34SG-200408-01

23.13.4 Maintenance of the Phoenix connectors

Loosen the four Torx screws in the cover of CCU by using a 4 mm Torx
key and open the cover.

Phoenix connectors

Phoenix
connector

Fig 23-25 3223189723

1 Use a suitable sized flat tip screw driver and tighten all the
screws of every Phoenix connector in CCU.
2 Once all of the screws have been tightened, press down all
the Phonix connectors by finger tips. This is because some of them
may have risen slightly because of engine vibrations.
3 Close the cover and tighten the screws.
4 Check all other CCU-, DCU-, KDU-, and SMU boxes in the
same way.

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34SG-200408-01 WECS 3000

23.13.5 Maintenance of the Weiland connectors

Localize the Weiland connectors on the MCU cabinet. Squeeze by hand

the fastening lever towards the body of the Weiland connector to ensure
that it remains securely connected to the connection block on the back
side of the MCU.

Weiland connector

Fig 23-26 3223199723

23.13.6 Maintenance of row connectors and Profibus

connector

1 Open the MCU cover and press down, one by one all the
green row connectors in the MCU rack inside the MCU cabinet.

Just push on them to see if they are all the way in. Do not pull the
connectors out, or the wires out of the connectors.

2 Localize the two plastic knobs on the Profibus connector

block on the left end of the MCU rack. Turn the black plastic knobs
clockwise until the screws holds the connector block of the MCU
rack. Tighten screws by hand or by pliers.
3 Close the door of MCU cabinet tightly and lock it.

23 - 33
 WECS 3000 34SG-200408-01

23.14 Maintenance of electrical contacts

To prolong the lifetime of electrical contact surfaces and to provide
proper electrical connection under all conditions and to maintain a high
availability of the WECS system.
The maintenance is carried out by applying contact lubricants to electri-
cal contact surfaces. For best result the contact surface should be cleaned
with aerosol electrical contact cleaner before applying the lubricant.
Contact lubricants are specially formulated greases and oils that
reduce friction and enhance the electrical performance of current
carrying metal interfaces in switches and connectors. They also exhibit
a neutral pH thereby avoiding surface corrosion.

Note! Prior to use read the product information.

Warning! To avoid shock or possible fire, disconnect power to any system

before applying conductive lubricant. Insure positive and negative
contacts remain isolated. Improper use can result in shorting, arc-
ing, or shock.

Wärtsilä recommends to regulary every 2000 - 4000 running hours or

every 6 month maintain the electrical connector contact surfaces with
contact lubricant. The contact treatment greases listed below can be
ordered from Wärtsilä.
The recommended chemicals are:
· Electrolube SGB20S 20 ml Syringe, part No. 387 022.
This paste is recommend to be used on the contact surfaces of
main electronics connectors and sensor connectors.
Same active substance as SGB200D but in different consistence,
i.e. paste instead of aerosol.
· Electrolube SGB200D 200 ml Aerosol (Flammable),
part No. 387 021.
This spray is recommended to be used on contact surfaces of
main electronic (SMU, DCU, RM, MCU and oil mist detector)
connectors. Since it is an aerosol there are special requirements
of transport handling.
· Chemtronics CW7100 6.5 g Syringe, part No. 387 023.
This is a heavy duty paste. The electrical conductivity is very high
due to the 100 % silver filled grease, see caution below. Should be used
on problem sensor and power contact surfaces where SGB grease is
not sufficient.

Caution! Care should be taken since this chemical is very conductive and will
cause short-circuit/earth fault if wrongly applied. Must be placed directly
on the contact surface and in very small amounts.

23 - 34