Manual Vasa32

Instruction Manual
INSTRUCTIONS
Document ID DBAC042854-
Date of issue 8.11.2011
Installation KAPPIN
Engine type 8R32
Engine number 4161
Project KAPPIN
© Copyright by Wärtsilä Finland Oy
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Wärtsilä Finland Oy, Services
Services Office Vaasa
Tarhaajantie 2
FI-65380
Vaasa
P.O. Box 252
FI-65101
Finland
Wärtsilä service numbers

24 hours
24hrs Phone +358 10 709 080

Fax +358 10 709 1380
Switchboard +358 10 709 0000
(Office hours 7.30 - 16.30)
E-mail [email protected]
Homepage www.wartsila.com/services
Wärtsilä Vasa 32 Instruction Manual
Table of Contents
00. Contents, instructions, terminology....................................................................................................... 00-1

00.1. About this manual................................................................................................................................ 00-1
00.2. General operation and maintenance instructions................................................................................ 00-1
00.3. Terminology......................................................................................................................................... 00-2
00.4. Designations and markings................................................................................................................. 00-3
00.4.1. Bearing designation...................................................................................................................... 00-3
00.5. Risk reduction...................................................................................................................................... 00-5
00.5.1. Use of symbols............................................................................................................................. 00-5
00.5.2. General identified hazards............................................................................................................ 00-5
00.5.3. Hazards due to moving parts........................................................................................................ 00-7
00.5.4. Hazards due to incorrect operating conditions............................................................................. 00-7
00.5.5. Hazards due to leakage, breakdown or improper component assembly..................................... 00-7
00.5.6. Electrical hazards.......................................................................................................................... 00-8
00.5.7. Other hazards................................................................................................................................ 00-9
00.6. Welding precautions............................................................................................................................ 00-9
00.6.1. Personal safety when welding....................................................................................................... 00-9
00.6.1.1. Welding hazards and precautions.......................................................................................... 00-9
00.6.2. Protecting equipment when welding........................................................................................... 00-11
00.6.2.1. Preventing uncontrolled current loops................................................................................. 00-11
00.6.2.2. Radiation protection............................................................................................................. 00-11
00.6.2.3. Prevention of damage due to welding splatter..................................................................... 00-12
00.6.3. Welding precautions for engine control system.......................................................................... 00-12
00.6.3.1. Basic ECU (Despemes/Spemos) checklist........................................................................... 00-12
00.7. Hazardous substances...................................................................................................................... 00-12
00.7.1. Fuel oils....................................................................................................................................... 00-12
00.7.1.1. Safety precautions for fuel oil handling................................................................................ 00-13
00.7.1.2. Personal protection equipment for fuel oils.......................................................................... 00-13
00.7.1.3. First aid measures for fuel oil accidents............................................................................... 00-13
00.7.2. Lubricating oils............................................................................................................................ 00-14
00.7.2.1. Safety precautions for handling lubricating oil..................................................................... 00-14
00.7.2.2. Personal protection equipment for lubricating oils............................................................... 00-15
00.7.2.3. First aid measures for accidents with lubricating oil............................................................ 00-15
00.7.3. Cooling water additives, nitrite-based........................................................................................ 00-15
00.7.3.1. Safety precautions for handling cooling water additives..................................................... 00-16
00.7.3.2. Personal protection equipment for cooling water additives................................................. 00-16
00.7.3.3. First aid measures for accidents with cooling water additives............................................. 00-16
00.7.4. Fly ashes and exhaust gas dust ................................................................................................. 00-17
00.7.4.1. Precautions for handling fly ashes and exhaust gas dust ................................................... 00-17
00.7.4.2. Personal protection equipment for fly ashes and exhaust gas dust.................................... 00-17
00.7.4.3. First aid measures for fly ash and exhaust gas accidents................................................... 00-17
00.7.5. Lead in bearings.......................................................................................................................... 00-18
00.7.6. Fluoride rubber products............................................................................................................ 00-18
00.7.6.1. Precautions when handling fluoride rubber products.......................................................... 00-18
00.7.6.2. Personal protection equipment for fluoride rubber products............................................... 00-19
00.7.6.3. First aid measures for accidents with fluoride rubber products........................................... 00-19
01. Main Data, Operating Data and General Design................................................................................... 01-1

01.1. Main data for Vasa 32.......................................................................................................................... 01-1
01.2. Recommended operating data............................................................................................................ 01-2
01.3. Reference conditions........................................................................................................................... 01-3
01.4. General engine design......................................................................................................................... 01-3
DBAC042854 i
02. Fuel, Lubricating Oil, Cooling Water....................................................................................................... 02-1

02.1. Fuel...................................................................................................................................................... 02-1
02.1.1. Fuel treatment............................................................................................................................... 02-1
02.1.1.1. Fuel separation....................................................................................................................... 02-1
02.1.1.2. Heating................................................................................................................................... 02-3
02.1.1.3. Viscosity control..................................................................................................................... 02-5
02.1.2. Maximum limits for fossil fuel characteristics............................................................................... 02-5
02.1.3. Comments on fuel characteristics................................................................................................ 02-7
02.1.4. Using poor quality fuel................................................................................................................ 02-11
02.1.5. Using low sulphur & low viscosity distillate fuel (LFO)................................................................ 02-12
02.1.6. General advice............................................................................................................................ 02-12
02.2. Lubricating oil.................................................................................................................................... 02-13
02.2.1. Lubricating oil qualities............................................................................................................... 02-13
02.2.2. Maintenance and control of the lubricating oil............................................................................ 02-14
02.2.2.1. Changing the lubricating oil.................................................................................................. 02-15
02.2.3. Lubricating oil for the governor................................................................................................... 02-16
02.2.4. Lubricating oils for turbochargers............................................................................................... 02-17
02.2.5. Lubricating oils for engine turning device................................................................................... 02-17
02.2.6. Handling of oil samples............................................................................................................... 02-17
02.2.6.1. Lubricating oil sampling........................................................................................................ 02-18
02.2.6.2. Fuel oil sampling................................................................................................................... 02-18
02.2.7. Dispatch and transportation........................................................................................................ 02-18
02.3. Cooling water..................................................................................................................................... 02-19
02.3.1. Additives..................................................................................................................................... 02-19
02.3.2. Treatment.................................................................................................................................... 02-21
02B. Oil requirements & oil quality............................................................................................................. 02B-1

02B.1. Requirements and oil quality.......................................................................................................... 02B-1
02B.2. Condemning limits for used lubricating oil..................................................................................... 02B-3
02B.3. Change of lubricating oil brand....................................................................................................... 02B-3
02B.4. Approved lubricating oil qualities for Vasa 32 engines................................................................... 02B-3
02C. Raw water quality............................................................................................................................... 02C-1

02C.1. Raw water quality and approved cooling water additives.............................................................. 02C-1
02C.2. Raw water quality requirements..................................................................................................... 02C-1
02C.3. Approved cooling water additives.................................................................................................. 02C-1
02C.4. Use of glycol................................................................................................................................... 02C-4
03. Start, Stop and Operation........................................................................................................................ 03-1

03.1. Turning of crankshaft........................................................................................................................... 03-1
03.1.1. Electrically driven turning device................................................................................................... 03-1
03.1.2. Slow turning device....................................................................................................................... 03-2
03.2. Start..................................................................................................................................................... 03-2
03.2.1. Starting manually.......................................................................................................................... 03-2
03.2.2. Remote and automatic start.......................................................................................................... 03-3
03.3. Stop..................................................................................................................................................... 03-3
03.3.1. Manual stop.................................................................................................................................. 03-3
03.3.2. Prolonged stop.............................................................................................................................. 03-3
03.3.2.1. Initial protection at beginning of stoppage period.................................................................. 03-4
03.3.2.2. Monthly follow-up................................................................................................................... 03-4
03.4. Operation at low load and idling.......................................................................................................... 03-4
03.5. Normal operation supervision.............................................................................................................. 03-5
03.5.1. Every second day or after every 50 running hours....................................................................... 03-5
03.5.2. Other maintenance works............................................................................................................. 03-7
03.5.3. In connection with maintenance work.......................................................................................... 03-7
03.5.4. General.......................................................................................................................................... 03-7
ii DBAC042854
03.6. Start after a prolonged stop (more than 8 h)....................................................................................... 03-8

03.6.1. Manual start.................................................................................................................................. 03-8
03.7. Starting after overhaul......................................................................................................................... 03-8
03.8. Operation supervision after overhaul................................................................................................... 03-9
03.9. Running-in......................................................................................................................................... 03-10
03.10. Maintenance of turning device........................................................................................................ 03-11
04. Maintenance Schedule............................................................................................................................ 04-1

04.1. How to select application and fuel quality........................................................................................... 04-2
04.2. Every second day................................................................................................................................ 04-3
04.3. Once a week........................................................................................................................................ 04-3
04.4. Interval: 50 operating hours................................................................................................................. 04-3
04.5. Interval: 100 operating hours............................................................................................................... 04-4
04.6. Interval: 500 operating hours............................................................................................................... 04-4
04.7. Interval: 1000 operating hours............................................................................................................. 04-5
04.10. Interval: 12000 operating hours......................................................................................................... 04-7
04.11. Interval: 12 000 – 24 000 h depending on the used fuel.................................................................... 04-8
04.12. Interval: 16000 operating hours......................................................................................................... 04-9
04.13. Interval depending on the load........................................................................................................ 04-10
04.14. Overhaul interval based on the fuel type......................................................................................... 04-10
04.15. Interval: 24000 operating hours....................................................................................................... 04-11
04.16. Interval: 48000 operating hours....................................................................................................... 04-11
05. Maintenance Tools................................................................................................................................... 05-1

05.1. Using this list....................................................................................................................................... 05-1
05.2. Ordering of Maintenance tools............................................................................................................ 05-1
06. Adjustments, Clearances and Wear Limits............................................................................................ 06-1

06.1. Adjustments......................................................................................................................................... 06-1
06.1.1. Valve timing................................................................................................................................... 06-1
06.1.2. Fuel injection set values................................................................................................................ 06-1
06.1.3. Set values for overspeed trip devices........................................................................................... 06-2
06.2. Clearances and wear limits (at 20°C)................................................................................................... 06-2
07. Tightening Torques and Use of Hydraulic Tools................................................................................... 07-1

07.1. Tightening torques for screws and nuts.............................................................................................. 07-1
07.1.1. A: Crankshaft and flywheel, Starting motor.................................................................................. 07-2
07.1.2. B: Intermediate gear...................................................................................................................... 07-3
07.1.3. C: Camshaft and control mechanism........................................................................................... 07-4
07.1.4. D: Cylinder head ........................................................................................................................... 07-6
07.1.5. E: Piston........................................................................................................................................ 07-7
07.1.6. F: Injection pump and valve.......................................................................................................... 07-9
07.1.7. G: Turbocharger fastening screws.............................................................................................. 07-11
07.1.8. H & I: Engine driven pumps......................................................................................................... 07-12
07.1.9. J: Free end of crankshaft............................................................................................................ 07-14
07.1.10. K: Balancing shafts................................................................................................................... 07-15
07.2. Use of locking fluid............................................................................................................................ 07-15
07.3. Hydraulically tightened connections.................................................................................................. 07-16
07.3.1. Tightening pressures for hydraulically tightened connections.................................................... 07-16
07.3.2. Hydraulic Tool Safety Instructions.............................................................................................. 07-17
07.3.3. Filling, venting and control of the high pressure hydraulic tool set............................................ 07-18
07.3.3.1. Instructions for high pressure hydraulic tools...................................................................... 07-19
07.3.4. Dismantling hydraulically tightened screw connections............................................................. 07-19
07.3.5. Reassembling hydraulically tightened screw connections......................................................... 07-20
07.4. Use of hydraulic extractor cylinder.................................................................................................... 07-21
DBAC042854 iii
07.5. Low pressure pump for main bearing cap hydraulic jack in the crankcase...................................... 07-22
08. Operating Troubles, Emergency Operation........................................................................................... 08-1

08.1. Troubleshooting................................................................................................................................... 08-1
08.2. Emergency operation........................................................................................................................... 08-6
08.2.1. Operation with defective air cooler(s)............................................................................................ 08-6
08.2.2. Operation with defective turbocharger(s)...................................................................................... 08-6
08.2.3. Operation with defective cams..................................................................................................... 08-7
08.2.4. Operation with removed piston and connecting rod.................................................................... 08-7
08.2.5. Torsional vibrations and other vibrations...................................................................................... 08-8
09. Specific Installation Data......................................................................................................................... 09-1

09.1. Marine installations.............................................................................................................................. 09-1
09.2. Power installations............................................................................................................................... 09-1
10. Engine Block with Bearings, Cylinder and Oil Sump............................................................................ 10-1
10.1. Main bearings...................................................................................................................................... 10-1
10.1.1. Dismantling of the main bearing................................................................................................... 10-1
10.1.2. Inspection of main bearings and journals..................................................................................... 10-4
10.1.3. Assembling of main bearing.......................................................................................................... 10-5
10.2. Flywheel/thrust bearing....................................................................................................................... 10-6
10.2.1. Dismantling of flywheel/thrust bearing.......................................................................................... 10-6
10.2.2. Assembling of flywheel/thrust bearing.......................................................................................... 10-8
10.3. Camshaft bearings............................................................................................................................. 10-10
10.3.1. Inspecting the camshaft bearing bush........................................................................................ 10-10
10.3.2. Removing of camshaft bearing bush.......................................................................................... 10-11
10.3.3. Mounting of camshaft bearing bush........................................................................................... 10-12
10.4. Cylinder liner...................................................................................................................................... 10-14
10.4.1. Maintenance of cylinder liner...................................................................................................... 10-14
10.4.2. Removing cylinder liner............................................................................................................... 10-14
10.4.3. Mounting of cylinder liner............................................................................................................ 10-15
10.5. Camshaft driving gear bearings......................................................................................................... 10-17
10.5.1. Removing of camshaft driving gear bearing bush...................................................................... 10-17
10.5.2. Mounting of camshaft driving gear bearing bush....................................................................... 10-17
10A. Lubricating Oil Level Monitoring........................................................................................................ 10A-1

10A.1. The benefits of the real-time monitoring system............................................................................ 10A-2
10A.2. Description of the system............................................................................................................... 10A-2
10A.3. Specification................................................................................................................................... 10A-4
11. Crank Mechanism: Crankshaft, Connecting Rod, Piston..................................................................... 11-1

11.1. Counterbalancing the crankshaft......................................................................................................... 11-1
11.1.1. Counterbalancing of 4-cylinder engines....................................................................................... 11-1
11.1.2. Counterbalancing of 9-cylinder engines....................................................................................... 11-1
11.1.3. Counterbalancing of 18-cylinder V-engines.................................................................................. 11-1
11.2. Crankshaft........................................................................................................................................... 11-2
11.2.1. Markings on the flywheel:............................................................................................................. 11-3
11.2.2. Crankshaft alignment.................................................................................................................... 11-4
11.2.3. Measurement of thrust bearing axial clearance............................................................................ 11-5
11.2.4. Cleaning of oil lock at crankshaft seal.......................................................................................... 11-5
11.3. Connecting rod and piston.................................................................................................................. 11-6
11.3.1. Removing and dismantling of piston and connecting rod............................................................ 11-6
11.3.2. Maintenance of piston, rings and connecting rod bearings.......................................................... 11-9
11.3.3. Assembling and mounting of piston and connecting rod........................................................... 11-10
11.4. Balancing shaft mechanism for 4-cylinder engines........................................................................... 11-12
11.4.1. Removal of balancing shaft bearing bush................................................................................... 11-13
11.4.2. Installing balancing shaft bearing bush....................................................................................... 11-15
iv DBAC042854
11.4.3. Removal of balancing shaft gear................................................................................................. 11-16

11.4.4. Installing balancing shaft gear.................................................................................................... 11-16
11.4.5. Removal and re-installation of balancing bearing bracket.......................................................... 11-17
11A. Piston Overhaul................................................................................................................................... 11A-1

11A.1. Pistons............................................................................................................................................ 11A-1
11A.2. Piston crown................................................................................................................................... 11A-1
11A.2.1. Visual inspection....................................................................................................................... 11A-1
11A.2.2. Crack detection test................................................................................................................. 11A-1
11A.2.3. Measurements.......................................................................................................................... 11A-2
11A.2.4. Reconditioning.......................................................................................................................... 11A-2
11A.3. Piston skirt...................................................................................................................................... 11A-2
11A.3.1. Visual inspection....................................................................................................................... 11A-2
11A.3.2. Support surfaces...................................................................................................................... 11A-2
11A.3.3. Crack detection test................................................................................................................. 11A-2
11A.4. Pistons of type 1............................................................................................................................. 11A-3
11A.4.1. Measuring of piston crown and piston skirt............................................................................. 11A-3
11A.4.2. Assembling of pistons (type 1)................................................................................................. 11A-4
11A.5. Pistons of type 2............................................................................................................................. 11A-5
11A.5.1. Measuring of piston crown and piston skirt............................................................................. 11A-5
11A.5.2. Assembling of pistons (type 2)................................................................................................. 11A-6
11A.5.3. Assembling instructions........................................................................................................... 11A-6
12. Cylinder Head with Valves....................................................................................................................... 12-1

12.1. Removing and mounting of the cylinder head..................................................................................... 12-1
12.1.1. Removing of the cylinder head..................................................................................................... 12-1
12.1.2. General maintenance of the cylinder head................................................................................... 12-2
12.1.3. Mounting the cylinder head screws.............................................................................................. 12-4
12.1.4. Mounting the cylinder head........................................................................................................... 12-5
12.1.5. Adjusting valve clearance and yoke.............................................................................................. 12-6
12.2. Maintenance of exhaust and inlet valves............................................................................................. 12-7
12.2.1. Dismantling valves........................................................................................................................ 12-7
12.2.2. Checking and reconditioning valves and seats............................................................................ 12-9
12.2.3. Lapping of inlet valves................................................................................................................ 12-11
12.2.4. Machine grinding of exhaust and inlet valves............................................................................. 12-11
12.3. Change of seat ring........................................................................................................................... 12-12
12.3.1. Removal of the old ring............................................................................................................... 12-12
12.3.2. Fitting a new inlet valve seat ring................................................................................................ 12-12
12.3.3. Fitting a new exhaust valve seat ring.......................................................................................... 12-12
12.3.4. Reassembling of the engine valves............................................................................................. 12-13
12.3.5. Pf "Maximum firing pressure", measured at the indicator valve................................................. 12-14
12A. Testing the cylinder tightness............................................................................................................ 12A-1

12A.1. Connecting the tool for Vasa 32..................................................................................................... 12A-1
12A.2. Measurement.................................................................................................................................. 12A-1
13. Camshaft Driving Gear............................................................................................................................. 13-1

13.1. Intermediate gears............................................................................................................................... 13-1
13.1.1. Removing of camshaft gearing..................................................................................................... 13-1
13.1.2. Mounting of the camshaft gearing................................................................................................ 13-3
13.2. Split gear.............................................................................................................................................. 13-4
13.2.1. Removing of the split gear wheel.................................................................................................. 13-4
13.2.2. Mounting the split gear wheel....................................................................................................... 13-5
14. Valve Mechanism and Camshaft............................................................................................................ 14-1

14.1. Valve mechanism................................................................................................................................. 14-1
14.1.1. Dismantling of valve mechanism................................................................................................... 14-2
DBAC042854 v
14.1.2. Inspection of valve mechanism parts............................................................................................ 14-2

14.1.3. Assembling of valve mechanism................................................................................................... 14-3
14.2. Camshaft............................................................................................................................................. 14-3
14.2.1. Removing of camshaft piece........................................................................................................ 14-4
14.2.2. Mounting of camshaft piece......................................................................................................... 14-4
15. Turbocharging and Air Cooling............................................................................................................... 15-1

15.1. Turbocharger maintenance.................................................................................................................. 15-1
15.2. Water cleaning of turbocharger during operation................................................................................ 15-2
15.2.1. Water cleaning of turbine.............................................................................................................. 15-2
15.2.2. Cleaning procedure....................................................................................................................... 15-3
15.2.3. Water cleaning of compressor...................................................................................................... 15-4
15.2.4. Compressor cleaning procedure................................................................................................... 15-5
15.3. Allowable operation with damaged turbocharger................................................................................ 15-6
15.4. Maintenance of charge air cooler........................................................................................................ 15-6
15.4.1. General maintenance.................................................................................................................... 15-6
15.4.2. Cleaning of air cooler.................................................................................................................... 15-6
15.4.3. Dismantling the air cooler............................................................................................................. 15-7
15.4.4. Chemical cleaning ........................................................................................................................ 15-7
15.4.5. Assembly of charge air cooler....................................................................................................... 15-8
15.4.6. Recommended detergents........................................................................................................... 15-9
15.4.7. Combi Degreaser Cleaning......................................................................................................... 15-10
15.4.7.1. Description of the cleaning process..................................................................................... 15-10
15.4.8. Ultrasonic cleaning...................................................................................................................... 15-11
16. Injection System ...................................................................................................................................... 16-1

16.1. Injection pump..................................................................................................................................... 16-1
16.1.1. Removal of injection pump........................................................................................................... 16-1
16.1.2. Mounting of injection pump.......................................................................................................... 16-2
16.1.3. Control of fuel delivery commencement....................................................................................... 16-2
16.1.4. Injection pump overhaul................................................................................................................ 16-4
16.1.5. Changing of erosion plugs............................................................................................................ 16-6
16.2. Injection line......................................................................................................................................... 16-6
16.3. Injection valve...................................................................................................................................... 16-6
16.3.1. Removing nozzle holder................................................................................................................ 16-7
16.3.2. Mounting injection valve............................................................................................................... 16-8
16.3.3. Overhauling injection valve........................................................................................................... 16-8
17. Fuel System.............................................................................................................................................. 17-1

17.1. Functional description......................................................................................................................... 17-1
17.2. Maintenance........................................................................................................................................ 17-3
17.3. Venting................................................................................................................................................. 17-3
17.4. Adjustments of fuel feed system......................................................................................................... 17-4
17.4.1. Fuel feed pumps in unit (A)........................................................................................................... 17-4
17.4.2. The fuel circulating pumps in unit (B)............................................................................................ 17-5
17.4.3. Fuel feed pump at each engine (C)............................................................................................... 17-5
17.4.4. System operating values............................................................................................................... 17-6
17.4.5. Start and stop............................................................................................................................... 17-6
17.5. Fuel feed pump.................................................................................................................................... 17-6
17.6. Fuel filter.............................................................................................................................................. 17-6
17.6.1. Changing of filter cartridges and cleaning of filter........................................................................ 17-7
18. Lubricating Oil System............................................................................................................................. 18-1

18.1. Maintenance of lubricating oil system................................................................................................. 18-2
18.2. Lubricating oil pump............................................................................................................................ 18-3
18.2.1. Dismantling of lubricating oil pump............................................................................................... 18-4
18.2.2. Inspection of lubricating oil pump................................................................................................. 18-5
vi DBAC042854
18.2.3. Assembling of lubricating oil pump............................................................................................... 18-5

18.3. Lubricating oil pressure regulating valve and safety valve.................................................................. 18-6
18.3.1. Maintenance.................................................................................................................................. 18-6
18.4. Plate cooler for lubricating oil.............................................................................................................. 18-7
18.4.1. General maintenance.................................................................................................................... 18-7
18.4.2. Opening......................................................................................................................................... 18-8
18.4.3. Cleaning........................................................................................................................................ 18-9
18.4.4. Closing.......................................................................................................................................... 18-9
18.5. Thermostatic valve............................................................................................................................. 18-10
18.5.1. Maintenance of thermostatic valve............................................................................................. 18-10
18.6. Lubricating oil main filter.................................................................................................................... 18-11
18.6.1. Changing of filter cartridges and cleaning of filter...................................................................... 18-12
18.6.2. Cleaning of the filter by-pass valve............................................................................................. 18-13
18.7. Centrifugal filter.................................................................................................................................. 18-13
18.7.1. Cleaning of centrifugal filter........................................................................................................ 18-14
18.8. Prelubricating pump.......................................................................................................................... 18-15
18.8.1. General maintenance of prelubricating pump............................................................................. 18-16
18.8.2. Dismantling of prelubricating pump............................................................................................ 18-16
18.8.3. Reassembly of prelubricating pump........................................................................................... 18-16
19. Cooling Water System............................................................................................................................. 19-1

19.1. HT circuit............................................................................................................................................. 19-1
19.2. LT circuit.............................................................................................................................................. 19-2
19.3. Venting and pressure control............................................................................................................... 19-2
19.4. Preheating............................................................................................................................................ 19-2
19.5. Monitoring............................................................................................................................................ 19-2
19.6. Maintenance of cooling water system................................................................................................. 19-2
19.6.1. Cleaning........................................................................................................................................ 19-3
19.7. Water pump......................................................................................................................................... 19-4
19.7.1. Maintenance of the water pump................................................................................................... 19-5
19.7.1.1. Disassembling and assembling of impeller............................................................................ 19-5
19.7.1.2. Disassembling and assembling of mechanical seal............................................................... 19-6
19.7.1.3. Replacing the bearings........................................................................................................... 19-6
19.7.1.4. Replacing of radial seal ......................................................................................................... 19-8
19.8. Temperature control system................................................................................................................ 19-9
19.8.1. Temperature control valve............................................................................................................ 19-9
19.8.1.1. Maintenance of temperature control System....................................................................... 19-11
20. Exhaust System........................................................................................................................................ 20-1

20.1. Changing the expansion bellows......................................................................................................... 20-1
20.2. Insulation box...................................................................................................................................... 20-2
20.3. 8- and 16-cylinder engines.................................................................................................................. 20-2
21. Starting Air System.................................................................................................................................. 21-1

21.1. Main starting valve............................................................................................................................... 21-2
21.1.1. Maintenance of starting main valve.............................................................................................. 21-2
21.2. Starting Air Distributor......................................................................................................................... 21-3
21.2.1. Maintenance.................................................................................................................................. 21-3
21.3. Starting valve....................................................................................................................................... 21-4
21.3.1. Maintenance.................................................................................................................................. 21-4
21.4. Starting air vessel and piping.............................................................................................................. 21-5
21.5. Pneumatic System............................................................................................................................... 21-5
21.5.1. Maintenance.................................................................................................................................. 21-6
21.5.2. Check............................................................................................................................................ 21-7
21.5.3. Maintenance of pneumatic components...................................................................................... 21-7
22. Control Mechanism.................................................................................................................................. 22-1
DBAC042854 vii
22.1. Overview of Control Mechanism......................................................................................................... 22-1

22.2. Maintenance of Control Mechanism.................................................................................................... 22-2
22.3. Check and adjustment......................................................................................................................... 22-3
22.3.1. Stop lever stop position................................................................................................................ 22-3
22.3.2. Governor stop position................................................................................................................. 22-5
22.3.3. Mechanical overspeed trip device................................................................................................ 22-5
22.3.4. Electro-pneumatic overspeed trip device..................................................................................... 22-6
22.3.5. Starting fuel limiter........................................................................................................................ 22-6
22.3.6. Indicator of fuel rack position........................................................................................................ 22-6
22.4. Speed governor................................................................................................................................... 22-6
22.4.1. Hydraulic governor drive............................................................................................................... 22-7
22.4.2. Removal of governor..................................................................................................................... 22-7
22.4.3. Mounting of governor.................................................................................................................... 22-7
22.5. Mechanical overspeed trip device....................................................................................................... 22-8
22.5.1. Check of tripping speed.............................................................................................................. 22-10
22.5.2. Adjustment of tripping speed (Fig 22-3)...................................................................................... 22-10
22.5.3. Maintenance................................................................................................................................ 22-11
22.6. Electro-pneumatic overspeed trip device.......................................................................................... 22-11
22.6.1. Check and adjustment of stop position...................................................................................... 22-12
22.6.2. Check of tripping speed.............................................................................................................. 22-12
22.6.3. Adjustment of tripping speed...................................................................................................... 22-12
22.6.4. Maintenance................................................................................................................................ 22-13
22.7. Starting fuel limiter............................................................................................................................. 22-13
22.7.1. Check and adjustment of limitation............................................................................................ 22-14
22.7.2. Check of function........................................................................................................................ 22-14
22.7.3. Maintenance................................................................................................................................ 22-14
23. Instrumentation and Automation............................................................................................................ 23-1

23.1. Monitoring equipment mounted on the engine................................................................................... 23-1
23.1.1. Instrument panel........................................................................................................................... 23-1
23.1.2. Thermometers............................................................................................................................... 23-1
23.1.3. Combined visual pressure drop indicators and alarm switches................................................... 23-3
23.1.4. On/off switches............................................................................................................................. 23-4
23.1.4.1. Check of switches.................................................................................................................. 23-5
23.1.5. Transducers for remote measuring............................................................................................... 23-7
23.2. Despemes Speed Measuring System for Diesel Engine..................................................................... 23-7
23.2.1. Introduction................................................................................................................................... 23-7
23.2.2. Theory of Operation...................................................................................................................... 23-8
23.2.2.1. Diesel engine speed............................................................................................................... 23-8
23.2.2.2. Relay functions....................................................................................................................... 23-8
23.2.2.3. Turbocharger speed............................................................................................................... 23-8
23.2.2.4. Digital output.......................................................................................................................... 23-8
23.2.2.5. Additional relay functions....................................................................................................... 23-8
23.2.3. Functional circuit cards................................................................................................................. 23-8
23.2.3.1. C1, Power supply DC/DC....................................................................................................... 23-9
23.2.3.2. C2, nDE measuring converter with relay function for the engine speed.............................. 23-10
23.2.3.3. C3, Relay Card..................................................................................................................... 23-12
23.2.3.4. C4, TC-card: Measuring converter for one alt. two turbochargers...................................... 23-14
23.2.3.5. C5 Relay II............................................................................................................................ 23-15
23.2.4. Engine Speed Sensor.................................................................................................................. 23-16
23.2.5. Turbocharger Speed Sensor....................................................................................................... 23-17
23.2.6. Adjustments of the Despemes cards.......................................................................................... 23-17
23.2.7. Governor Speed Sensor.............................................................................................................. 23-20
23.2.8. Troubleshooting procedures....................................................................................................... 23-21
viii DBAC042854
Wärtsilä Vasa 32 Instruction Manual 00. Contents, instructions, terminology
00. Contents, instructions, terminology
00.1 About this manual v3
This manual is intended for engine operating and maintenance personnel. The manual
contains technical data, maintenance instructions and instructions for correct and
economical operation of the engine. It also contains instructions for personal protection and
first aid, as well as, for handling fuel, lubricating oil and cooling water additives during
normal operation and maintenance work.
The reader is assumed to have basic knowledge of engine operation and maintenance.
Such information is therefore not provided in this manual.
This manual is supplemented by the spare parts catalogue including sectional drawings or
exterior views of all components (partial assemblies).
Wärtsilä engines are equipped as agreed on in the sales documents. This manual may
contain descriptions of components that are not included in every delivery. No claims can
therefore be made on Wärtsilä on the basis of the contents of this manual.
The system diagrams (fuel system, lubricating oil system, cooling water system and so on)
included in this manual are only indicative and do not cover every installation. For detailed
system diagrams, see the installation-specific drawings.
NOTE
In all correspondence with Wärtsilä and when ordering spare parts, the engine
type and the engine number found on the engine name plate must be stated.
The exact engine design is defined by the engine number.
00.2 General operation and maintenance instructions v4
● Read this manual carefully before starting to operate or maintain the engine.
● Keep an engine log book for every engine.
● Observe utmost cleanliness and order in all maintenance work.
● Before dismantling, check that all concerned systems are drained and the pressure is
released. After dismantling, immediately cover holes for lubricating oil, fuel oil, and air
with tape, plugs, clean cloth or similar material.
● When replacing a worn out or damaged part with a new one, check for markings on the
old part, for instance, identification marking, cylinder or bearing number, and mark the
new part with the same data at the same location. Enter every exchange in the engine
log along with the reason for the exchange clearly stated.
● In marine applications, all changes which may influence the NOx emission of the engine,
for instance, change of components and engine settings, must be recorded in the
"Record Book of Engine Parameters" according to "Annex VI to MARPOL 73/78".
● After assembly, check that all bolts, screws and nuts are tightened and locked according
to the instructions in this manual. Check that all shields and covers are fully functional, in
their places and closed.
DBAC042854 00-1
00. Contents, instructions, terminology Wärtsilä Vasa 32 Instruction Manual
NOTE
Preventive maintenance is important when it comes to fire protection. Inspect
fuel lines, lubricating oil lines and connections regularly.
00.3 Terminology v7
The most important terms used in this manual are explained below.
Driving end and free end

The driving end is the end of the engine where the flywheel is located.
The free end is the end opposite the driving end.
Operating side and rear side

The operating side is the longitudinal side of the engine where the instrument panel (Local
Display Unit) or operating devices.
The rear side is the longitudinal side of the engine opposite the operating side.
Details located at the operating side may be marked with an "M" (manoeuvring side), and
details located at the rear side with a "B" (back side, or B bank on V engines).
Cylinder designation
According to ISO 1204 and DIN 6265, the cylinder designation begins at the driving end.
Free end
6
5
4
3
2
1
Rear side
Operating
side
Driving end
Clockwise rotation
Fig 00-1 Terminology and cylinder designations GUID-EFDD4F57-5723-40A8-A337-269460B6CF67 v1
Rotational direction
Clockwise rotating engine: when looking at the engine from the driving end, the
crankshaft rotates clockwise.
Top dead centre and bottom dead centre

Bottom dead centre, abbreviated BDC, is the bottom turning point of the piston in the
cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the piston in the cylinder.
TDC for every cylinder is marked on the graduation of the flywheel.
00-2 DBAC042854
During a complete working cycle, which in a four-stroke engine comprises two crankshaft
rotations, the piston reaches TDC twice:
● TDC at scavenging. This occurs when the exhaust stroke of a working cycle ends and
the suction stroke of the next one begins. Both the exhaust and inlet valves are slightly
open and scavenging takes place. If the crankshaft is turned to and fro near this TDC,
both the exhaust and inlet valves will move.
● TDC at firing. This occurs after the compression stroke and before the working stroke.
Slightly before this TDC, the fuel injection takes place (on an engine in operation). All
valves are closed and will not move if the crankshaft is turned. When watching the
camshaft and the injection pump, it is possible to notice that the pump tappet roller is on
the lifting side of the fuel cam.
00.4 Designations and markings
00.4.1 Bearing designation v5
Main bearings
The shield bearing (nearest the flywheel) is No. 0, the first standard main bearing is No. 1,
the second No. 2, and so on.
NOTE
During maintenance use a permanent marker pencil to mark any removed
bearing caps on the rear with their designated position number according to
designation procedure.
DBAC042854 00-3
0 00
0
00
0 00
N 3 2 1
N 3 2 1 0
Fig 00-2 Bearing designation W20AP-200053 v2
Thrust bearings
The thrust bearing rails are located at the shield bearing. The outer rails close to the
flywheel are marked with 00 and the inner rails with 0.
Camshaft bearings
The camshaft bearings are designated as the main bearings, the thrust bearing bushes
being designated 00 (outer) and 0 (inner).
Camshaft gear bearings

The bearing bushes are designated 00 (outer) and 0 (inner).
Upper and lower bearing shells

In bearings where both the shells are identical, the upper one should be marked with "UP".
00-4 DBAC042854
00.5 Risk reduction v2
Read the engine manual before installing, operating or servicing the engine and related
equipment. Failure to follow the instructions can cause personal injury, loss of life and
damage to property.
Proper personal safety equipment, for example, gloves, hard hat, safety glasses and ear
protection must be used in all circumstances. Missing, unsuitable or defective safety
equipment might cause serious personal injury or loss of life.
00.5.1 Use of symbols v2
This manual contains different kinds of notes emphasized with symbols. Read them
carefully. They contain warnings of possible danger or other information that you must take
into consideration when performing a task.
WARNING
Warning means there is a risk of personal injury.
WARNING-ELECTRICITY
Electricity warning means there is a risk of personal injury due to electrical
shocks.
CAUTION
Caution means there is a risk of damaging equipment.
NOTE
Note contains important information or requirements.
00.5.2 General identified hazards v2
The table below lists general hazards, hazardous situations and events which are to be
noticed during normal operation and maintenance work. The table lists also the chapters in
this manual which are concerned by the respective hazard.
Identified hazard, hazardous situation Concerned Protection and Notes

or event chapters safety equipment
Dropping parts during maintenance 4, 10, 11, 12, 13, Personal
work 14, 15, 16, 17, protection
18, 19, 20, 21, equipment, e.g.
22, 23 hard hat, shoes to
be used.
Continued on next page
DBAC042854 00-5
Identified hazard, hazardous situation Concerned Protection and Notes

or event chapters safety equipment
Turning device engaged during 3, 4, 10, 11, 12,
maintenance work and operated 13, 14, 16
unintentionally
Crankcase safety explosion valves 3, 10, 23
opening due to crankcase explosion
Running engine without covers 3, 4, 10, 11, 12,
13, 14, 16, 21, 22
Risk of ejected parts in case of major 3, 4, 10, 11, 12,
failure 13, 14, 22
Contact with electricity during 4, 11, 17, 18, 21,
maintenance work if power not 22, 23
disconnected
Electrical hazard if incorrect grounding 3, 4, 11, 18, 19
of electrical equipment
Ejection of components or emission of 3, 4, 12, 13, 14,
high pressure gas due to high firing 16, 21
pressures
Risk of ejected parts due to break down 3, 15
of turbocharger
Overspeed or explosion due to air-gas 3, 4, 15 Suction air must
mixture in the charge air be taken from gas
free space.
Ejection of fuel injector if not fastened 4, 12, 16
and turning device engaged
Engine rotating due to engaged gear 3, 4, 10, 11, 12,
box or closed generator breaker during 13, 14, 16
overhaul
Fire or explosion due to leakage in 3, 4, 16, 17, 18,
fuel /gas line or lube oil system 20
Inhalation of exhaust gases due to 3, 15, 20 Proper ventilation
leakage of engine room/
plant is required.
Inhalation of exhaust gas dust 4, 8, 10, 11, 12,
15, 20
Explosion or fire if flammable gas/vapour 3, 20 Proper ventilation
is leaking into the insulation box and/or gas
detectors are
required in the
engine room.
Touching of moving parts 3, 4, 8, 10, 11,
12, 13, 14, 15,
16, 17, 18, 21,
22, 23
Risk of oil spray from high pressure 3, 4, 8, 10, 11, Personal
hoses 12, 13, 14, 15, protection
16, 18, 19, 21, 22 equipment, e.g.
hard hat, safety
glasses to be
used.
00-6 DBAC042854
00.5.3 Hazards due to moving parts v1
● Running the engine without covers and coming in contact with moving parts
● Touching pump parts during unintentional start of electrically driven pump motor
● Turbocharger starting to rotate due to draft if not locked during maintenance
● Thrusting a hand into the compressor housing when the silencer is removed and the
engine is running
● Unexpected movement of valve or fuel rack(s) due to a broken wire or a software/
hardware failure in the control system
● Unexpected movement of components
● Turning device engaged during maintenance work
● Accidental rotation of the crankshaft if the turning device is not engaged during
maintenance work, for instance, because it has been removed for overhaul
● Mechanical breakage (for example of a speed sensor) due to incorrect assembly of the
actuator to the engine or faulty electrical connections.
00.5.4 Hazards due to incorrect operating conditions v1
● Overspeed or explosion due to air-gas mixture in the charge air

● Overspeed due to air-oil mist mixture in the charge air
● Malfunction of crankcase ventilation
● Crankcase explosion due to oil mist mixing with air during inspection after an oil mist
shut down
● Crankcase safety explosion valves opening due to a crankcase explosion.
00.5.5 Hazards due to leakage, breakdown or improper

component assembly v3
● A fuel pipe bursting and spraying fuel.

● Leakage of:
○ Fuel at joints on the low and/or high pressure side
○ Lubricating oil
○ HT water
○ Charge air
○ Exhaust gas
○ Pressurised air from air container, main manifold or pipes
● Fire or explosion due to leakage from a fuel or gas line
● Fire or explosion due to flammable gas/vapour (crude oil) leaking into the insulation box
● Inhalation of exhaust gases or fuel gases due to leakage
● Failure of pneumatic stop
DBAC042854 00-7
● Ejected components due to:

○ Breakdown of hydraulic tool
○ Breakdown of hydraulic bolt
○ Breakdown of turbocharger
○ High firing pressures
○ Major failure
● Ejection of:
○ Pressurised liquids and gases from the engine block or piping
○ High pressure fluid due to breakdown of hydraulic tool
○ Gas due to high firing pressures
○ High pressure fluid due to breakdown of HP sealing oil pipe
○ High pressure air from compressed air supply pipes during maintenance of
pneumatically operated equipment
○ Cooling water or fuel/lubricating oil if sensor is loosened while the circuit is
pressurised
○ Leaks during maintenance work
● Oil spray if running without covers
● Ejection of fuel injector if not fastened and:
○ The turning device is engaged and turned.
○ The engine turns due to closed generator breaker or coupling.
00.5.6 Electrical hazards v1
● Fire or sparks due to damage or short circuit in electrical equipment

● Contact with electricity during maintenance work if power not disconnected
● Hazards due to incorrect grounding of electrical equipment
● Electrical shocks because electrical cables or connectors are damaged
● Electrical shocks because electrical equipment is dismantled with the power connected
● Incorrectly wired or disconnected emergency stop switch
● Overload of a control system component due to incorrect electrical connections,
damaged control circuitry or incorrect voltage
● Engine out of control due to a failure in the shutdown circuitry
● Unexpected start-up or failed stop
● Crankcase explosion if:
○ engine not safeguarded at high oil mist levels, due to energy supply failure
○ engine not (fully) safeguarded at high oil mist levels, due to failure in oil mist detector
circuitry
○ engine not (fully) safeguarded at high oil mist levels, due to an incorrect electrical
connector or leakage in a pipe connection.
00-8 DBAC042854
00.5.7 Other hazards v1
Injury may be caused by:

● Slipping, tripping or falling
● Improper treatment of water additives and treatment products
● Touching the insulation box, turbo-charger, pipes, exhaust manifold, or other
unprotected parts without protection during engine operation
● Dropping parts during maintenance work
● Starting maintenance work too early, thus, causing burns when handling hot
components
● Neglecting use of cranes and/or lifting tools
● Not using proper tools during maintenance work
● Not using correct protecting outfits when handling hot parts, thus, causing burns
● Contact with fuel, lubrication oil or oily parts during maintenance work
● Exposure to high noise levels
● Touching or removing turbocharger insulation too soon after stopping the engine
● Ejection of preloaded springs when dismantling components.
00.6 Welding precautions
00.6.1 Personal safety when welding v1
It is important that the welder is familiar with the welding safety instructions and knows how
to use the welding equipment safely.
00.6.1.1 Welding hazards and precautions v2
General work area hazards and precautions

● Keep cables, materials and tools neatly organised.
● Connect the work cable as close as possible to the area where welding is being
performed. Do not allow parallel circuits through scaffold cables, hoist chains, or ground
leads.
● Use only double insulated or properly grounded equipment.
● Always disconnect power from equipment before servicing.
● Never touch gas cylinders with the electrode.
● Keep gas cylinders upright and chained to support.
DBAC042854 00-9
Precautions against electrical shock

WARNING
Electrical shock can kill.
● Wear dry hole-free gloves. Change when necessary to keep dry.

● Do not touch electrically “hot” parts or electrode with bare skin or wet clothing.
● Insulate the welder from the work piece and ground using dry insulation, for example,
rubber mat or dry wood.
● If in a wet area the welder cannot be insulated from the work piece with dry insulation,
use a semi-automatic, constant-voltage welder or stick welder with a voltage reducing
device.
● Keep electrode holder and cable insulation in good condition. Do not use if insulation is
damaged or missing.
Precautions against fumes and gases

WARNING
Fumes and gases can be dangerous.
● Use ventilation or exhaust fans to keep the air breathing zone clear and comfortable.
● Wear a helmet and position the head so as to minimize the amount of fumes in the
breathing zone.
● Read warnings on electrode container and Material Safety Data Sheet (MSDS) for the
electrode.
● Provide additional ventilation or exhaust fans where special ventilation is required.
● Use special care when welding in a confined area.
● Do not weld with inadequate ventilation.
Precautions against welding sparks

WARNING
Welding sparks can cause fire or explosion.
● Do not weld on containers which have held combustible materials. Check the containers
before welding.
● Remove flammable material from welding area or shield them from sparks and heat.
● Keep a fire watch in area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear fire retardant clothing and hat. Use earplugs when you weld overhead.
00-10 DBAC042854
Precautions against arc rays

WARNING
Arc rays can burn eyes and skin.
● Select a filter lens which is comfortable for you while welding.

● Always use helmet when you weld.
● Provide non-flammable shielding to protect others.
● Wear clothing which protects skin while you weld.
Precautions when welding in confined spaces

● Ensure that the ventilation is adequate, especially if the electrode requires special
ventilation or if welding causes the formation of gas that may displace oxygen.
● If the welding machine cannot be insulated from the welded piece and the electrode, use
semi-automatic constant-voltage equipment with a cold electrode or a stick welder with
voltage reducing device.
● Provide the welder with a helper and plan a method for retrieving the welder from the
enclosure in case of an emergency.
00.6.2 Protecting equipment when welding v2
The main principles for protecting equipment when welding are:

● Preventing uncontrolled current loops
● Radiation protection
● Preventing the spread of welding splatter
● Switching off or disconnecting all nearby electrical equipment when possible
00.6.2.1 Preventing uncontrolled current loops v1
Always check the welding current path. There should be a direct route from the welding
point back to the return connection of the welding apparatus.
The main current always flows along the path of least resistance. In certain cases the return
current can therefore go via grounding wires and electronics in the control system. To avoid
this, the distance between the welding point and the return connection clamp of the welding
apparatus should always be the shortest possible. It must not include electronic
components.
Pay attention to the connectivity of the return connection clamp. A bad contact might cause
sparks and radiation.
00.6.2.2 Radiation protection v2
The welding current and the arc is emitting a wide electromagnetic radiation spectrum. This
might damage sensitive electronic equipment.
DBAC042854 00-11
To avoid such damages:

● Keep all cabinets and terminal boxes closed during welding.
● Protect sensitive equipment by means of shielding with a grounded (earthed) conductive
plate.
● Avoid having the cables of the welding apparatus running in parallel with wires and
cables in the control system. The high welding current can easily induce secondary
currents in other conductive materials.
00.6.2.3 Prevention of damage due to welding splatter v2
Welding splatter is commonly flying from the welding arc. Few materials withstand the heat
from this splatter. Therefore all cabinets and terminal boxes should be kept closed during
the welding. Sensors, actuators, cables and other equipment on the engine must be
properly protected.
Welding splatter can also be a problem after it has cooled down; for example: short-circuits,
leaks.
00.6.3 Welding precautions for engine control system v2
Electronic control systems are sensitive and can be seriously damaged by external voltage
or high-current shocks. To avoid damaging the engine control system certain precautions
must be taken when welding.
Follow the instructions that apply to the control system installed on the engine.
00.6.3.1 Basic ECU (Despemes/Spemos) checklist v2
Take the following precautions before welding in the vicinity of a basic Engine Control Unit
(ECU) system:
Procedure
1 Deactivate the system by disconnecting all external connectors (X1...X4).

2 Close the cabinet covers and all the distributed units.
3 Protect, if possible, cables, sensors and other equipment from splatter with a proper
metal sheet.
00.7 Hazardous substances v1
Fuel oils, lubricating oils and cooling water additives are environmentally hazardous. Take
great care when handling these products or systems containing these products.
00.7.1 Fuel oils v2
Fuel oils are mainly non-volatile burning fluids, but they may also contain volatile fractions
and therefore present a risk of fire and explosion.
The fuel oils may cause long-term harm and damage in water environments and present a
risk of contaminating the soil and ground water.
00-12 DBAC042854
Prolonged or repetitive contact (for example, of polyaromatic hydrocarbons) with the skin
may cause irritation and increase the risk of skin cancer. Fumes that are irritating for eyes
and respiratory organs, such as hydrogen sulphide or light hydrocarbons, may be released
during loading/bunkering.
NOTE
Study the safety instructions provided by the fuel oil supplier.
00.7.1.1 Safety precautions for fuel oil handling v1
● Isolate the fuel oils from ignition sources, such as sparks from static electricity.
● Avoid breathing evaporated fumes, for instance, during pumping and when opening
storage tanks. The fumes may contain toxic gases, for instance, hydrogen sulphide. Use
a gas mask if necessary.
● Keep the handling and storage temperatures below the flash point.
● Store the fuel in tanks or containers designed for flammable fluids.
● Note the risk of methane gas formation in the tanks due to bacterial activities during
long-term storage. Methane gas causes risk of explosion, for instance, when unloading
fuel and when opening storage tanks. When entering tanks, there is a risk of suffocation.
● Do not release fuel into the sewage system, water systems or onto the ground.
● Cloth, paper or any other absorbent material used to soak up spills are a fire hazard. Do
not allow them to accumulate.
● Dispose of any waste containing fuel oil according to directives issued by the local or
national environmental authorities. The waste is hazardous. Collection, regeneration and
burning should be handled by authorised disposal plants.
00.7.1.2 Personal protection equipment for fuel oils v3
Protection of Against oil mist: Use respirator with combined particle and gas filter.
respiratory organs
Against evaporated fumes (hydrogen sulphide, etc.): Use respirator with
inorganic gas filter.
Hand protection Use strong, heat and hydrocarbon resistant gloves (nitrile rubber for
example).
Eye protection Wear goggles if splash risk exists.
Skin and body Wear facial screen and covering clothes as required.
protection
Use safety footwear when handling barrels.
Wear protective clothing if hot product is handled.
00.7.1.3 First aid measures for fuel oil accidents v3
Inhalation of Move the victim to fresh air.

fumes
Keep the victim warm and lying still.
Give oxygen or mouth to mouth resuscitation if needed.
DBAC042854 00-13
Seek medical advice after significant exposure or inhalation of oil mist.
Skin contact If the oil was hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as they will disperse the oil and might cause skin absorption.
Remove contaminated clothing.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, for at least 15 minutes.
Seek medical advice.
If possible, keep rinsing until eye specialist has been reached.
Ingestion Rinse the mouth with water.

Do not induce vomiting as this may cause aspiration into the respiratory organs.
00.7.2 Lubricating oils v1
Fresh lubricating oils normally present no particular toxic hazard, but all lubricants should
always be handled with great care.
Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbon) compounds. Avoid prolonged or repetitive contact with the
skin. Prevent any risk of splashing. Keep away from heat, ignition sources and oxidizing
agents.
There is a risk of long term contamination of the soil and the ground water. Take every
appropriate measure to prevent water and soil contamination.
NOTE
Study and follow the safety information provided by the supplier of the
lubricating oil.
00.7.2.1 Safety precautions for handling lubricating oil v1
When handling lubrication oils:

● Ensure adequate ventilation if there is a risk of vapours, mists or aerosols releasing. Do
not breathe vapours, fumes or mist.
● Keep the oil away from flammable materials and oxidants.
● Keep the oil away from food and drinks. Do not eat, drink or smoke while handling
lubricating oils.
● Use only equipment (containers, piping, etc.) that are resistant to hydrocarbons. Open
the containers in well ventilated surroundings.
● Immediately take off all contaminated clothing.
00-14 DBAC042854
Note also the following:

● Empty packaging may contain flammable or potentially explosive vapours.
● Cloth, paper or any other absorbent material used to recover spills are fire hazards. Do
not allow these to accumulate. Keep waste products in closed containers.
● Waste containing lubricating oil is hazardous and must be disposed of according to
directives issued by the local or national environmental authorities. Collection,
regeneration and burning should be handled by authorised disposal plants.
00.7.2.2 Personal protection equipment for lubricating oils v3
Hand protection Use impermeable and hydrocarbon resistant gloves (nitrile rubber for
example).
Eye protection Wear goggles if splash risk exists.
Skin and body Wear facial screen and covering clothes as required.
protection
Wear protective clothing when handling hot products.
00.7.2.3 First aid measures for accidents with lubricating oil v3
Inhalation of fumes Move the victim to fresh air.

Skin contact Wash immediately with plenty of water and soap or cleaning agent.
Do not use solvents (the oil is dispearsed and may be absorbed into the skin).
Remove contaminated clothing. Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, and continue for at least 15 minutes.
Ingestion Do not induce vomiting, in order to avoid the risk of aspiration into respiratory
organs.
Seek medical advice immediately.
Aspiration of liquid If aspiration into the lungs is suspected (during vomiting for example) seek
product medical advice immediately.
00.7.3 Cooling water additives, nitrite-based v2
Cooling water additives are toxic if swallowed. Concentrated product may cause serious
toxic symptoms, pain, giddiness and headache. Significant intake results in greyish/blue
discoloration of the skin and mucus membranes and a decrease in blood pressure. Skin
and eye contact with the undiluted product can produce intense irritation. Diluted solutions
may be moderately irritating.
NOTE
Refer to the safety information provided by the supplier of the product.
DBAC042854 00-15
00.7.3.1 Safety precautions for handling cooling water additives v1
● Avoid contact with skin and eyes.

● Keep the material away from food and drinks. Do not eat, drink or smoke while handling
it.
● Keep the material in a well ventilated place with access to safety shower and eye
shower.
● Soak up liquid spills in absorbent material and collect solids in a container. Wash floor
with water as spillage may be slippery. Contact appropriate authorities in case of bigger
spills.
● Bulk material can be land dumped at an appropriate site in accordance with local
regulations.
00.7.3.2 Personal protection equipment for cooling water additives v2
Respiratory protection Normally no protection is required.

Avoid exposure to product mists.
Hand protection Wear rubber gloves (PVC or natural rubber for example).
Eye protection Wear eye goggles.
Skin and body protection Use protective clothing and take care to minimise splashing.
00.7.3.3 First aid measures for accidents with cooling water

additives v3
Inhalation In the event of over exposure to spray mists, move the victim to fresh air.
Keep the victim warm and lying still. If the effects persist, seek medical advice.
Skin contact Wash immediately with plenty of water and soap.

If irritation persists, seek medical advice.
Eye contact Rinse immediately with plenty of clean water and seek medical advice.

Make the victim drink milk, fruit juice or water.
Do not induce vomiting without medical advice.
Immediately seek medical advice.
Never give anything to drink to an unconscious person.
00-16 DBAC042854
00.7.4 Fly ashes and exhaust gas dust v2
NOTE
See the safety instructions before starting to overhaul the exhaust gas system,
or engine components that have been in contact with exhaust gases.
00.7.4.1 Precautions for handling fly ashes and exhaust gas dust v1
When handling fly ashes, exhaust gas dust or any contaminated components, observe the
following requirements and precautions:
● Avoid inhaling and swallowing fly ashes and dusts. Prevent eye and skin contacts.
● Avoid spreading and spilling the fly ashes and dusts to the environment.
● Take measures to avoid spreading the dust in the surrounding area when opening the
manholes of the exhaust gas system, especially the Selective Catalytic Reduction (SCR)
system (if included). Avoid spreading dust when handling exhaust gas system
components.
● Take care that the ventilation is suitable when collecting dust arisen during the
machining and cleaning of the components.
● Apply appropriate disposal instructions for flue gas dust spillage. The dust collected
from the exhaust gas system must be considered as hazardous waste. It must be
treated according to the local regulations and legislation.
00.7.4.2 Personal protection equipment for fly ashes and exhaust

gas dust v3
Respiratory organ Use P3 filter respirator against toxic particles.

protection
For work inside the SCR or other places in the exhaust gas system,
where the dust concentration is high, a respiration mask with fresh
filtered compressed air supply is recommended.
Hand protection Use gloves.
Eye protection Wear goggles.
Skin and body protection Wear covering clothes.
Use proper protection also when machining or cleaning engine components that have been
in contact with exhaust gases.
00.7.4.3 First aid measures for fly ash and exhaust gas accidents v3
Inhalation of Move the victim to fresh air.

ashes
Give oxygen or mouth to mouth resuscitation if needed.
Seek medical advice after a significant exposure.
Skin contact If the ash is hot, cool the skin immediately with plenty of cold water.
DBAC042854 00-17
Wash immediately with plenty of water and soap.

Do not use solvents as it disperses the ash and may cause skin absorption.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water for at least 15 minutes and seek medical
advice.

Do not induce vomiting as it may cause aspiration into respiratory organs.
00.7.5 Lead in bearings v1
Lead has valuable lubricating properties and is therefore incorporated into many bearing
alloys.
The bearings in Wärtsilä engines contain lead and are therefore toxic. Bearings that are to
be scrapped and contain lead must be disposed of according to the local authority
regulations.
00.7.6 Fluoride rubber products
00.7.6.1 Precautions when handling fluoride rubber products v2
Normal sealing applications

In normal sealing applications the use of fluoride rubber products does not cause any
health hazards. The products can be handled without any risk provided that normal
industrial hygiene is maintained.
When changing O-rings of valve seats

Always wear protective rubber gloves when changing the O-rings of the valve seats.
When handling the remains of burnt fluoride rubber

When handling the remains of burnt fluoride rubber, for instance, when changing O-rings
after a valve blow-by, wear impenetrable acid-proof gloves to protect the skin from the
highly corrosive remains. Appropriate glove materials are neoprene or PVC. All liquid
remains must be considered to be extremely corrosive.
The remains can be neutralized with large amounts of calcium hydroxide solution (lime
water). Used gloves must be disposed of.
Grinding dust
Dust and particles originating from grinding or abrasion (wear) of fluoride rubber may when
burned form toxic degradation products. Smoking must therefore be prohibited in areas
where fluoride rubber dust and particles are present.
00-18 DBAC042854
In case of fire
When burned fluoride rubber can cause the formation of toxic and corrosive degradation
products, for example, hydrofluoric acid, carbonyl fluoride, carbon monoxide, and carbon
fluoride fragments of low molecular weight.
Operators handling the remains of burnt fluoride rubber must wear impenetrable acid-proof
gloves to protect the skin from the highly corrosive remains. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered extremely corrosive.
Burning (incineration) of fluoride rubber is allowed only when approved incinerators
equipped with gas emission reduction systems are used.
Use of fluoride rubber products at temperatures above 275°C (527°F)

Fluoride rubber can be used in most applications (up to 275°C) without any substantial
degradation or health hazard. Use or test of fluoride rubber at temperatures above 275°C
must be avoided. If the material is exposed to higher temperatures, the temperature may
get out of control.
00.7.6.2 Personal protection equipment for fluoride rubber products v3
Hand protection Use impenetrable acid-proof gloves (neoprene or PVC).
Inhalation protection Use breathing mask.
00.7.6.3 First aid measures for accidents with fluoride rubber

products v3
Inhaling Move the victim from the danger zone.

Make the victim blow his nose.
Eye contact Rinse immediately with water.

Skin contact Rinse immediately with water.

Put a 2 % solution of calcium gluconate gel on the exposed skin.
If calcium gluconate gel is not available, continue to rinse with water.
DBAC042854 00-19
00-20 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 01. Main Data, Operating Data and General Design
01. Main Data, Operating Data and General Design
01.1 Main data for Vasa 32 v1
Cylinder bore ............................................................................................................... 320 mm

Stroke .......................................................................................................................... 350 mm
Piston displacement per cylinder .................................................................................. 28.15 l
Firing order
Engine type Clockwise rotation Counter-clockwise rotation
4R32 1-3-4-2 1-2-4-3
6R32 1-5-3-6-2-4 1-4-2-6-3-5
8R32 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
9R32 1-7-4-2-8-6-3-9-5 1-5-9-3-6-8-2-4-7
12V32 A1-B1-A5-B5-A3-B3-A6-B6-A2-B2-A4-B4 A1-B4-A4-B2-A2-B6-A6-B3-A3-B5-A5-B1
16V32 A1-B1-A3-B3-A7-B7-A4-B4-A8-B8-A6-B6-A2- A1-B5-A5-B2-A2-B6-A6-B8-A8-B4-A4-B7-A7-

B2-A5-B5 B3-A3-B1
18V32 A1-B1-A7-B7-A4-B4-A2-B2-A8-B8-A6-B6-A3- A1-B5-A5-B9-A9-B3-A3-B6-A6-B8-A8-B2-A2-

B3-A9-B9-A5-B5 B4-A4-B7-A7-B1
Normally the engine rotates clockwise.
Lubricating oil volume in the engine

Engine type 4R32 6R32 8R32 9R32 12V32 16V32 18V32
Approx. oil volume in litres
Normal sump 670 1295 1655 1835 1875 2405 2670
Deep sump 1110 1910 2435 2700 2825 3620 4020
Oil volume between max. and min. 2.2 3.1 4.2 4.4 4.6 6.1 6.9
marks
approx. litres/mm
NOTE
In certain off-shore installations, oil volumes according to "normal sump" in the
table above is to be used although the engine is equipped with a "deep sump".
This to prevent the crankshaft from touching the oil surface in situations of large
engine inclinations.
Lubricating oil volume in the turning device in litres

LKV132 8.5 - 9.5
DBAC042854 01-1
01. Main Data, Operating Data and General Design Wärtsilä Vasa 32 Instruction Manual
Lubricating oil volume in the speed governor in litres

1.8 - 2.2
Approx. cooling water volume in the engine in litres

Engine type 4R32 6R32 8R32 9R32 12V32 16V32 18V32
Engine only 305 410 510 560 740 950 1060
Engine and inverse cooling system 470 600 750 750 950 1220 1360
01.2 Recommended operating data v1
Apply to normal operation at nominal speed.
Normal values (xxx) Alarm (stop) limits (xxx)
Load 100 % 30 % 30 - 100 % 30 %
Temperatures, (°C)
Lube oil before engine 62 - 70 73 - 80 80 90
Lube oil after engine 10 - 13 5-8

higher higher
HT water after engine 91 - 100 100 (105)
HT water before engine 5 - 8 lower
HT water rise over turbocharger 8 - 12 (15) 6 - 10
LT water before engine 30 - 38 65 - 70
Charge air in air receiver 50 - 60 60 - 70 70 (80)(xxxx)
Exhaust gas after cylinder See test records 60 higher
Preheating of HT water 50 (MDO) 70 (HFO)
Gauge pressures (bar)
Lube oil before engine at a speed of 600 3.5 3 - 3.5 3.5 (2.5)
RPM (10.0 r/s)
720 RPM (12.0 r/s) - 750 (12.5 r/s) 4.5 - 5.5 3.5 (2.5)
HT/LT water before HT/LT pump 0.7 - 1.5

(=static)
HT water before engine 2.2 - 4.8 (x) (xx)
LT water before charge air cooler 2.2 - 4.4 (x) (xx)
Fuel before engine 6-8 4 (HFO) 2 (MDO)
Starting air max. 30
Charge air See test records
Normal values (xxx) Alarm (stop) limits (xxx)
Load 100 % 30 % 30 - 100 % 30 %
01-2 DBAC042854
Other pressures (bar)
Firing pressure See test records
Opening pressure of safety valve on 6-8

lube oil pump
Visual indicator and electronic 1.2 - 1.8

transducer for high pressure drop over
lube oil filter and fuel filter
(x) Depending on speed and installation.

(xx)Alarm limit for main engine = idling pressure - 0.3 bar.
(xxx)
For engines without load dependent cooling water system the values for 0 - 30% load
are not applicable. Under 30% load the lubricating oil and water temperatures fall a little.
(xxxx) Stop or load reduction.
01.3 Reference conditions v1
Reference conditions according to ISO 3046-1 (2002):

Air pressure ................................................................................................... 100 kPa (1.0 bar)
Ambient temperature ........................................................................................... 298 K (25°C)
Relative air humidity ........................................................................................................ 30 %
Cooling water temperature of charge air cooler .................................................. 298 K (25°C)
In case the engine power can be utilized under more difficult conditions than those
mentioned above, it will be stated in the sales documents. Otherwise, the engine
manufacturer can give advice about the correct output reduction. As a guideline additional
reduction may be calculated as follows:
Reduction factor = (a + b + c) %
a = 0.5 % for every °C the ambient temperature exceeds the stated value in the sales
documents.
b = 1 % for every 100 m level difference above stated value in the sales documents.
c = 0.4 % for every °C the cooling water of the charge air cooler exceeds the stated value in
the sales documents.
01.4 General engine design v2
The engine is a turbocharged intercooled 4-stroke diesel engine with direct fuel injection.
The engine block is cast in one piece. The crankshaft is mounted in the engine block in an
underslung way. The main bearing cap is supported by two hydraulically tensioned main
bearing screws and two horizontal side screws.
The charge air receiver is cast into the engine block as well as the cooling water header.
The crankcase covers, made of light metal, seal against the engine block by means of
rubber sealings.
The lubricating oil sump is welded.
The cylinder liners are designed with high collars and drilled cooling holes. The cooling
effect is optimized to give the correct temperature of the inner surface.
The liner is provided with an anti-polishing ring in the upper part of the bore to eliminate the
risk of bore polishing.
DBAC042854 01-3
The main bearings are fully interchangeable trimetal or bimetal bearings which can be
removed by lowering the main bearing cap. A hydraulic jack is provided for every main
bearing to lower and lift the main bearing cap.
The crankshaft is forged in one piece and is balanced by counterweights as required.
The connecting rods in the Wärtsilä Vasa 32 Low NOX engines are of forged alloy steel
and machined with round sections. All connecting rod studs are hydraulically tightened. The
gudgeon pin bearing is of tri-metal type.
In older engines the connecting rods are drop forged. The big end is split and the mating
faces are serrated. The small end bearing is stepped to achieve large bearing surfaces. The
big end bearings are fully interchangeable trimetal or bimetal bearings.
The piston ring set in the Wärtsilä Vasa 32 Low NOX engines consist of two chromium-
plated compression rings and one spring loaded oil scraper ring with chromium-plated
edges.
In the older engines the piston ring set consists of three chrome-plated compression rings
and one chrome-plated, spring-loaded oil scraper rings.
The pistons are fitted with a Wärtsilä patented skirt lubricating system. The top ring
grooves are hardened. Cooling oil enters the cooling space through the connecting rod. The
cooling spaces are designed to give an optimal shaker effect.
The cylinder head, made of special cast iron, is fixed by four hydraulically tensioned
screws. The head is of the double deck design and cooling water is forced from the
periphery towards the centre giving efficient cooling in important areas.
The inlet valves are stellited and the stems are chromium-plated. The valve seat rings are
made of a special cast iron alloy and are changeable.
The exhaust valves, also with stellited seats and chromium-plated stems, seal against the
directly cooled valve seat rings. For some applications Nimonic valves are used.
The seat rings, made of a corrosion and pitting resistant material, are changeable.
The camshafts are made up from one-cylinder pieces with integrated cams. The bearing
journals are separate pieces and thus it is possible to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can normally be changed without
any adjustment. The pumps and piping are located in a closed space which is heat
insulated for heavy fuel running.
The turbochargers are normally located at the free end of the engine but, at request, can
also be located at the driving end.
On a V-engine there are two chargers, one for each bank.
The charge air coolers are made as removable inserts, on the V-engines two identical
ones.
The lubricating oil system includes a gear pump, oil filter, cooler with thermostat valve (not
in V-engine), centrifugal bypass filter and an electrically driven prelubricating pump. The oil
sump is dimensioned for the entire oil volume needed, and all cylinder numbers can be run
in wet sump configuration. Dry sump running is also possible.
The starting system. The air supply into the cylinders is controlled by the starting air
distributor run by the camshaft. The four-cylinder engine can alt. be provided with an air
driven starting motor.
01-4 DBAC042854
0 5
Fig 01-1 Cross-section of Wärtsilä VASA 32, in-line engine WS-32-320151 v1
DBAC042854 01-5
5 5
0 0
Fig 01-2 Cross-section of Wärtsilä VASA 32, V-engine WS-32-320152 v1
01-6 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 02. Fuel, Lubricating Oil, Cooling Water
02. Fuel, Lubricating Oil, Cooling Water
NOTE
For preventing and minimizing the handling risks, read carefully the chapter
about Environmental Hazards.
02.1 Fuel v10
The Wärtsilä medium-speed diesel engine is designed to operate on heavy fuel (residual
fuel) with a maximum viscosity of 700 cSt at 50 °C (approx. 55 cSt at 100 °C, approx. 7200
Redwood No.1 seconds at 100 °F) and will operate satisfactorily on blended (intermediate)
fuels of lower viscosity, as well as on distillate fuel. Avoid the use of fuels having lower /
higher injection viscosity than the values found in the table below. The use of fuels having
too low injection viscosity may lead to the seizure of fuel injection pump plunger or fuel
injection nozzle and will also increase fuel leakage in the injection pump leading to
increased fuel consumption, deteriorated engine performance and increased risk of
cavitation in the fuel system.
The following types of fossil fuels are defined for the Wärtsilä Vasa 32 & 32LN:
● HFO 1 & 2, ISO 8217:2005(E), ISO-F-RMH 700 and RMK 700
● DO, diesel oil or LFO, light fuel oil
● Liquid bio fuel
Fuel viscosity limits at engine inlet in running conditions (cSt)

Engine Type Fuel
LFO, min HFO
Wärtsilä Vasa 32 & 32LN 2,0 16 - 24
Wärtsilä 32
The maximum limits of fuel characteristics for a certain engine are stated in the
documentation delivered with the engine.
Blended fuels (residuals and distillate) with a viscosity between approx. 4 and 7 cSt at 100
°C (12 and 30 cSt at 50 °C, 75 and 200 Redwood No.1 seconds at 100 °F) containing
between 30 and 60 % distillate should, however, be avoided due to the risk of precipitation
of heavy components in the blend, with filter clogging and large amount of centrifuge
sludge as a consequence.
When difficulties with filter clogging are experienced, fuel incompatibility can be tested by
the ASTM D4740-00 or ISO 10307-1/93 (LFO) or ISO 10307-2/A/93 (HFO) test methods.
02.1.1 Fuel treatment
02.1.1.1 Fuel separation v2
Separation principle
Most fuels, except good quality distillate fuels (ISO-F-DMX, DMA and DMB) must be
separated by a centrifugal separator before entering the engine. However, separation of
distillate fuels must shall be considered, since fuels can get contaminated in storage tanks.
DBAC042854 02-1
02. Fuel, Lubricating Oil, Cooling Water Wärtsilä Vasa 32 Instruction Manual
The separator removes solid particles as small as 5 microns and additionally free water
from the fuel very efficiently. Even smaller particles are separated, but with reduced
efficiency. There are several things to be taken into consideration, when designing the
separation system. The following fuel parameters are the most important:
Viscosity
The viscosity is very critical in determining the dimensions of the separator. Higher the fuel
viscosity, lower the separation capacity. Thus a bigger separator size (or more separators)
is required to separate the same amount of fuel/hour. The separator manufactures have
tables with flow capacities for standard fuel viscosities. Standard separators can handle
fuels up to 700 cSt at 50°C. The viscosity is lowered as much as possible by heating the
fuel to maximum temperature, which in standard HFO separators is 98°C. For liquid biofuels
the separation temperature is typically 50-55°C. Higher separation temperatures, more than
98°C can also be utilized. But these cannot be handled by standard separators. Separators
have to be designed for each case. Higher separation temperatures are used with extremely
high viscosity fuels. Separation temperature for distillate fuel is typically 40°C.
Density
The separation of water from fuel is based on the difference in density between the two
fluids. Water must always be heavier than the fuel to make the separation process possible.
This limits the maximum density of the fuel to 1010 kg/m³ at 15°C for standard separators.
The separation capacity is de-rated when the fuel densities are between 990 and 1010
kg/m³ at 15°C. Fuels, with higher density than 1010 kg/m³ at 15°C, can be separated but
this requires a special separator including a water treatment system to increase the density
of the operating water. In that case it’s not possible to separate water from fuel, only solid
particles.
Flash point
Flash point of heavy fuels varies a lot. Some heavy fuel qualities are at a temperature above
their flash point and some below their flash point when separated. Distillate fuels are
normally separated at a temperature below their flash point. For special fuels, like many
crude oils, having low flash point and containing light, easily evaporating fractions, special
explosion proof separators along with explosion proof electrical motors and other electrical
components are needed. Also, with these fuels, a system to avoid explosion inside the
separator bowl is required. This is done by adding an inert gas. These systems are
expensive and are used only in special cases.
Water content
If the water content is >0.3% and the fuel density is >990 kg/m³ at 15°C the separator is
de-rated (see diagram below).
Dimensioning of the separator
Requirement for the fuel separator unit flow is calculated according to the following formula:
• bE ⎛ cS ⎞
VHFOS = nENG × ×
⎜ 100 ⎟ × f
1 +
ρ FUEL ⎝ ⎠
VHFOS = Required separator capacity [m3/h]
nENG = Amount of engines [pcs]
ρFUEL = Density at actual temperature [kg/m3]
bE = Fuel consumption / Engine [kg/h]
cS = Separator safety factor [minimum 15% is Alfa Laval’s recommendation]
f = Derating factor, depending on the fuel density and water content
02-2 DBAC042854
0,9
De-rating factor
0,8
0,7
0,6
0,5
0,4
990 992 994 996 998 1000 1002 1004 1006 1008 1010
Density kg/m3 at 15 C
Water content < 0.3%
Water content 0.3-0.5%
Water content >0.5%
Fig 02-1 De-rating factor depending on the fuel density and water content GUID-
DD9480C8-3F25-45E8-821B-187B2B4113A5 v2
Separator modules
The suppliers are making complete modules today, including heaters and feeder pumps,
which means that the equipment is automatically calibrated and ready for customer use.
The modules include a number of separators needed to meet the capacity of the installation
along with an extra standby separator. This also ensures fuel supply when one separator is
in service.
02.1.1.2 Heating v2
See the diagram in Fig 02-2. In order to minimize the risk of wax formation, keep the fuel
temperature about 10 °C above the minimum storage temperature indicated in the diagram.
To compensate for heat losses between the heater and the engine, the temperature after
the final heater should be 5 - 10 °C above the recommended temperature before the
injection pumps.
DBAC042854 02-3
Centistokes
5000
2000
APPROX. PUMPING LIMIT
1000
600
H 700 cSt at 50 C
400 G
300 380 cSt at 50 C
A B
200 CENTRIFUGING
MINIMUM STORAGE TEMPERATURE
100 TEMPERATURE
80 VISCOSITY BEFORE
FUEL PUMPS
60 C
50
40 K
30 F
25
20 RECOMMENDED
RANGE D
16
14
12 E
10
9 GAS OIL
8 MAX. TEMP
7 MARINE DIESEL OIL
6
180 cSt at 50 C
5
5.5 cSt at 40 C 80 cSt at 50 C
4
11 cSt at 40 C 40 cSt at 50 C
3 14 cSt at 40 C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150

C
Fig 02-2 Fuel oil viscosity-temperature diagram FIG-320261 v1
Example:A fuel oil with a viscosity of 380 cSt (A) at 50 °C (B) or 80 cSt at 80 °C (C) must be
preheated to 112 - 126 °C (D-E) before the fuel injection pumps, to 97 °C (F) at the
centrifuge and to minimum 40 °C (G) in storage tanks. The fuel oil may not be pumpable
below 36 °C (H).
To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/
temperature point in parallel to the nearest viscosity/temperature line in diagram.
Example:Known viscosity 60 cSt at 50 °C (K). The following can be read along the dotted
line: Viscosity at 80 °C = 20 cSt, temperature at fuel injection pumps 74 - 86°C, centrifuging
temperature 86 °C, minimum storage tank temperature 28 °C.
The diagram in Fig 02-3 can be used for converting various viscosity units to centistokes.
The diagram should be used only for conversion of viscosities at the same temperature. The
same temperature should then be used when entering the viscosity/temperature point into
the diagram in Fig 02-2.
NOTE
When converting viscosities from one of the units on the abscissa to centistokes
or vice-versa, keep in mind that the result obtained is valid only at one and the
same temperature. For converting the viscosity at a given temperature to a
viscosity at another temperature, a viscosity-temperature diagram or conversion
rule must be used.
02-4 DBAC042854
Centistokes
5000
2000
1000
600
400
300
200
100
80
60
50
40
30
25
20
16
14
12
10
9
8
7
6
5
4
10 20 50 100 200 500 1000 2000 5000 10000

Sec. Saybolt Furol
1 2 5 10 20 50 100 200 500 1000
¡ Engler
10 20 50 100 200 500 1000 2000 5000 10000
Sec.Redwood I
10 20 50 100 200 500 1000 2000 5000 10000
Sec. Saybolt Universal
Fig 02-3 Viscosity conversion diagram FIG-320253 v1
02.1.1.3 Viscosity control v2
An automatic viscosity controller, or a viscosimeter, at least, should be installed in order to

maintain the correct fuel injection viscosity before the fuel enters the engine’s fuel system.
02.1.2 Maximum limits for fossil fuel characteristics v9
The diesel engine Wärtsilä Vasa 32 & 32LN, are designed and developed for continuous
operation, without reduction of the rated output, on fossil fuels with the following properties:
DBAC042854 02-5
Heavy fuel oil:
Fuel characteristics, maximum limits

Test method
reference
Kinematic viscosity cSt at 100°C 55 ISO 3104
cSt at 50°C 700
Redwood No.1 sec.at 100°F 7200
Kinematic viscosity cSt at engine inlet see

02.1
Density kg/m3 at 15°C 991 ISO 3675 or
12185
Density 1) kg/m3 at 15°C 10101) ISO 3675 or

12185
Water % V/V 0.5 ISO 3733
Water, max. before engine % V/V 0.3 ISO 3733
Flash point, min. (PMCC) °C 60 ISO 2719
Pour point °C 30 ISO 3016
Total sediment potential % m/m 0.1 ISO 10307-2
Sodium mg/kg 50 ISO 10478
Sodium, bef. engine mg/kg 30 ISO 10478
Al + Si bef. engine mg/kg 15 ISO 10478 or IP

501 or 470
The limits above also correspond to the demands:

● ISO 8217:2005(E), ISO-F-RMH 700 and RMK 7001)
● BS MA 100:1996, RMH 55 and RMK 551)
● CIMAC 2003, class H 55 and K 551).
1) Provided the fuel treatment system can remove water and solids.
The maintenance intervals are decided by the characteristics of the used fuel, see Chapter
04, Maintenance Schedule.
The differences between HFO 1 and HFO 2 are seen below:

HFO 1 HFO 2 Test method
reference
Sulphur % m/m 1.50 1.51 - 4.50 ISO 8754 or
14596
Ash % m/m 0.05 0.06 - 0.15 ISO 6245
Vanadium mg/kg 100 101 - 600 ISO 14597 or IP

501 or 470
02-6 DBAC042854

HFO 1 HFO 2 Test method
reference
Al + Si mg/kg 30 31 - 80 ISO 10478 or IP
501 or 470
Conradson Carb. Residue % m/m 15.0 15.1 - 22.0 ISO 10370
Asphaltens % m/m 8.0 8.1 - 14.0 ASTM D 3279
CCAI 850 851 - 870 ISO 8217, Annex

B
Foreign substances or chemical waste, hazardous to the safety of the installation or

detrimental to the performance of engines, should not be contained in the fuel.
NOTE
If any of specified fuel properties exceed HFO 1 maximum value the fuel should
be classified as HFO 2.
02.1.3 Comments on fuel characteristics v8
Viscosity
The viscocity is not a measure of the fuel quality, but determines the complexibility of the
fuel heating and handling system, as the HFO has to be heated to reach required viscosity
at the point of injection. At low viscosities, the flow past the plunger in the injection pump
increases. This leads to a decrease in the amount of injected fuel, which in bad cases might
make it impossible to reach full engine output. The standard engine fuel system is laid out
for max. 700 cSt at 50 °C fuel (approx. 55 cSt at 100°C, approx. 7200 Redwood No. 1
seconds at 100°F).
Density
The density influences mainly on the fuel separation. Separators can remove water and to
some extent solid particles from fuels having densities of up to 991 kg/m 3 at 15°C. There
are also separators on the market that can clean fuel with densities of up to 1010 kg/m3 at
15°C. The separator capability must be checked before purchasing a fuel with a very high
density, as a bad separation will lead to abnormal wear due to unremoved particles and
water. If an older design fuel separator is used, the separator’s gravity disc must be chosen
according to the fuel density.
CAUTION
Fuels having a low viscosity in combination with a high density usually have bad
ignition properties!
Ignition quality
Heavy fuels may have very low ignition quality. This may cause trouble at start and low load
operation, particularly if the engine is not sufficiently preheated. Low ignition quality may
also result in a long ignition delay and can cause a fast pressure rise and very high
maximum pressures. This increases the mechanical load and can even damage engine
components such as e.g. piston rings and bearings severely. Deposits on the piston top, on
DBAC042854 02-7
the exhaust valves, in the exhaust system, and on the turbine nozzle ring and turbine blades
can also be expected. The turbocharger fouling will lead to decreased turbocharger
efficiency, and increased thermal load.
A symptom of low ignition quality is diesel knock, i.e. hard, high pitched combustion noise.
The effects of diesel knocking are increased mechanical load on components surrounding
the combustion space, increased thermal load, as well as increased lubricating oil
consumption and contamination.
CAUTION
Although low ignition quality produces long ignition delay, advancing the
injection timing makes things only worse: fuel is injected at a lower compression
temperature, and this will produce an even longer ignition delay!
Ignition quality is not defined, nor limited, in marine residual fuel standards. The same
applies to ISO-F-DMC marine distillate fuel.
The ignition quality of a distillate fuel can be determined according to several methods, i.e.
Diesel Index, Cetane Index, and Cetane Number. The ignition quality of a heavy fuel oil can
be roughly determined by calculating the CCAI (= Calculated Carbon Aromaticity Index)
from the viscosity and density of a fuel.
Formula for determining CCAI:
CCAI =ρ- 81 - 141 log10log10(νk+ 0.85)
Where:
ρ = density (kg/m3 at 15°C)
νk = kinematic viscosity ( cSt at 50 °C)
NOTE
An increased CCAI value indicates decreased ignition quality.
CCAI can also be determined (but with limited accuracy) by the nomogram, see Fig 02-4.
02-8 DBAC042854
VISCOSITY DENSITY CCAI

cSt (mm2/s) (kg/m3 at 15˚C)
820
50˚C at 100˚C
840
4
860 800
2
5
880 810
6
7 820
900
8 3
9 830
10 920
840
4
15 940 850
5
20 960 860
6
25
30 7 870
8 980
35
40 9 880
50 10 1000
890
75
15 1020 900
100
150 20 910
1040
200 25
250 30 920
300
35
400 40 930
500
50
750 60
1000
Fig 02-4 Nomogram for determining CCAI FIG-320259 v1
Straight run fuels show CCAI values in the 770 - 840 range, and are very good igniters.
Cracked residues may run from 840 to over 900, while most bunkers remain in the 840 to
870 range at present.
The CCAI is not an exact tool for judging fuel ignition. Following rough guidelines can
however be given:
● Engines running at constant speed and load over 50 % can without difficulty use fuels
with CCAI-values of up to 870.
● Engines running at variable speed and load can without difficulty run on fuels with CCAI-
values up to 860.
To avoid difficulties with poor ignition quality fuels the following should be noted:
● Sufficient preheating of the engine before start.
● Proper function of the cooling system.
● Proper function of the injection system, especially the injection nozzle condition must be
good.
DBAC042854 02-9
Water content
The water content of heavy fuel oils varies widely. Water may come from several different
sources, it can either be fresh or salt. It can also originate from e.g. condensation in the
installation's bunker tanks.
● If the water is sweet and very well emulgated in the fuel, the effective energy content of
the fuel decreases with increasing water content, leading to an increase in fuel
consumption.
● If the fuel is contaminated with sea water, the chlorine in the salt will cause corrosion of
the fuel handling system, including the injection equipment. The effects of sodium, that
also originates from salt, are described more in detail below.
To avoid problems and damage in the engine’s fuel injection system, the water content
must be reduced to a max. 0.3 % before the engine.
Sulphur
Sulphur in the fuel may cause cold corrosion and corrosive wear, especially at low loads.
Together with vanadium and/or sodium sulphur also contributes to deposit formation in the
exhaust system, normally in the form of sulphates. The deposits can also cause high
temperature corrosion.
Ash content
A high ash content may be detrimental in several ways. Different ash components can
cause different problems:
● Aluminium and silicon oxides originate from the refining process, and can cause severe
abrasive wear mainly of the injection pumps and nozzles, but also of cylinder liners and
piston rings. An efficient fuel separation is a must for minimising wear.
● Oxides of vanadium and sodium, mainly sodium vanadyl vanadates, are formed during
the combustion, and mix or react with oxides and vanadates of other ash components,
e.g. nickel, calcium, silicon and sulphur. The melting temperature of the compound may
be such, that ash particles stick to surfaces and deposits are formed on a valve, in the
exhaust gas system or in the turbo-charger. This deposit is highly corrosive in the molten
state, destroying the protective oxide layer on e.g. an exhaust valve and leads to hot
corrosion and a burned valve. Deposits and hot corrosion in the turbocharger, especially
on the nozzle ring and turbine blades will cause a decreased turbocharger efficiency.
The gas exchange will be disturbed, less air flows through the engine and thus the
thermal load on the engine increases. The deposit formation increases at increased
temperatures and engine outputs.
To avoid the above mentioned problems when running on high ash fuels, it is important to:
● Have an efficient fuel separation.
● Clean the turbocharger regularly with water.
● Have a strict quality control of the bunkered fuel, i.e. to see that the amounts of ash and
dangerous ash constituents stay low.
● Maintain clean air filters and charge air coolers by regular cleaning based on pressure
drop monitoring.
02-10 DBAC042854
Carbon residue content

High carbon residue content may lead to deposit formation in the combustion chamber and
in the exhaust system, especially at low loads.
● Deposit formation on injection nozzle tips will disturb the fuel atomisation and deform
the fuel sprays, decreasing the combustion process efficiency, and even leading to
locally increased thermal loads.
● Deposits in the piston ring grooves and on the rings will hinder the movement of the
rings, causing, among other things, increased blow-by of combustion gases down to the
crank case, which in turn increases the fouling of the lubricating oil.
● Deposits in the exhaust gas system and in the turbocharger will disturb the gas
exchange and increase the thermal load.
Asphaltene content
Asphaltenes are complex, highly aromatic compounds with a high molecular weight, that
usually contain sulphur, nitrogen and oxygen, as well as metals like vanadium, nickel and
iron (see "Ash" above). A high asphaltene content indicates that a fuel may be difficult to
ignite and that it burns slowly. If the fuel is unstable, asphaltenes may precipitate from the
fuel and block filters and/or cause deposits in the fuel system, as well as excessive
centrifuge sludge.
High asphaltene content may contribute to deposit formation in the combustion chamber
and in the exhaust system, especially at low loads.
Flash point
A low flash point (high vapour pressure) is often seen especially for crude oils. The low flash
point will not influence the combustion, but the fuel can be dangerous to handle and store.
This is especially the case if the pour point is high, and the fuel has to be heated due to this.
Special explosion proof equipment and separators can be used in extreme cases.
A high vapour pressure (low flash point) can also cause cavitation and gas pockets in the
fuel pipes. These can be avoided by using an elevated pressure in the fuel handling system.
It is to be noted that some insurance companies demand the use of fuels having a flash
point higher than 60°C.
Pour point
The pour point tells at which temperature the fuel becomes so thick that it does no longer
flow. It determines how easy it will be to handle the fuel. The whole fuel handling system,
including tanks and pipes, must be heated to a temperature at least 10 - 15°C above the
pour point.
Total sediment potential

Total sediment potential (TSP) tells something about the fuel's stability. If the TSP is high,
the danger of sediment and sludge formation in tanks and fuel handling systems increases,
as well as the probability for filter clogging.
TSP can also be used as a check for the compatibility of two different fuels. For this
purpose, samples of the two fuels are mixed. If the TSP for the mix remains low, the fuels
are compatible.
02.1.4 Using poor quality fuel v5
Fuel quality effects the life span of engine parts and maintenance intervals.
DBAC042854 02-11
In order to obtain maximum operating economy it is recommendable:

1 to limit maximum continuous output as much as operating conditions allow if fuel is
known or suspected to have high vanadium content (above 200 ppm) and sodium
content.
2 to limit low load operation as much as operating conditions allow if fuel is known or
suspected to have high sulphur (above 3 % m/m), carbon (Conradson carbon above 12
% m/m) and/or asphaltene content (above 8 % m/m). Idling should be avoided as far as
possible. See Operation at low load and idling.
02.1.5 Using low sulphur & low viscosity distillate fuel (LFO) v7
Low fuel viscosity is generally speaking not a severe problem for 4-stroke engines, but can
in severe cases damage the fuel injection equipment and affect on the running parameters
of the engine. In exceptional cases loss of capability to produce full power, black-out and
starting problems may also occur. Possible remedial actions against too low viscosity are to
specify minimum viscosity when ordering the fuel (LFO) or to design/modify the fuel
systems to maintain appropriate minimum viscosity by cooling.
Wärtsilä does not specify any minimum sulphur content for the used fuel. Based on present
experience, lubricity is not considered a problem for 4-stroke fuel injection components as
long as the sulphur (S) content is above ≈ 100 ppm (0.01 %). In some cases lubricity
additives are also used by fuel manufacturers and marketers in order to improve lubricity
properties of very low sulphur fuels. A common industrial test is also available, based on the
ISO 12156-1 standard “Diesel fuel – Assessment of lubricity using the high-frequency
reciprocating rig (HFRR)”. The recommended maximum limit, which is also typically
specified in other industrial applications, for this HFRR test is 460 microns.
If the sulphur content is below 100 mg/kg, it is also recommended to carefully follow up any
signs of increased wear in the fuel injection pumps or exhaust valves / valve seats. If
exhaust valve clearances need more frequent adjustments compared to earlier experience,
it is a possible sign that fuel lubricity is not optimal. In this way a possible problems can
also be detected before an excessive wear will occur.
02.1.6 General advice v4
To avoid stability and incompatibility problems (precipitation of heavy components in the

fuel), avoid, if possible, blending fuels from different bunker stations, unless the fuels are
known to be compatible.
If stability and compatibility problems occur, never add distillate fuel, as this will probably
increase precipitation. A fuel additive with a highly powerful dispersing characteristics can
be of help until a new fuel delivery takes place.
The characteristics of heavy fuels blended from residuals from modern refinery processes
like catalytic cracking and visbreaking may approach at least some of the limit values of the
fuel characteristics.
Compared with "traditional" heavy fuels blended from straight run residuals, the "modern"
heavy fuels may have reduced ignition and combustion quality.
CAUTION
Fuels blended from catalytic cracking residuals may contain very abrasive
catalytic fines (silicon and aluminium oxides) which, if allowed to enter the
injection system, may wear down injection pumps and nozzles in a few hours.
02-12 DBAC042854
Some of the difficulties that may occur when operating on heavy fuels blended from
cracked residuals can be avoided by:
● Sufficient centrifuging capacity. The best and most disturbance-free results are obtained
with the purifier and clarifier in series. Alternatively the main and stand-by separators
may be run in parallel, but this makes heavier demands on correct gravity disc choice
and constant flow and temperature control to achieve optimum results. Flow rate
through the centrifuges should not exceed the maximum fuel consumption by more than
10 %.
● Sufficient heating capacity to keep centrifuging and injection temperatures at
recommended levels. It is important that the temperature fluctuations are as low as
possible (±2 °C before centrifuge) when centrifuging high viscosity fuels with densities
approaching or exceeding 991 kg/m3 at 15 °C.
● Sufficient preheating of the engine and the fuel systems before starting the engine.
● Keeping fuel injection equipment and the inverse cooling system in good condition.
02.2 Lubricating oil
02.2.1 Lubricating oil qualities v6
Lubricating oil is an integrated engine component and thus the quality of it is upmost
important. All lubricating oils, which have been approved for use in Wärtsilä 32 engine type,
have gone through an approval test according to the engine manufacturer's procedure.
The use of approved lubricating oil qualities during the warranty period is mandatory and is
also strongly recommended after the warranty period.
The list of approved lubricating oils can be found in Chapter 02B: Oil requirements & oil
quality.
NOTE
Never blend different oil brands unless approved by the oil supplier, and during
the warranty period, by the engine manufacturer.
NOTE
Before using a lubricating oil not listed in the table, the engine manufacturer
must be contacted. The engine manufacturer has available an approval
procedure, which at need makes it possible to test new suitable lubricating oil
candidate formulations.
DBAC042854 02-13
02.2.2 Maintenance and control of the lubricating oil v5
1 Use of lubricating oil separator is mandatory for engines running on residual fuel. It is
optional for engines running on distillate fuel or natural gas. Continuous centrifuging of
engine oil is recommended in order to separate water and insolubles from the oil
effectively.
To achieve an effective result, the separation temperature recommended by the
separator manufacturers is 95 °C. This temperature is also used to calculate the
optimum flow rate. Please check with the lubricating oil supplier the optimal temperature
range and use the highest recommended temperature.
With older design of separators, about 20% flow rate calculated from the rated capacity
is recommended. But with new Alfa Laval SA/SU series and Westfalia OSD series, the
flow rate mentioned in the sizing tables must be used. In order to achieve optimum
separation, the separator must be capable of circulating the entire volume of oil, four to
five times every 24 hours, at the recommended flow rate.In the separator types being
equipped with a gravity disc, the right size of the disc can be chosen according to the
lubricating oil density at the separation temperature.
Ensure that the separator’s conditioning water does not leak into the lubricating oil
during separation, leading to increased water content in the lubricating oil and possibly
to depletion of additives ("washing"). Follow the operation instructions given by the
separator manufacturer for optimal performance of the separator.
NOTE
The lubricating oil separation efficiency influences the condition of the
lubricating oil and the change interval of the lubricating oil batch. Depending on
type of application and from the different lubricating oil system arrangements
point of view, the following separation routines are adviced:- Continous running
of the separator(s) when the engine(s) is running, recommended in the first
place.- Periodical separation of auxiliary engine in stand-by or running mode in
installation equipped with one or more separator(s), which treats lubricating oil
of more than one engine.
CAUTION
Defects on automatic, "self-cleaning" separators can quickly increase the water
content of the oil under certain circumstances! (The water control valve fails.)
02-14 DBAC042854
2 During the first year of operation it is advisable to take samples of the lubricating oil at
500 operating hours intervals. The sample should be sent to the oil supplier for analysis.
On the basis of the results it is possible to determine suitable intervals between oil
changes. Frequent oil analysis at 500 - 1000 operating hours intervals is also
recommended after the first year of operation to ensure safe engine operation. See also
section 02.2.6., Handling of oil samples. When estimating the condition of the used oil,
the following properties should be observed. Compare with guidance values (type
analysis) for new oil of the brand used.
Viscosity. Should not decrease by more than 20% and not rise by more than 25%
above the guidance value at 100 °C.Should not decrease by more than 25 % and not
rise by more than 45% above the guidance value at 40 °C.
Flash point. Should not fall by more than 50 °C below the guidance value. Min.
permissible flash point 190 °C (open cup) and 170 °C (closed cup) . At 150 °C risk of
crankcase explosion.
Water content. Should not exceed 0.3%. A value higher than 0.3% can not be
accepted for longer periods, but measures must be taken; either centrifuging or oil
change.
BN (Base Number).
● Fuel categories A, B and F: The minimum allowable BN value of a used oil is 50% of
the nominal value of a new oil.
● Fuel categories C and D: The minimum allowable value of used oil is BN 20.
Insolubles. The quantity allowed depends on various factors. However, an n-Pentane
insoluble value above 1.5% calls for attention. A value higher than 2% cannot be
accepted for longer periods.
In general it can be said that the changes in the analyses give a better basis of
estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the engine or of a system.
3 Compensate for oil consumption by adding max. 10% new oil at a time. Adding larger
quantities can disturb the balance of the used oil causing, for example, precipitation of
insolubles. Measure and record the quantity added. Attention to the lubricating oil
consumption may give valuable information about the engine condition. A continuous
increase may indicate that piston rings, pistons and cylinder liners are getting worn, and
a sudden increase motivates pulling the pistons, if no other reason is found.
4 Guidance values for oil change intervals are to be found in chapter 04, Maintenance
Schedule. Intervals between changes are influenced by system size (oil volume),
operating conditions, fuel quality, centrifuging efficiency and total oil consumption.
Efficient centrifuging can result in increased oil change intervals. It is recommended to
follow up that the BN value of the lubricating oil keeps within engine manufacturer's
limits during the whole oil change interval.
02.2.2.1 Changing the lubricating oil v7
When changing the lubricating oil, the following procedure is recommended:
Procedure
1 Empty the oil system while the oil is still hot.

Be sure that oil filters and coolers are also emptied.
2 Clean all the oil spaces with a high quality fibre and lint free cloth.
Clean also the filters and camshaft compartment. Insert new filter cartridges.
DBAC042854 02-15
3 Fill a small quantity of new oil in the oil sump and circulate with the pre-lubricating
pump.
4 Fill required quantity of oil in the system.
See chapter 01: Main Data, Operating data and General Design.
Oil samples taken at regular intervals are analysed by the oil supplier. The results of this
analysis is plotted as a function of operating hours. This is an efficient way of predicting oil
change intervals. Ask the oil supplier for copies of oil analysis report. Send it to the engine
manufacturer for evaluation.
When changing the lubricating oil brand from one to another follow the procedure given
below. This minimizes the risk of lubricating oil foaming, deposit formation, blocking of
lubricating oil filters, damage of engine components, etc.
● If possible, change the lubricating oil brand during an engine (piston) overhaul.
● Drain old lubricating oil from the lubricating oil system.
● Clean the lubricating oil system, if excessive amount of deposit has formed on the
surfaces of engine components like crankcase, camshaft compartment.
● Fill the lubricating oil system with fresh lubricating oil.
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.
02.2.3 Lubricating oil for the governor v11
See the Instruction Book for the governor, attached. An oil of viscosity class SAE 30 or SAE
40 is suitable, and the same oil can be used as in the engine. Turbocharger oil can also be
used in the governor. In low ambient conditions it may be necessary to use multigrade oil
(e.g. SAE 5W-40) to get a good control during start-up. Oil change interval, see
maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may cause the oil to
deteriorate, or internal surfaces of the governor to collect deposits. If the reason cannot be
clarified and rectified, a shorter oil change interval or change of oil type should be
considered.
The governor should be flushed with the oil in use or gasoil if heavy contamination of the oil
is evident.
Examples of suitable lubricating oils for governor can be found from the end of this chapter,
where the lists of approved lubricating oils for an engine and turbocharger are available.
● If the system is equipped with a start booster, then this should also be emptied when
changing oil.
● In installations whereby the actuator is equipped with a filter, it has to be cleaned when
changing oil.
● Depending on the governor type, oil should be separately emptied from the power
cylinder. This is done by removing the plug in the bottom of the power cylinder.
● Some governors are equipped with a magnetic oil plug, this plug should be cleaned in
connection with an oil change.
02-16 DBAC042854
CAUTION
If turbine oil is used in the governor, take care not to mix it with engine
lubricating oil. Only a small quantity of engine lubricating oil into the turbine oil
may cause heavy foaming.
02.2.4 Lubricating oils for turbochargers v10
Please note that different types of turbochargers can be used for the engine. The lubricating
system is different for the different turbocharger. One type of chargers has a common
lubricating oil system with the engine, see chapter 15 (Turbocharging and air cooling), while
the other type of chargers has an internal lubricating system for the bearings, see chapter
15 (Turbocharging and air cooling). See the Instruction Book for the turbocharger, attached.
NOTE
In the ABB VTR..4 series turbochargers the use of synthetic low friction
lubricating oils is strongly recommended by the engine and the turbocharger
manufacturers!
Oil change interval is 1500 h service for special mineral oils and 2500 h service for synthetic
lubricating oils.
CAUTION
Take care that the turbine oil is not mixed with engine lubricating oil. Only a
small quantity may cause heavy foaming.
The list of approved lubricating oils for the ABB VTR..4 series turbochargers can be found in
the end of this chapter. These lubricating oils are, regarding viscosity and quality, according
to the recommendations.
02.2.5 Lubricating oils for engine turning device v1
It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40 °C=ISO VG 460 as

lubricating oils for the turning device.
The list of lubricating oils for the engine turning device approved by the turning device
manufacturer can be found in the end of this chapter.
02.2.6 Handling of oil samples v2
When taking fuel oil or lubricating oil samples the importance of proper sampling cannot be
over-emphasised. The accuracy of the analysis results depends significantly on proper
sampling and the results will be only as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean sample containers and
accessories (IATA carton boxes for transportation, ready made address labels, etc.) are
available, for example, from Wärtsilä local network office. Rinse the sampling line properly
before taking the actual sample. Preferably also rinse the sample bottles with the oil a
couple of times before taking the sample, especially if "unknown" sample bottles need to
be used. Close the bottles tightly using the screw caps provided. Seal all bottles and record
all the separate seal numbers carefully. Put the bottles to be sent for analysing in "Ziploc"
plastic bags to prevent any spillage. Gently squeeze the "Ziploc" bag to minimise any air
content prior to sealing.
DBAC042854 02-17
The background information for the fuel oil/lubricating sample is as important as the sample
itself. Oil samples with no background information are of very limited value. The following
data are essential to note when taking the sample:
● Installation name
● Engine type and number
● Engine operating hours
● Lubricating oil brand/fuel oil type
● Lubricating oil operating hours
● The location where the lubricating oil/fuel oil sample was taken
● Sampling date and seal number of the separate samples, if seals are available
● Reason for taking and analysing the sample
● Contact information: Name (of the person who took the sample), telephone, fax, e-mail,
etc.
Use, for example, the ready made "Oil Analyse Application" form, see Instruction Manual
attachments .
Observe personal safety precautions when taking and handling fuel oil and lubricating
oil samples. Avoid breathing oil fumes and mist, use respirator if necessary. Use
strong, heat and hydrocarbon resistant gloves (nitrile rubber for example). Wear eye
goggles if splash risk exists. Wear facial screen and protecting clothes if hot product
is handled.
02.2.6.1 Lubricating oil sampling v1
Lubricating oil samples should be taken with the engine in operation immediately after the
lubricating oil filter on the engine. Always take lubricating oil samples before adding fresh oil
to the system.
02.2.6.2 Fuel oil sampling v1
Fuel oil samples can be drawn from different places in the fuel oil system. Fuel samples "as
bunkered" or "before the engine" (after fuel oil separation and filtration) are perhaps the
most common sample types. From the engines point of view the most important fuel oil
sample is naturally the one which enters the engine, i.e. taken after fuel oil separation and
filtration. But if for example fuel oil separator efficiency needs to be checked samples
should be taken just before and after the separator. It is not advisable to take samples from
tank bottom drain valves, since these will probably contain high levels of water and
sediment and thus the samples will not be representative of the bulk phase.
02.2.7 Dispatch and transportation v2
Place the bottle with the "Ziploc" bag inside the IATA carton box and fold the box according
to the assembly instructions given on the box. Enclose a copy of the "Bunker Receipt", if
available, before closing the last flap on the IATA carton.
Check the DNVPS Air Courier Directory and use appropriate label for the IATA carton box to
ensure that the sample is forwarded to the nearest DNVPS laboratory. Complete the courier
dispatch instructions on the side of the IATA carton. Fill in the DNVPS universal account
number to prevent rejection from the courier company (DHL). Complete the Proforma
Invoice Form and tape it to the outside of the IATA carton.
02-18 DBAC042854
Call the air courier directly at the number as indicated in the Air Courier Directory and
request urgent pick-up, if necessary. When the courier arrives you will need to complete an
Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and lubricating oil samples at
site. The results will be achieved faster when the dispatching is handled at site and
additionally it is illegal to carry fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on possible corrective actions
is available from Wärtsilä, if needed.
02.3 Cooling water v1
In order to prevent corrosion, scale deposits or other deposits in closed circulating water
systems, the water must be treated with additives.
Before treatment, the water must be limpid and meet the specification found in the end of
this chapter. Further, the use of an approved cooling water additive or treatment system is
mandatory.
CAUTION
Distilled water without additives absorbs carbon dioxide from the air, which
involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if supplied to the system
in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk of corrosion;
unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for use of anti-freeze
chemicals.
Fresh water generated by a reverse osmosis plant onboard often has a high chloride
content (higher than the permitted 80 mg/l) causing corrosion.
CAUTION
The use of glycol in the cooling water is not recommended, if it is not necessary.
Since glycol alone does not protect the engine against corrosion, additionally an
approved cooling water additive must always be used!
02.3.1 Additives v8
As additives, use approved products from well-known and reliable suppliers. In marine
applications suppliers’ wide distribution networks makes it easier to get the same product
in different geographical locations.
CAUTION
The use of emulsion oils, phosphates and borates (sole) is not accepted.
In an emergency, if compounded additives are not available, treat the cooling water with
sodium nitrite (NaNO2) in portions of 5 kg/m3. To obtain a pH value of 9, add caustic soda
(NaOH), if necessary.
DBAC042854 02-19
WARNING
Sodium nitrite is toxic. Handle with care and dispose all possible residuals in
accordance with valid environmental regulations.
To give full protection the Nitrite level

Corrosion rate
should be kept above X ppm. The

actual concentration is additive
supplier dependent.
A permanent lower level will lead to
an accelerated corrosion rate.
Nitrite Concentration
X ppm
Fig 02-5 Corrosion rate as a function of nitrite concentration FIG-320260 v1
Nitrite based cooling water additives are so called anodic inhibitors and require proper
dosing and maintenance in order to serve as intended. The nitrite of the additive is as such
a salt and it will increase the conductivity of the water. The conductivity is on the other hand
one of the main parameters affecting the corrosion rate once a corrosion process gets
started, the higher the conductivity the higher the corrosion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are such that the nitrite
based additive is no longer able to protect the entire surface of the system there may occur
a rapid, local corrosion in the areas that are not protected. The corrosion rate at the
attacked areas will even be much greater than it would be with no additive at all present in
the system, see schematic graph of the corrosion rate as a function of the nitrite dosage in
Fig 02-5. Observe that the position of the curve peak on the x-axis (= dangerous condition
for corrosion) is not stable, but will shift depending on temperature, pH, chlorides and
sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling water additive types.
02-20 DBAC042854
Summary of the most common cooling water additives

Additive Advantages Disadvantages
Sodium - good efficiency, if dosage is - suitable as additive except in air cooled heat exchangers
nitrite controlled carefully with large soft solder surfaces
- small active quantities, 0.5 % by - toxic
mass - risk of spot corrosion when too low concentration
- cheap
Nitrite - no increased risk of corrosion at - tendency to attack zinc coverings and soft solderings
+ over doses - toxic: lethal dosage 3 - 4 g solid nitrite
borate - innocuous for the skin - risk of spot corrosion when too low concentration
Sodium - not toxic - not active when water velocity exceeds 2 m/s
silicate - harmless to handle - commercial products very expensive
- increased risk of corrosion when too low concentration;
spot corrosion
- limited suitability
Sodium - not toxic - more expensive than toxic additives

molybdate - harmless to handle - increased risk of corrosion, if unsufficently dosed
- can cause deposit formation (molybdates can collect to
ferrous sulphates)
Organic and - not toxic - more expensive than sodium nitrite and molybdate based
inorcanic additives
synergistic based - big active quantitives by mass
02.3.2 Treatment v3
When changing the additive or when entering an additive into a system where untreated
water has been used, the complete system must be thoroughly flushed and if necessary
chemically cleaned and rinsed before fresh treated water is poured into the system. If
against engine manufacturer’s recommendations an emulsion oil has been used, the
complete system must be absolutely cleaned of oil and greasy deposits.
Evaporated system water should be compensating by adding untreated water; if treated
water is used, the content of additives may gradually become too high. To compensate for
leakage or other losses, add treated water.
In connection with maintenance work calling for draining of the water system, take care to
store and reuse the treated water.
The list of approved cooling water additives and treatment systems can be found in the end
of this chapter.
NOTE
Ask the supplier of the treatment product for instructions about treatment
procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3 months interval is
recommended to ensure safe engine operation. For further information and
recommendations on cooling water treatment and analysis, see chapter 02C, Raw Water
Quality.
DBAC042854 02-21
02-22 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 02B. Oil requirements & oil quality
02B. Oil requirements & oil quality
02B.1 Requirements and oil quality v1
SYSTEM OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ VASA 32 ENGINES

Viscosity
Viscosity class SAE 30 or 40 (SAE 40 is preferred)
Viscosity Index (VI)
Min. 95
Alkalinity (BN)
The required lubricating oil alkalinity is tied to the fuel specified for the engine, which is
shown in the table below.
FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTS

Category Fuel standard Lube oil BN
ASTM D 975-01, GRADE NO. 1-D, 2-D
BS MA 100: 1996 DMX, DMA
A 10 -30
CIMAC 2003 DX, DA
ISO 8217: 2005(E) ISO-F-DMX, DMA
BS MA 100: 1996 DMB
B CIMAC 2003 DB 15 - 30
ISO 8217: 2005(E) ISO-F-DMB
ASTM D 975-01, GRADE NO. 4-D
ASTM D 396-04, GRADE NO. 5-6
C BS MA 100: 1996 DMC, RMA10-RMK55 30 - 55
CIMAC 2003 DC, A30-K700
ISO 8217: 2005(E) ISO-F-DMC, RMA10-RMK55
D CRUDE OIL (CRO) 30 - 55
F LIQUID BIO FUEL (LBF) 10 - 20
In case a low sulphur (S max. 0.2 % m/m) distillate fuel is used, it’s recommended to use a
lubricating oil with BN of 10 – 15.
It is recommended to use in the first place BN 50-55 lubricants when operating on heavy
fuel. This recommendation is valid especially for engines having wet lubricating oil sump
and using heavy fuel with sulphur content above 2.0 % mass. BN 40 lubricants can be used
when operating on heavy fuel as well if experience shows that the lubricating oil BN
equilibrium remains at an acceptable level.
BN 30 lubricants are recommended to be used only in special cases, such as installations
equipped with an SCR catalyst. Lower BN products eventually have a positive influence on
cleanliness of the SCR catalyst. With BN 30 oils lubricating oil change intervals may be
rather short, but lower total operating costs may be achieved because of better plant
availability provided that the maintenance intervals of the SCR catalyst can be increased.
BN 30 oils are also a recommended alternative when operating on crude oil having low
sulphur content. Though crude oils many times have low sulphur content, they can contain
other acid compounds and thus an adequate alkali reserve is important. With crude oils
having higher sulphur content BN 40 – 55 lubricating oils should be used.
DBAC042854 02B-1
02B. Oil requirements & oil quality Wärtsilä Vasa 32 Instruction Manual
If both distillate fuel and residual fuel are used periodically as fuel, lubricating oil quality has
to be chosen according to instructions being valid for residual fuel operation, i.e. BN 30 is
the minimum. Optimum BN in this kind of operation depends on the length of operating
periods on both fuel qualities as well as of sulphur content of fuels in question. Thus in
particular cases BN 40 or even higher BN lubricating oils should be used.
The intervals between lubricating oil changes may be extended by adding oil daily to keep
the oil level constantly close to the maximum level.
An example of BN depletion curve with different BN lubricating oils is shown below.
Additives
The oils should contain additives that give good oxidation stability, corrosion protection,
load carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks only is allowed, i.e. recycled or re-refined base oils are not
allowed.
02B-2 DBAC042854
02B.2 Condemning limits for used lubricating oil v1
When estimating the condition of used lubricating oil, the following properties along with the
corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
Property Unit Limit Test method

Viscosity cSt at 40 °C max. 25% decrease ASTM D 445
max. 45% increase
Viscosity cSt at 100 °C max. 20% decrease ASTM D 445
max. 25% increase
Water % V/V max. 0.30 ASTM D 95 or D 1744
Base Number mg KOH/g min. 20 in HFO operation, ASTM D 2896
max. 50% depletion in LFO
operation
Insolubles % m/m in n-Pentane max. 2.0 ASTM D 893b
Flash Point, PMCC °C min. 170 ASTM D 93
Flash Point, COC °C min. 190 ASTM D 92
02B.3 Change of lubricating oil brand v4
Top-up with another lubricating oil brand than being filled to the system is not allowed,
except if the both two lubricating oils originate from the same manufacturer. E.g. if
company A's BN 40 oil is filled into the oil system and top-up with same Company A's BN
50 oil is desired, that can be done provided that both products are based on same base oils
and additive technology. Otherwise the lubricating oil system has to be drained and then
filled with another brand by following the procedure described here below.
In order to minimise the risk of lubricating oil foaming, deposit formation, blocking of
lubricating oil filters, damage to engine components, etc., the following procedure should
be followed when lubricating oil brand is changed from one to another:
● If possible, change the lubricating oil brand in connection with an engine (piston)
overhaul
● Drain old lubricating oil from the lubricating oil system
● Clean the lubricating oil system in case of an excessive amount of deposits on the
surfaces of engine components, like crankcase, camshaft compartment, etc.
● Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.
02B.4 Approved lubricating oil qualities for Vasa 32

engines v1
Revision: l
Document No: 4V92A0639
DBAC042854 02B-3
Should unapproved lubricating oils be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
GAS OIL, MARINE DIESEL OIL AND LIQUID BIO FUEL OPERATION
If gas oil, marine diesel oil or liquid bio fuel is used as fuel, lubricating oils with a BN of
10-20 are recommended to be used. Also BN 30 lubricating oils included in Table 3 can be
used in gas oil and marine diesel oil fuelled engines.
Table 1.
Approved system oils - fuel categories A and B, recommended in the first place in gas oil,
marine diesel oil or liquid bio fuel installations:
SUPPLIER BRAND NAME VISCOSITY BN FUEL CATEG.

Adnoc-Fod Marine Engine Oil X324 SAE 30 24 A,B
Marine Engine Oil X424 SAE 40 24 A,B
BP Energol HPDX 30 SAE 30 12 A,F

Energol HPDX 40 SAE 40 12 A,F
Energol DS3-153 SAE 30 15 A,F
Energol DS3-154 SAE 40 15 A,F
Energol IC-HFX 203 SAE 30 20 A,B,F
Energol IC-HFX 204 SAE 40 20 A,B,F
Castrol HLX 30 SAE 30 12 A,F

HLX 40 SAE 40 12 A,F
MLC 30 SAE 30 12 A,F
MLC 40 SAE 40 12 A,F
MHP 153 SAE 30 15 A,B,F
MHP 154 SAE 40 15 A,B,F
Seamax Extra 30 SAE 30 15 A,B,F
Seamax Extra 40 SAE 40 15 A,B,F
TLX Plus 203 SAE 30 20 A,B,F
TLX Plus 204 SAE 40 20 A,B,F
Chevron (Texaco + Caltex + Delo 1000 Marine 30 SAE 30 12 A,F

FAMM) Delo 1000 Marine 40 SAE 40 12 A,F
Delo 2000 Marine 30 SAE 30 20 A,B,F
Delo 2000 Marine 40 SAE 40 20 A,B,F
Taro 12 XD 30 SAE 30 12 A,F
Taro 12 XD 40 SAE 40 12 A,F
Taro 16 XD 30 SAE 30 16 A,B,F
Taro 16 XD 40 SAE 40 16 A,B,F
Taro 20 DP 30 SAE 30 20 A,B,F
Taro 20 DP 40 SAE 40 20 A,B,F
02B-4 DBAC042854

ExxonMobil Exxmar 12 TP 30 SAE 30 12 A,F
Exxmar 12 TP 40 SAE 40 12 A,F
Exxmar 24 TP 30 SAE 30 24 A,B
Exxmar 24 TP 40 SAE 40 24 A,B
Delvac 1630 SAE 30 12 A,F
Delvac 1640 SAE 40 12 A,F
Mobilgard ADL 30 SAE 30 15 A,B,F
Mobilgard ADL 40 SAE 40 15 A,B,F
Mobilgard 312 SAE 40 15 A,B,F
Mobilgard 412 SAE 30 15 A,B,F
Mobilgard 1 SHC SAE 40 15 A,B,F
Indian Oil Corporation Servo Marine 1030 SAE 30 10 A,F

Servo Marine 1040 SAE 40 10 A,F
Servo Marine 2030 SAE 30 20 A,B,F
Servo Marine 2040 SAE 40 20 A,B,F
Kuwait Petroleum Q8 Mozart HPM 30 SAE 30 12 A,F

Q8 Mozart HPM 40 SAE 40 12 A,F
Nippon Oil Corporation SL 230 SAE 30 22 A

SL 240 SAE 40 22 A
Petrobras Marbrax CCD-410-AP SAE 40 12 A,F

Marbrax CCD-415 SAE 40 15 A,B,F
Marbrax CCD-420 SAE 40 20 A,B,F
Marbrax CCD-410 SAE 40 12 A,F
Saudi Arabian Lubricating oil Petromin Petromar 2-30 SAE 30 30 A,B

Company (Petrolube) Petromin Petromar 2-40 SAE 40 30 A,B
Petromin Petromar 3-30 SAE 30 40 A,B
Petromin Petromar 3-40 SAE 40 40 A,B
Shell Gadinia Oil 30 SAE 30 12 A,F

Gadinia Oil 40 SAE 40 12 A,F
Statoil MarWay 1030 SAE 30 10.6 A,F

MarWay 1040 SAE 40 10.6 A,F
Total / Lubmarine Disola M 3015 SAE 30 14 A,F

Disola M 4015 SAE 40 14 A,F
Disola M 3020 SAE 30 20 A,B,F
Disola M 4020 SAE 40 20 A,B,F
HEAVY FUEL AND CRUDE OIL OPERATION

Today’s modern trunk piston diesel engines are stressing the lubricating oils heavily due to
a.o. low specific lubricating oil consumption. Also ingress of residual fuel combustion
products into the lubricating oil can cause deposit formation on the surface of certain
engine components resulting in severe operating problems. Due to this many lubricating oil
suppliers have developed new lubricating oil formulations with better fuel and lubricating oil
compatibility.
Table 2.
Approved system oils - fuel categories C and D, recommended in the first place when
operating on heavy fuel, on crude oil having high sulphur content in order to reach full
service intervals. BN 50-55 lubricating oils are preferred in the first place.
DBAC042854 02B-5

BP Energol IC-HFX 403 SAE 30 40 C,D
Energol IC-HFX 404 SAE 40 40 C,D
Energol IC-HFX 504 SAE 40 50 C,D
Castrol TLX Plus 403 SAE 30 40 C,D

TLX Plus 404 SAE 40 40 C,D
Cepsa Troncoil 4040 PLUS SAE 40 40 C,D,

Troncoil 5040 PLUS SAE 40 50 C,D,
Ertoil Koral 4040 SHF SAE 40 40 C,D,
Ertoil Koral 5040 SHF SAE 40 50 C,D
Chevron (Texaco + Caltex + Taro 40 XL 40 SAE 40 40 C,D

FAMM) Taro 50 XL 40 SAE 40 50 C,D
Delo 3400 Marine 30 SAE 30 40 C,D
Chinese Petroleum Marilube Oil W 404 SAE 40 40 C,D

Corporation Marilube Oil W 504 SAE 40 50 C,D
ENI S.p.A. Cladium 400 S SAE 30 SAE 30 40 C,D

Cladium 400 S SAE 40 SAE 40 40 C,D
ExxonMobil Exxmar 40 TP 30 SAE 30 40 C,D

Exxmar 40 TP 40 SAE 40 40 C,D
Exxmar 50 TP 40 SAE 40 50 C,D
Mobilgard M 340 SAE 30 40 C,D
Mobilgard M 440 SAE 40 40 C,D
Mobilgard M50 SAE 40 50 C,D
FL Selenia S.p.A. MAEO 4040 SAE 40 40 C,D

MAEO 4050 SAE 40 50 C,D
Fuchs Titan PSW 40 SAE 40 SAE 40 40 C,D

Titan PSW 55 SAE 40 SAE 40 55 C,D
Indian Oil Corporation Servo Marine 4030 SAE 30 40 C,D

Servo Marine 4040 SAE 40 40 C,D
Servo Marine K-4030 SAE 30 40 C,D
Morris Lubricants Aquamor 140MD SAE 40 40 C,D

Aquamor 150MD SAE 40 50 C,D
Nippon Oil Corporation Marine T404 SAE 40 40 C,D

Marine T504 SAE 40 50 C,D
02B-6 DBAC042854

Pertamina Martron 440 SAE 40 40 C,D
Martron 450 SAE 40 50 C,D
Salyx 440 SAE 40 40 C,D
Salyx 450 SAE 40 50 C,D
Petrobras Marbrax CCD-440 SAE 40 40 C,D

Marbrax CCD-450 SAE 40 50 C,D
Petron Petromar XC 4030 SAE 30 40 C,D

Petromar XC 4040 SAE 40 40 C,D
Petromar XC 5540 SAE 40 55 C,D
Petronas Disrol 400 SAE 30 SAE 30 40 C,D

Disrol 400 SAE 40 SAE 40 40 C,D
Repsol YPF Neptuno W NT 4000 SAE 30 SAE 30 40 C,D

Neptuno W NT 4000 SAE 40 SAE 40 40 C,D
Saudi Arabian Lubricating Petromin Petropower 3-30 SAE 30 40 C,D

Oil Company (Petrolube) Petromin Petropower 3-40 SAE 40 40 C,D
Petromin Petropower 4-40 SAE 40 55 C,D
Shell Argina X 40 SAE 40 40 C,D

Argina XL 40 SAE 40 50 C,D
Total / Lubmarine Aurelia XL 3040 SAE 30 40 C,D

Aurelia XL 3055 SAE 30 55 C,D
Aurelia TI 3040 SAE 30 40 C,D
Table 3.
Approved system oils - fuel categories A, B, C and D. Lubricating oils with BN 30 included
in Table 3 are designed to be used when operating on crude oil with low sulphur content (<
1 % m/m). Further, on heavy fuelled installations BN 30 lubricants have eventually a positive
influence on cleanliness of the SCR catalyst.

BP Energol IC-HFX 303 SAE 30 30 A,B,C,D
Energol IC-HFX 304 SAE 40 30 A,B,C,D
Castrol TLX Plus 303 SAE 30 30 A,B,C,D

TLX Plus 304 SAE 40 30 A,B,C,D
Cepsa Troncoil 3040 PLUS SAE 40 30 A,B,C,D

Ertoil Koral 3040 SHF SAE 40 30 A,B,C,D
DBAC042854 02B-7

Chevron (Texaco + Caltex + Taro 30 DP 30 SAE 30 30 A,B,C,D
FAMM Taro 30 DP 40 SAE 40 30 A,B,C,D
Delo 3000 Marine 30 SAE 30 30 A,B,C,D
Delo 3000 Marine 40 SAE 40 30 A,B,C,D
Chinese Petroleum Marilube Oil W 304 SAE 40 30 A,B,C,D

Corporation
ENI S.p.A. Cladium 300 S SAE 30 SAE 30 30 A,B,C,D

Cladium 300 S SAE 40 SAE 40 30 A,B,C,D
ExxonMobil Exxmar 30 TP 30 SAE 30 30 A,B,C,D

Exxmar 30 TP 40 SAE 40 30 A,B,C,D
Mobilgard M 330 SAE 30 30 A,B,C,D
Mobilgard M 430 SAE 40 30 A,B,C,D
Indian Oil Corporation Servo Marine 3030 SAE 30 30 A,B,C,D

Servo Marine 3040 SAE 40 30 A,B,C,D
Servo Marine K-3030 SAE 30 30 A,B,C,D
Servo Marine K-3040 SAE 40 30 A,B,C,D
Morris Lubricants Aquamor 130MD SAE 40 30 A,B,C,D
Nippon Oil Corporation Marine T303 SAE 30 30 A,B,C,D

Marine T304 SAE 40 30 A,B,C,D
Pertamina Martron 430 SAE 40 30 A,B,C,D

Salyx 430 SAE 40 30 A,B,C,D
Petrobras Marbrax CCD-330 SAE 30 30 A,B,C,D

Marbrax CCD-430 SAE 40 30 A,B,C,D
Petron Petromar XC 3030 SAE 30 30 A,B,C,D

Petromar XC 3040 SAE 40 30 A,B,C,D
Petronas Disrol 300 SAE 30 SAE 30 30 A,B,C,D

Disrol 300 SAE 40 SAE 40 30 A,B,C,D
Saudi Arabian Lubricating Petromin Petropower 2-30 SAE 30 30 A,B,C,D

Oil Company (Petrolube) Petromin Petropower 2-40 SAE 40 30 A,B,C,D
Shell Argina T 30 SAE 30 30 A,B,C,D

Argina T 40 SAE 40 30 A,B,C,D
Total / Lubmarine Aurelia XL 3030 SAE 30 30 A,B,C,D

Aurelia XL 4030 SAE 40 30 A,B,C,D
Aurelia TI 3030 SAE 30 30 A,B,C,D
Aurelia TI 4030 SAE 40 30 A,B,C,D
Table 4.
Approved system oils - fuel categories A, B and C. Some lubricating oils with older type of
detergent / dispersant chemistries are still available and are listed in Table 4. These brands
are, however, likely to cause shorter service intervals.
LUBRICATING OILS WITH OLDER TYPE OF DETERGENT/DISPERSANT ADDITIVE CHEMISTRY

ADNOC-Fod Marine Engine Oil X330 SAE 30 30 A,B,C
Marine Engine Oil X430 SAE 40 30 A,B,C
02B-8 DBAC042854
LUBRICATING OILS WITH OLDER TYPE OF DETERGENT/DISPERSANT ADDITIVE CHEMISTRY

ENI S.p.A. Cladium 400 SAE 30 SAE 30 40 A,B,C
Cladium 400 SAE 40 SAE 40 40 A,B,C
Neste NST 30 SAE 30 30 A,B,C

NST 40 SAE 40 30 A,B,C
Petrogal GALP Marine MH 4040 SAE 40 40 A,B,C
Teboil Ward L 30 T SAE 30 SAE 30 30 A,B,C

Ward L 30 T SAE 40 SAE 40 30 A,B,C
Before using a lubricating oil not listed in Tables 1-4, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturer’s procedures.
APPROVED LUBRICATING OILS FOR ABB VTR-TURBOCHARGERS
SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 1500 hours

(ABB´s List 2b)
MANUFACTURER BRAND NAME VISCOSITY VISCOSITY VI
cSt at 40 °C cSt at 100 °C
Shell Corena AP 68 68 8.5 94
SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 2500 hours

(ABB´s List 3b)
MANUFACTURER BRAND NAME VISCOSITY VISCOSITY VI
cSt at 40 °C cSt at 100 °C
BP Enersyn TC-S 68 68 8.5 98
Chevron (Texaco + Caltex + Cetus PAO 68 68 10.3 138

FAMM)
Castrol Aircol SR 68 68 10.5 142
ENI S.p.A. Dicrea SX 68 71.6 10.5 134
ExxonMobil Compressor Oil RS 68 67 10 135

Rarus SHC 1026 66.8 10.4 144
SHC 626 69.9 10.9 147
Shell Corena AS 68 67.8 10.1 145
Total / Lubmarine Barelf SM 68 73.8 11.4 147
APPROVED LUBRICATING OILS FOR ENGINE TURNING DEVICE

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40 °C = ISO VG 460 as
lubricating oils for turning device.
DBAC042854 02B-9
LUBRICATING OILS FOR ENGINE TURNING DEVICE

SUPPLIER BRAND NAME VISCOSITY cSt at VISCOSITY cSt at VISCOSITY INDEX
40 °C 100 °C (VI)
BP Energol GR-XP 460 460 30.5 95
Castrol Alpha SP 460 460 30.5 95
Chevron (Texaco + Caltex + Meropa 460 460 31.6 100

FAMM)
ENI S.p.A. Blasia 320 300 23.0 95
ExxonMobil Mobilgear 600 XP 460 460 30.6 96

Mobilgear 634 437 27.8 96
Shell Omala Oil 460 460 30.8 97
Total / Lubmarine Epona Z 460 470 30.3 93
LUBRICATING OILS FOR GOVERNOR / ACTUATOR

An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the same oil can be used
as in the engine. Turbocharger oil can also be used in the governor. In low ambient
conditions it may be necessary to use a multigrade oil (e.g. SAE 5W-40) to get a good
control during start-up. Oil change interval: 2000 service hours.
LUBRICATING OILS FOR STARTING MOTOR

According to starting device manufacturer Gali International, S.A., the following lubricating
oils are recommended to be used.
LUBRICATING OILS FOR GALI STARTING MOTOR, TYPE A45

(Normal ambient conditions)
SUPPLIER BRAND NAME
BP Energol HLP-HH32
Chevron (Texaco + Caltex + FAMM) Rando HD 32
ExxonMobil Mobil DTE 24

Esso Nuto H32
Klüber Lubrication Lamora HLP 32

Klüberoil GEM 1-32
Shell Tellus 32
Total / Lubmarine Visga FP32
LUBRICATING OILS FOR GALI STARTING MOTOR, TYPE A45

(Cold / hot ambient conditions)
SUPPLIER BRAND NAME
Chevron (Texaco + Caltex + FAMM) Rando HD 32
ExxonMobil Mobil DTE 13M
Shell Tellus 32
Total / Lubmarine Visga 32
02B-10 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 02C. Raw water quality
02C. Raw water quality
02C.1 Raw water quality and approved cooling water

additives v11
Revision: e
Document No: 4V92A0765
FOR WÄRTSILÄ VASA 32/32LN, ENGINE TYPES
02C.2 Raw water quality requirements v5
Raw water for the closed cooling water circuits of engines has to meet the following
specification:
Property Limit
pH min. 6,5
Hardness max. 10 °dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l
For raw water, evaporated water and a good quality tap water are normally suitable.
Distilled (evaporated) water without additives absorbs carbon dioxide from air creating a
high risk of corrosion. Fresh water generated by a reverse osmosis plant often has a higher
chloride content than specified above. However, if the quality requirement is fulfilled, it can
be used as well. Sea water causes severe corrosion and deposit formation, even if supplied
to the system in small amounts and cannot be used. Rain water is neither suitable as
cooling water, because of high carbon dioxide and oxygen contents resulting in a high risk
of corrosion.
02C.3 Approved cooling water additives v6
Table Approved cooling water additives

02C-1
Manufacturer Additive name Additive type

Alm International S.A. Diaprosim RD11 (RD11M) Sodium nitrite
76 rue du Bourg Voisin
21140 Semur En Auxois
France
S.A. Arteco N.V. Havoline XLi Organic Acid Technology
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
DBAC042854 02C-1
02C. Raw water quality Wärtsilä Vasa 32 Instruction Manual
Manufacturer Additive name Additive type

Ashland Specialty Chemical Drewgard 4109 Sodium nitrite + borate
Drew Industrial
One Drew Plaza
Boonton, NJ 07005, USA
Ashland Specialty Chemical DEWT-NC powder Sodium nitrite + borate
Drew Marine Liquidewt Sodium nitrite + borate
One Drew Plaza Maxigard Sodium nitrite + borate
Chevron Global Lubricants Havoline XLi Organic Acid Technology
6101 Bollinger Canyon Road
San Ramon, CA 94583, USA
GE Water and Process Technologies CorrShield NT 4293 Sodium nitrite + borate
Interleuvenlaan 25
B-3001 Heverlee, Belgium
GE Water and Process Technologies CorrShield NT 4200 Sodium nitrite + borate
4636 Somerton Road
Trevose, PA 19053, USA
Korves Oy Pekar J Organic Acid Technology
Säkkitie 13
40320 Jyväskylä
Finland
Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhibitor Organic Acid Technology
Hummetoftveij 49 Long-Life
DK-2830 Virum, Denmark
Maritech AB Marisol CW Sodium nitrite + borate
PO Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Trac 102 (ex-Nalcool 2000) Sodium nitrite + borate
One Nalco Centre
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Trac 102 (ex-Nalcool 2000) Sodium nitrite + borate
PO Box 11 Nalfleet EWT 9-108 Sodium nitrite
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
Suomen KL-Lämpö Oy Korrostop KV Sodium molybdate
Keisarinviitta 22
33960, Pirkkala, Finland
Total WT Supra Organic Acid Technology
Diamant B, 16, rue de la République
92922 Paris La Défense Cedex,
France
Unitor Chemicals AS Dieselguard NB Sodium nitrite + borate
P.O. Box 300 Skøyen Rocor NB liquid Sodium nitrite + borate
N-0212 Oslo, Norway Cooltreat AL Organic Acid Technology
Vecom International B.V. Cooltreat NCLT (ex-Vecom CWT Diesel Sodium nitrite + borate
Mozartlaan 3 QC-2)
3144 AA Maassluis
The Netherlands
To prevent corrosion in the cooling water system, follow the instructions about right dosage and concentration of active
corrosion inhibitors. The recommended minimum and maximum limits are listed for many products.
02C-2 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 02C. Raw water quality
Table Concentration of active corrosion inhibitors of system capacity

02C-2
Product designation Dosage per 1 m³ of system Concentration of active corrosion

capacity inhibitor
Diaprosim RD11 (RD11M) 5 kg 1250 ppm as NO2
Corrshield NT 4293 10 litres 670-1000 ppm as NO2
CorrShield NT 4200 10 litres 670-1000 ppm as NO2
DEWT-NC powder 3-4.5 kg 1500-2250 ppm as NO2
Drewgard 4109 16-30 litres 640-1200 ppm as NO2
Liquidewt 8-12 litres 470-700 ppm as NO2
Maxigard 16-30 litres 640-1200 ppm as NO2
Pekar J 20 litres 30 ppm as Mo
Q8 Corrosion Inhibitor 50-100 litres 1.8-3.7 [1]
Long-Life
Maricol CW 6-9 litres 1000-1500 ppm as NO2
Trac 102 32-48 litres 1000-1500 ppm as NO2
(ex-Nalcool 2000)
Nalfleet EWT 9 - 108 2.25-3.4 litres 670-1000 ppm as NO2
Korrostop KV 20-25 litres 120-150 ppm as Mo
Havoline XLi 50-100 litres 1.8-3.7
WT Supra 50-100 litres 1.8-3.7
Dieselguard NB 2.0-4.8 kg 1000-2400 ppm as NO2
Rocor NB Liquid 9.5-24 litres 1000-2400 ppm as NO2
Cooltreat AL 50-100 litres 1.8-3.7
Cooltreat NCLT 6-10 litres 1500-2500 ppm as NO2
(ex-Vecom CWT Diesel QC-2)
[1]
Brix of active compounds measured with a supplier’s refractometer
NOTE
Since the amount of active corrosion inhibitors, especially nitrites, decreases
during service, the engine manufacturer recommends to start the dosage from
the upper level of indicated range.
CAUTION
The nitrite content of nitrite-based cooling water additives tends to decrease in
use. The risk of local corrosion increases substantially when nitrite content goes
below the recommended limit.
NOTE
Cooling water additive manufacturers can indicate the required nitrite content
measured either as sodium nitrite, NaNO2 or as nitrite, NO2. 1 mg/l as NO2 is
equivalent to 1.5 mg/l as NaNO2.
DBAC042854 02C-3
02C. Raw water quality Wärtsilä Vasa 32 Instruction Manual
02C.4 Use of glycol v3
If a freezing risk exists, glycol needs to be added to cooling water. Since glycol alone does
not protect the engine and cooling water system against corrosion, an approved cooling
water additive must also be used. All approved cooling water additives are compatible with
glycol.
Ready-to-use mixtures containing both glycol and corrosion inhibitors are not permitted
since the concentration of each component cannot be individually optimized. Usually, if the
inhibitor concentration is correct, the glycol concentration will be unnecessarily high. No
reduction in the glycol concentration is possible without increasing the risk of corrosion.
The amount of glycol in a closed cooling water systems should always be minimized since
glycol adversely affects the heat transfer properties of water. Therefore it may be necessary
to de-rate the engine if glycol is used; see document DAAE062266 for more information.
Two types of glycol are available: monopropylene glycol (MPG) and monoethyleneglycol
(MEG). So called industrial qualities of both glycol types can be used, but MPG is
considered to be less harmful to the environment.
02C-4 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 03. Start, Stop and Operation
03. Start, Stop and Operation
03.1 Turning of crankshaft v2
Turning is performed by means of an electrically driven turning device built on the engine.
Four and six cylinder engines have, as standard, a manual turning device while the other
cylinder numbers have electrically driven devices. Also the four and six cylinder engines can
be provided with electrically driven turning devices.
03.1.1 Electrically driven turning device v4
The turning device consists of an electric motor which drives the turning gear through a
gear drive and a worm gear. There is a control box available, including a cable, which
allows the turning to be accomplished from any position near the engine. The turning speed
is about 4.8 RPM.
The engaging and disengaging of the turning gear is made by the lever (1). The turning gear
is spring-loaded outwards in order to prevent it from meshing with the flywheel when out of
operation.
The turning device is provided with a start blocking valve which prevents starting in case
the turning gear is meshing. See starting air system, "Starting Air System".
For careful adjustment of the crankshaft position there is a hand wheel (7) with which it is
possible to perform manual turning.
2
3
4
6
7 8
1 Lever for turning gear engaged (TGE) 5 Grease nipple
2 Vent hole 6 Lever for turning gear disengaged (TGD)
3 Filling hole 7 Hand wheel
4 Gauge glass 8 Drain hole.
Fig 03-1 Electrically driven turning device WS-32-320354 v2
DBAC042854 03-1
03. Start, Stop and Operation Wärtsilä Vasa 32 Instruction Manual
03.1.2 Slow turning device v3
As additional equipment the engine can be provided with a system for slow turning of the
engine before starting.
03.2 Start v3
Before starting the engine, check that:

● The lubricating oil level is correct.
● The fuel system is in running order (correct preheating, correct pressure, sufficient
precirculation to heat the fuel injection pumps).
● Both cooling water system circuits, LT and HT water circuit, are in running order (correct
pressures, circulating water preheated and pre-circulated sufficiently to heat the engine).
● The oil level in the governor and turbocharger(s) is correct.
● The starting air pressure exceeds 15 bar (normally, 10 bar is still sufficient to start the
engine).
● The starting air system is drained of condensate.
● The drain pipe of the air cooler casing is open, no leakage.
CAUTION
Before starting the engine, make sure that all covers and shields are in place
and firmly fastened. Covers may only be removed when the engine is stopped
for e.g. maintenance work, and must be replaced as soon as the work is
finished.
CAUTION
Before starting the engine, make sure that all maintenace or other work on the
engine or auxiliary equipment is finished.
CAUTION
Hot box covers may be removed temporarily while the engine is running for
measurements and checks, but they must immediately be mounted again.
03.2.1 Starting manually v3
Procedure
1 Start the pre-lubricating oil pump to obtain a lubricating oil pressure of 0.5 bar.
2 Open the starting air supply system valve and drain the condensate via blow-off valve.
Close the blow-off valve when the condensate is fully drained.
3 Turn the crankshaft two revolutions by using the turning device or run the engine on
starting air for some revolutions keeping the stop lever in stop position and the
indicator valves open.
In doing so the risk of water-locks is eliminated.
4 Disengage the turning gear from the flywheel.
03-2 DBAC042854
5 Check that the stop lever is in work position, open the starting air valve, shut the
blow-off valve when there is no more condensate.
6 Push the start button until the engine starts firing.
If the engine does not start after 2 - 3 s the reason should be checked.
7 Check immediately after start that the pressure and temperature values are normal.
03.2.2 Remote and automatic start v1
See installation specific instructions.
03.3 Stop
03.3.1 Manual stop v4
Procedure
1 Engines with built-on cooling water pump:

Idle the engine 1 min. before stopping. The pre-heating pump to be started.
Engines with separate cooling water pump: 1 min. idling will be enough, but the water
pump should run for some 5 min more.
2 Stop the engine by moving the stop lever into stop position.
The time of slowing down offers a good opportunity to detect possible disturbing sounds.
The engine can always be stopped manually (with the stop lever) independent of the remote
control or automation system.
CAUTION
When overhauling the engine, make absolutely sure that the automatic start and
the priming pump are disconnected. Make also sure that the starting air shut-off
valve located before main starting valve is closed. Otherwise it might cause
engine damage and/or personal injury.
Move the stop lever into STOP position.

If the engine is to be stopped for a lengthy time, close the indicator valves. It is also
advisable to cover the exhaust pipe opening.
The lubricating oil system on a stopped engine should be filled with oil every second day by
operating the pre-lubricating pump for a few minutes. At the same time, turn the crankshaft
a few revolutions to ensure proper lubrication and protect the engine from corrosion.
Blow the engine with open indicator valves and start the engine once a week to check that
everything is in order.
03.3.2 Prolonged stop v2
Valid for an engine which has been started up, but has to be stopped for several months or
longer.
Cooling water and lubricating oil remain in engine/system.
DBAC042854 03-3
CAUTION
The lubricating oil should not be kept warm, e.g. by separating if the engine is
not preheated to normal preheating temperature.
The reason is that water which may be present in the lubricating oil in the engine sump will
evaporate. The water mist will condensate on the colder parts in the crankcase causing
liquid water, which may cause corrosion damages to engine parts e.g. camshaft, rollers,
tappets, cylinderliners, piston (rings), gudgeon pin, crankshaft, gears and bearings.
03.3.2.1 Initial protection at beginning of stoppage period v1
● Water system
Before stoppage, water treatment has to be added so that the level (concentration of
inhibitor) is on the upper limit or slightly higher. A lower concentration may cause local
corrosion, especially in areas like cylinder liners and exhaust valve seats.
● Fuel system
If the engine has run on heavy fuel oil (HFO), the engine should run on light fuel oil (LFO)
for a period of 15 minutes, on at least 50% load, to rinse the system from HFO before
stopping.
● Cylinder liners
The nozzle holders should be removed and 300ml rust protection Shell Ensis Fluid G or
similar sprayed into the cylinders. Mount the nozzle holders after protection.
● Outside protection
The outside protection is dependent of how severe the ambient condition are. The
injection pumps, pipes, fuel racks and other unpainted surfaces in the hot box should be
protected with a thin grease (spray) e.g. Tectyl 502EH.
● Turbocharger
It is recommended that the suction branch is removed so that the rotor can be turned at
the same time as the lube oil priming pump is running. Blind off the inlet with a suitable
plywood plate or similar.
● General
Close the indicator valves and blind off the exhaust gas pipes. By using the engine
prelubricating pump, circulate the oil through the lubricating system for about 15
minutes. At the same time turn the crankshaft and the turbocharger rotors a few turns.
03.3.2.2 Monthly follow-up v1
It is recommended that a monthly visual inspection of crankcase and hotbox is performed

and if corrosion is found, more protection to be added.
By using the engine prelubricating pump, circulate the oil through the lubricating oil system
for about 15 minutes. At the same time, turn the crankshaft and the turbocharger rotors a
few turns.
03.4 Operation at low load and idling v5
Engine idling
Engine running with no load (idling) is limited as follows:
03-4 DBAC042854
Time (minutes)
Recommended idling time: 3–5
Maximum idling time: 30
If the engine has been idling for more than 5 minutes, high load running (minimum 70%)
must be followed for minimum 60 minutes to clean up the engine.
Low load operation

Engine running with low load is limited as follows:
Marine Engines
Low load operation 10–20% of rated power
Maximum time: 30 hours
When the maximum low load time has been accumulated, the engine must be operated at a
minimum load of 70% for the duration of 60 minutes to clean up the engine.
03.5 Normal operation supervision v1
If an alarm limit is reached and an alarm is activated, the engine situation is already serious.
All necessary countermeasures must be taken to remove this emergency condition and
return to normal operating conditions. As the abnormal operating situation may cause
damages to the engine, all efforts must be put into returning to the normal operating
situation instead of just waiting for an automatic shut down of the engine.
03.5.1 Every second day or after every 50 running hours v1
Procedure
1 Read all thermometers and pressure gauges

and, at the same time, the load of the engine. All temperatures are more or less dependent
on the load, and the lubricating oil, cooling water and raw water pressures (built-on pumps)
are dependent on the speed. Therefore, always compare the values read with those at
corresponding load and speed in the Acceptance Test Records and curves. Guidance
values are stated in chapter 01 The charge air temperature should, in principle, be as low
as possible at loads higher than 60 %, however, not so low that condensation occurs, see
Fig 03-2. At loads lower than 40 % it is favourable to have a charge air temperature as high
as possible.
2 Check the indicator for pressure drop over fuel filters.
When the pressure drop over the filters increases, the pressure in the system of the engine
decreases. Very low pressure (less than 0.5 bar) before the injection pumps reduces engine
performance and may cause uneven load distribution between the cylinders (risk of
breakdown!). Too high of a pressure drop may also result in deformation of filter cartridges
(risk of injection pump seizure).
3 Check the indicator for pressure drop
over the lubricating oil filters. Too large of a pressure drop indicates clogged filter
cartridges, which ultimately causes the by-pass valve to open and reduced oil filtration.
Reduced oil filtration results in increased wear. Vent filters and, if there is no improvement,
change the cartridges.
4 Check the oil level
DBAC042854 03-5
in the oil sump/oil tank. Estimate the appearance and consistency of the oil. A simple
control of the water content: A drop of oil on a hot surface (about 150°C), e.g. a hot-plate. If
the drop keeps "quiet", it does not contain water; if it "frizzles" it contains water.
Compensate for oil consumption by adding max. 10 % fresh oil at a time.
5 Check the ventilation
(de-aerating) of the engine cooling water system. Check that the leakage from the telltale
hole of the cooling water pump and the raw water pump is normal (slight).
6 Check the quantity of leak-fuel
from the draining pipes and from the telltale hole of the fuel feed pump.
7 Check that the drain pipes
of the air coolers are open.
8 Check that the telltale holes
of the oil coolers and the cooling water coolers are open.
9 Clean the compressor side
of the turbocharger by injecting water. See the instruction manual of the turbocharger.
10 Drain the fuel day tank
of water and sediments, if any, and drain the starting air receiver of water.
Amb air temperature ˚C
60 f=40
50 f=60 f=80 f=100
40
30
f=Relative humidity %
20
10
0
10
Water dewpoint ˚C
P=Air manifold pressure

20 bar abs
30
40
50 P=1,5
60 P=4,5 P=3,5 P=2,5
70
.01 .02 .03 .04 .05 .06 .07 .08 .09
Water content (kg water/kg dry air)
Fig 03-2 Condensation in charge air coolers WS-32-320352 v1
Example: If the ambient air temperature is 35°C and the relative humidity is 80 % the water
content in the air can be read from the diagram (0.029 kg water/kg dry air). If the air
manifold pressure (receiver pressure) under these conditions is 2.5 bar, i.e. absolute air
pressure in the air manifold is abt. 3.5 bar (ambient pressure + air manifold pressure), the
03-6 DBAC042854
dew point will be 55°C ( from diag.). If the air temperature in the air manifold is only 45°C,
the air can only contain 0.018 kg/kg (from diag.). The difference, 0.011 kg/kg (0.029-0.018)
will appear as condensed water.
03.5.2 Other maintenance works v1
To avoid malfunction of the engine, scheduled maintenance work must be done, see
chapter 04.
03.5.3 In connection with maintenance work v2
Procedure
1 Record the following steps and the running hours in the engine log:
● Lubricating oil sampling (record also operating time of oil). Lubricating oil analyses
without statement of operating time is of limited value ("go - no go" only).
● Lubricating oil changes.
● Cleaning of centrifugal lubricating oil filters.
● Change of lubricating and fuel oil filter cartridges.
● Change of parts in connection with maintenance according to chapter 04.
03.5.4 General v2
Procedure
1 There is no automatic supervision

or control arrangement that can replace an experienced engineer's observations. LOOK at
and LISTEN to the engine!
2 Strong gas blow-by past the pistons
is one of the most dangerous things that can occur in a diesel engine. If gas blow-by is
suspected (e.g. because of a sudden increase of the lubricating oil consumption) check the
crankcase pressure. If the pressure exceeds 30 mm H2O, check the crankcase venting
system, if in order, pull the pistons!
3 When checking the firing pressures,
the load of the engine, the exhaust temperatures and all other operation parameters should
be entered into Operation Data Record WV98V091GB. The value to be used for firing
pressure is the average peak pressure (pav). The pressure has to be measured as an
average (mean) value (pav) of at least 32 cycles.
NOTE
Measurement of firing pressures without simultaneous notation of the other
operation parameters is practically worthless.
4 Operation at loads below 20 %

of rated output should be limited to maximum 100 hours continuously when operating on
heavy fuel by loading the engine above 70 % of the rated load for one hour before
continuing the low load operation or stopping the engine. Idling (i.e. main engine
DBAC042854 03-7
declutched, generator set disconnected) should be limited as much as possible. Warming-

up of the engine for more than 3 - 5 minutes before loading, as well as idling more than 3
minutes before stopping is unnecessary and should be avoided.
03.6 Start after a prolonged stop (more than 8 h)
03.6.1 Manual start v3
Procedure
1 Check
● The lubricating oil level.
● The cooling water level in the expansion tank.
● The raw water supply to heat exchangers.
● The fuel oil level in the day tank (troublesome and time consuming job to vent the fuel
system if the feed pump has sucked air!)
● The starting air pressure - min. 15 bar.
● That the parts of the fuel control shaft system and the injection pump racks move freely.
Otherwise risk of overspeed.
2 Observe all points in section 03.2.1
Point 3 grows more important the longer the engine has been stopped.
3 After starting the engine, check that the starting air distributing pipe is not hot at any
cylinder (A hot pipe indicates leakage from the starting valve).
4 Vent fuel and lubricating oil filters.
03.7 Starting after overhaul v3
Procedure
1 Check that the connection between the speed governor, over speed trip and injection
pumps is set correctly.
Check the injection pump rack position.
NOTE
If the connections or the position is improper, the injection pump rack position
may jam.
Check that all screw connections are properly locked and the injection pump racks move
freely in the pumps.
2 Change the speed governor control lever to the maximum position.
Bring the stop lever into work position. Check that all injection pump racks move to a value
less than 5 mm.
3 If the injection pumps, camshaft or its driving mechanism has been touched, check
the injection timing of one cylinder (Check each cylinder bank in a V-engine).
See chapter 16 and the engine "Test protocol".
03-8 DBAC042854
4 Check the cooling water system leakage of these parts:

● The lower part of the cylinder liners.
● The oil cooler.
● The charge air cooler.
5 Check/adjust the valve clearances, see chapter 12.
NOTE
If the camshaft or the driving mechanism has been touched, check the valve
timing of at least one cylinder (Check each cylinder bank in a V-engine). For
guidance values, see chapter 06 and 13.
6 Vent the fuel oil system if it was opened.

7 Start the pre-lubricating oil pump.
Start the priming pump. Vent the lubricating oil filters. Check (as thoroughly as possible)
that lubricating oil appears from all bearings and lubricating nozzles, from the piston cooling
oil outlet and from the valve mechanism. Check that there is no leakage from the pipe
connections inside or outside the engine.
NOTE
Observe that the crankshaft has to be turned in order to get oil through all
connecting rods.
8 The following may cause a total breakdown of the:

● Rags or tools left in the crankcase.
● Un-tensioned or unlocked screws or nuts.
● Worn-out self-locking nuts.
Clean all the oil spaces, for example, the oil sum, the camshaft spaces, etc.
CAUTION
Do not touch the oil pump and oil filter.
9 See the instructions in chapter 3.1, 3.2 and 3.5 when starting.
03.8 Operation supervision after overhaul v2
Procedure
1 At the first start,

listen carefully for possible jarring sounds. If anything is suspected, stop the engine
immediately, otherwise stop the engine after 5 minutes idling at normal speed. Check at
least the temperatures of the main and big end bearing and of all other bearings which have
been opened. If everything is in order, restart.
2 Check that there is no leakage
of gas, water, fuel or lubricating oil. Especially observe the fuel lines, injection pumps and
injection valves. Watch the quantities emerging from the leak oil pipes!
3 Check that the starting air distributing pipe is not heated
DBAC042854 03-9
at any cylinder (leaky starting valve). It may cause explosion!

4 After overhauling,
the following instructions are especially important:
● Check pressure and temperature gauges.
● Check the automatic alarm and stop devices.
● Check the pressure drop over the fuel filter and lubricating oil filter.
● Check the oil level in the oil sump/oil tank. Estimate the condition of the oil.
● Check the ventilation (de-aerating) of the engine cooling water system.
● Check the quantity of leak fuel.
● Check the telltale holes of the coolers.
● Check the content of additives in the cooling water.
● Check the cylinder pressures.
● Listen for jarring sounds.
● Check the crankcase pressure.
● Check the starting air pipes.
● Vent the filters.
03.9 Running-in v4
Prerequisites
The running-in of a new engine must be performed according to programme in Fig 03-3. It
is also recommended that running-in procedure is performed after following maintenance
jobs.
Procedure
1 After changing piston rings, pistons or cylinder liners, after honing of cylinder liners,
follow programme in Fig 03-3 as closely as possible.
If the programme cannot be followed, do not load the engine fully for at least 10 h.
NOTE
Avoid "running-in" at continuous and constant low load!
The important thing is to vary the load several times. The ring groove will have a different
tilting angle at each load stage, and consequently the piston ring a different contact line to
the cylinder liner.
The running-in may be performed either on distillate or heavy fuel, using the normal
lubricating oil specified for the engine.
03-10 DBAC042854
Engine After change of piston rings, pistons or cylinder liners,

load % after honing cylinder liners
100
90
80
70
60
50 1
40
30
20
10
0
2
1 2 3 4 5 6 7h
1 Stop. Check big end bearing temperatures Operating hours
2 End of running-in programme. Engine may be put on normal mode
Fig 03-3 Running-in programme WS-32-320356 v1
03.10 Maintenance of turning device v2
Prerequisites
Change the lubricating oil in the turning device once during the first year of operation.
Approved lubricating oils, see section 02.2.5. After that, the oil should be changed
according to chapter 04 Check also that the vent hole (3), Fig 03-1 is open.
Procedure
1 Drain old oil,

preferably when warm, through the drain hole (4).
2 Rinse the gear box
with clean, thinly fluid oil.
3 Fill the gear box with oil
(according to the table in section 02B.4 ) through the filling hole (5) until the oil level reaches
the level gauge glass (6). Utmost cleanliness should be observed.
4 Close the oil holes
and operate the turning device a few seconds.
5 Check the oil level
and fill, if necessary.
DBAC042854 03-11
03-12 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 04. Maintenance Schedule
04. Maintenance Schedule

The actual operating conditions, and above all the quality of the fuel used, will largely
determine the maintenance necessity for the engine. Because of the difficulty in anticipating
the various operating conditions that may be encountered in the field, the periods stated in
the schedule should be used for guidance purposes only, but must not be exceeded during
the warranty period. If there are any indications that the maintenance procedure is required
in advance of the recommended time period, prudent industry practice dictates that the
suggested maintenance procedure be performed. Additionally, if inspection or observation
reveals that a part shows wear or use beyond the prescribed tolerances, then that part
should be renewed immediately.
Also see the instruction books of the turbocharger separate instructions for additional
equipment and chapter 03 Turning of the crankshaft..
NOTE
Note the Risk Reduction in section 00 Risk reduction
NOTE
Note the Hazardous substances in section 00 Hazardous substances
● Before any steps are taken, carefully read the corresponding item in this Manual.
● During all maintenance work, observe the utmost cleanliness and order.
CAUTION
If a 110 V injector power supply is fitted, it must be disconnected before
dismantling any of the cylinder head covers.
● Before dismantling, drain and depressurize all relevant systems. After dismantling,
immediately cover holes for lubricating oil, fuel oil, gas and air with tape, plugs, clean
cloth or the like.
● When exchanging a worn-out or damaged part that has an identification mark stating
cylinder or bearing number, mark the new part with the same number on the same spot.
Every exchange should be entered in the engine log and the reason should be clearly
stated.
● Always renew all gaskets, sealing rings and O-rings during maintenance work.
NOTE
The O-rings in the cooling water system must not be lubricated with oil based
lubricants, use soap or similar.
● After reassembling, check that all screws and nuts are tightened and if necessary,
locked.
DBAC042854 04-1
04. Maintenance Schedule Wärtsilä Vasa 32 Instruction Manual
CAUTION
When overhauling the engine, make absolutely sure that the automatic start and
the priming pump are disconnected. Make also sure that the starting air shut-off
valve, located before the main starting valve, is closed. Then drain the engine
starting air system to avoid engine damage or personal injury.
CAUTION
When overhauling the engine, make absolutely sure that the generator breaker is
secured and gear box is not engaged to avoid accidental turning of engine.
CAUTION
Accidental turning of engine may cause engine damage or personal injury.
04.1 How to select application and fuel quality v2
There are two different types of applications defined:

● Average load is above 75 % of nominal engine output.
● Average load is below 75 % of nominal engine output.
Four types of fuel are defined:
● HFO 1 Heavy fuel oil of normal quality.
● HFO 2 Heavy fuel oil of below normal standard quality.
● DO Diesel oil or light fuel oil (LFO).
● NG Natural gas.

HFO 1 HFO 2
Sulphur mass-% 2.0 2.0 - 5.0
Ash mass-% 0.05 0.05 - 0.20
Vanadium mg/kg 100 100 - 600
Sodium mg/kg 20 20 - 50
Al + Si mg/kg 30 30 - 80
CCAI 850 850 - 870
NOTE
If any of specified fuel properties exceed HFO 1 maximum value the fuel should
be classified as HFO 2.
04-2 DBAC042854
04.2 Every second day v3
Every second day, irrespective of the engine being in operation or not

Automatic prelubrication Check operation See
chapter
03.2 and
18.9
Crankshaft Marine engine: In a stopped engine, turn the crankshaft into a new position. See
chapter
03.1
04.3 Once a week v1
Once a week irrespective of the engine being in operation or not

Start process Test start (if the engine on stand-by). 03.2
04.4 Interval: 50 operating hours v11
Interval: 50 operating hours

Air coolers Check draining of air coolers. 15.4.1
Check that the draining pipe is open, check if any leakage. 03.5.1
Cooling water system Check water level in cooling system. 19.3
Check the water level in the expansion tank(s) and/or the static pressure in the
engine cooling circuits.
Connecting rod Check tightening of the connecting rod screws. 11.3.3
Check the tightening of the connecting rod screws after the first 50 operating 07.3.1
hours on a new engine and, after overhaul, those screws that have been
opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
Fuel and lubricating oil filters Check pressure drop indicators. 03.5.1
Change filter cartridges if high pressure drop is indicated. 17.2
18.6
Gauges and indicators Take readings. 03.5.1
Read and record (using eg. form No. WV98V091) all temperature and pressure
gauges, and at the same time the load of the engine.
Governor, actuator Check oil level in governor. 02.2.3
Check oil level, and look for leaks 22.4
Injection and fuel system Check leak fuel quantity. 03.5.1
Check the amount of leak fuel from the injection pumps and nozzles. 17
Lubricating oil sump Check oil level in sump. 18.1
Check oil level by means of dip stick, compensate for consumption. 02B.1
Main bearings Check tightening of main bearing screws. 10.1.3
Check the tightening of main bearing screws after the first 50 operating hours 07.3.1
on a new engine and, after overhaul, those screws that have been opened.
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
DBAC042854 04-3

Running-in filter Remove the running-in filter.
After the first 50 operating hours, remove the running-in filter and pump up the
hydraulic jack.
Turbocharger Water cleaning of compressor. 15.2.3
Clean the compressor by injecting water.
Turbocharger Check turbocharger oil level. 15.1
VTR-chargers Check oil level, and look for leaks. Change oil after the first 100 service hours 02.2.4
in both oil spaces.
Valve mechanism Check valve clearances. 12.1.5
Check the valve clearances after 50 hours' running in new and overhauled 06.1.1
engines.

Turbocharger Water cleaning of turbine. 15.2.1
Clean the turbine by injecting water; more often if necessary.

Centrifugal filter Clean centrifugal filter(s). 18.7.1
Clean more often if necessary. Remember to open the valve before the filter
after cleaning.
Control mechanism Maintenance of control mechanism. 22.2
Check for free movement, clean and lubricate.
Cooling water Check water quality. 19.6
Check content of additives. 02.3
Cylinder pressure Check cylinder pressure. 12.1.2
Record firing pressures of all cylinders. 03.5.3
Lubricating oil Take oil samples. 02.2.2
In a new installation and after changing lubricating oil brand, take oil samples
for analyzing. To ensure safe engine operation, frequent oil analysis at 500 -
1000 operating hours intervals are also recommended after the first year of
operation.
Change lubricating oil if the oil analysis results are not within the limits set by
the engine manufacturer. When changing oil, clean all oil spaces with a high
quality fibre free and lint free cloth.
Regardless of the analysis results, the oil should be changed in connection
with every piston overhaul, or every fourth year, whichever comes first.
Turbocharger Change lubricating oil in turbocharger(s). 02.2.4
VTR-chargers Lubricating oil change interval according to lubricating oil in use. See section
02.2.4.
Take care that the turbine oil is not mixed with the engine lubricating oil. 15.1
04-4 DBAC042854

Air filter (on-built) Clean turbocharger air filter. 15.1
Remove the filter(s) and clean according to instructions of the manufacturer
(more often, if necessary).
Automation Functional check of automation. 01.2
Check function of the sensors for the alarm system and automatic stop
devices.
Electrical fuel feed pump Regrease el. fuel feed pump. 17.5
Regrease the pump under running condition.
El. lubricating oil pump Regrease prelubricating pump. 18.8
Regrease the pump under running condition.
Flexible coupling Oil change/check of the coupling.
Geislinger (Oil filled) At first interval, change oil of the coupling.
Following (1000 h) intervals, check oil level. See manufacturers instructions.
Fuel filter Replace fuel oil filter cartridges. 17.6.1
Clean the wire gauze and filter housing. Replace the filter cartridges. (The 17
cartridges are to be replaced when the pressure difference indicator shows 17.2
too high pressure drop).
Lubricating oil filter Replace lub. oil filter cartridges. 18.6.1
Drain the filter housings. Clean the wire gauze and filter housing. Replace the 18.1
filter cartridges. (The cartridges are to be replaced when the pressure
difference indicator shows too high pressure drop.)
Valves Check valve condition. 12.1.5
Check that the inlet and exhaust valves move freely in their guides. This 06.1.1
should preferably be done when the engine has been out of operation for a 12A
couple of hours.
Check valve clearances. Check cylinder tightness (valves, piston rings) with a
pneumatic test.

Air cooler(s) Check water side of charge air cooler(s). 15.4.1
The first time check and possible cleaning of the waterside. If in good
condition and deposits insignificant: future intervals 4000 running hours.
Injection valves Inspect injection valves. 16.3.3
Test the opening pressure. Dismantle and clean nozzles. Check the effective
needle lift. Check the springs. Replace the O-rings. Check the nozzle
condition in a test pump.
Replace the nozzles if necessary.
DBAC042854 04-5

Lubricating oil Change lubricating oil. 18.1
Change oil in a new installation (wet sump installations). Take samples for 02B.1
analyzing. If the analyzing values are positive and if the oil supplier or engine
manufacturer so recommend, the intervals between changes can be
prolonged in steps of 500 operating hours.
In dry sump installations the oil change intervals may be in the order of 8000
hours or more.
Clean all oil spaces when changing lub. oil.
Measuring instruments Check gauges.
Check pressure and temperature gauges. Replace faulty ones.
Governor Change oil in governor. 02.2.3
Change lubricating oil. 22.4
Mec. overspeed trip device Check function of mechanical overspeed trip device. 22.5
Check function and tripping speed 06.1.3
El.-pneu. overspeed trip Check el.-pneumatic overspeed trip device. 22.6.2
device Check function and tripping speed. 06.1.3

Air cooler(s) Clean the charge air cooler(s). 15.4.1
Clean and pressure test. Look carefully for corrosion.
Automation Check connectors and cables.
Check mounting and connections. Apply contact lubricant to contact surfaces.
Check tightness of connections. Check condition of cables, wires and cable
glands. Replace damaged connectors and cables.
Camshaft Inspect contact faces of camshaft. 14.2
Check the contact faces of the cams and tappet rollers. Check that the rollers 03.1
rotate. Rotate the engine with the turning gear.
Cooling water spaces Inspect jacket water spaces on engine with cooled turbocharger. 15.1
Inspect turbocharger cooling water ducts for possible deposits if the deposits 19.6
are 1 mm or thicker, clean and inspect the water side of one cylinder liner 19.1
through the plug in the engine block. If the deposits are thicker than 1 mm, 02.3
clean all liners and engine block water space. Improve the cooling water 10.4.1
treatment.
Inspect jacket water spaces on engine with uncooled turbocharger. 15.1
Inspect the water side of one cylinder through the plug in the engine block. If 19.6
the deposits are thicker than 1 mm, clean all liners and engine block water 19.1
space. Improve the cooling water treatment. 02.3
10.4.1
Control mechanism Check control mechanism. 22.2
Check for wear in all connecting links between the governor and all injection
pumps.
Crankshaft Check crankshaft alignment. 11.2.2
Check alignment, use form No. WV98V036. Alignment check is performed on
a warm engine.
Crankshaft Check thrust bearing clearance. 11.2.3
Check axial clearance. 06.2
04-6 DBAC042854

Exhaust manifold Check for leaks. 20
Check for leaks once a year.
Replace parts if necessary.
Flexible coupling Oil change of the coupling.
Geislinger (Oil filled) Change oil of the coupling.
See manufacturers instructions.
Fuel system Check and adjustment of fuel system. 17
Check and adjustment of fuel system once a year.
Injection valves Test the opening pressure. Dismantle and clean nozzles. Check the effective 16.3.3
needle lift. Check the springs. Replace the O-rings. Check the nozzle
condition in a test pump.
HFO: Recommendation: Replace the nozzle by new ones on 6000 h at the
latest.
DO (LFO): Recommendation: Replace the nozzle by new ones on 8000 h at
the latest
Lube oil coolers Clean the lube oil cooler. 19.6
If the lube oil temperature before the engine is within normal operating values
( section 01.1), the interval can be prolonged. Unnecessary opening of the
plate cooler should be avoided. Clean the lube oil cooler before the alarm limit
is reached. Examine carefully for corrosion.
Starting fuel limiter Check starting fuel limiter. 22.7
Check the adjustment and function.

Balancing shaft gear Inspect balancing shaft gear. 11.1.1
4R32 Replace parts if necessary.
Governor driving gear Inspect governor driving gear. 22.4.1
Replace parts if necessary. 06.2
Flexible coupling Check the flexible coupling.
Flexible rubber coupling Check flexible rubber elements visually acc. to makers recommendations.
Dismantle if necessary.
HT-water pump Inspect HT-water pump. 19.7
Dismantle and check. Replace worn parts. 19.7.1
HT-water pump driving gear Inspect HT-water pump driving gear. 19.7.1
HT-water thermostatic valve Clean and inspect HT-water thermostatic valve. 19
Clean and check the thermostatic element, valve cone-casing and sealings.
LT-water pump Inspect LT-water pump. 19.7
Dismantle and check. Replace worn parts. 19.7.1
LT-water pump driving gear Inspect LT-water pump driving gear. 19.7.1
LT-water thermostatic valve Clean and inspect LT-water thermostatic valve. 19.8
Clean and check the thermostatic element, valve cone-casing, indicator pin
and sealings.
Lubricating oil pump Inspect the lubricating oil pump. 18.2.2
Replace parts if necessary.
DBAC042854 04-7

Lubricating oil pump driving Inspect lubricating oil pump driving gear 18.2.3
gear Replace parts if necessary. 06.2
Oil thermostatic valve Clean and inspect oil thermostatic valve. 18.5
Clean and check the thermostatic element, valve cone-casing and sealings.
Turbocharger Replace turbocharger bearings. 15.1
VTR-chargers See manufacturers instructions.
Turbocharger Inspect turbocharger bearings. 15.1
Napier Na-chargers Check and change if necessary.
ABB TPL-chargers Check and change if necessary.
04.11 Interval: 12 000 – 24 000 h depending on the used

fuel v11
Overhaul interval
Fuel Average load > 75% Average load < 75%
HFO 2 12000 h 16000 h
HFO 1 16000 h 20000 h
DO 20000 h 240000 h
NG 20 000 h 24 000 h
Interval: See table above

Connecting rods Replace big end bearing. 06.2
Replace big end bearing. Inspect mating surface serrations. Measure the big
end bore, use form No. 3211V015 or form No. 3211V012 (LN-engines)
Connecting rods Replace connecting rod screws.
(not three-piece design)
Replace connecting rod screws by new ones on 24 000 h at the latest. 11.3
Connecting rods Replace connecting rod screws.
(three-piece design)
Replace connecting rod screws by new ones at every second overhaul when 11.3
doing piston overhauls at 12 - 16000 h intervals and at every overhaul when
doing piston overhauls at longer intervals than 16000 h.
Connecting rods Replace connecting rod shims.
(three-piece design)
Replace connecting rod shims by new ones at every second overhaul when 11.3
doing piston overhauls at 12 - 16000 h intervals and at every overhaul when
doing piston overhauls at longer intervals than 16000 h.
Connecting rods Inspect the small end bearings.
Inspect the small end bearings. Replace if necessary. 11.3
06.2
04-8 DBAC042854

Cylinder heads Overhaul of cylinder head. 12.1.2
Dismantle and clean the underside, inlet and exhaust valves and ports. Inspect 12.1.1
cooling spaces and clean, if necessary. Grind the valves. Inspect the valve 12.2.1
rotators. Check rocker arms. 14.1.2
Replace the O-rings in the valve guides. 07.3.1
Replace the O-rings at bottom of cylinder head screws at every overhaul.
Put lubricating oil on the threads of the screw.
Mount the screw and tighten to specified torque.
Fill the compartment between screw and engine block with lubricating oil.
Mount the O-ring.
07
Cylinder liners Inspect the cylinder liners. 10.4.1
Measure the bore using form No. 3210V014 or form 06.2
No. 3210V020 (LN-engines), replace liner if wear limits are exceeded. Hone the
liners. Renew the anti-polishing ring.
Cylinder liners Inspect cylinder liner water side. 19.6
Pull one cylinder liner, on V-engines one per cylinder bank. If the deposits are 10.4.1
thicker than 1 mm, clean all liners and the engine block water space. Replace
the O-rings in the bottom part by new ones at every overhaul.
Pistons Inspect the pistons. 11A
Composite pistons must be dismantled for inspection of mating surfaces
between piston skirt and piston crown. Inspect and clean oil spaces.
Piston, piston rings Inspect pistons and piston rings. 11.3.2
Pull, inspect and clean. Check the height of the ring grooves, use form No. 11.3
3211V016 or form No. 3211V021 (LN-engines). 06.2
Check the retainer rings of the gudgeon pins. Replace complete set of piston 03.9
rings. Note the running-in programme.
Lubricating oil Change oil in connection with every piston overhaul, or every four years (every section
sixth year if the engine is running less than 1000 h/year), whichever comes 02.2.2.1
first. Clean all oil spaces with a high quality fibre free and lint free cloth.
Starting valves Check starting valves. 21.3
Check starting valves in cylinder head. Replace parts if necessary.

Camshaft driving gear Inspect intermediate gears. 13
(Oil filled) Dismantle and check flexible coupling according to manufacturers
instructions.
Fuel feed pump General overhaul of fuel feed pump. 17.5
Inspect pump and replace gaskets. Replace worn parts.
Governor drive Check governor drive bearing. 22.4.1
Check governor driving shaft bearing clearance in situ. 06.2
Governor General overhaul of the governor.
Can be sent to engine manufacturer for overhaul.
Booster servomotor for General overhaul of the booster servomotor.
governor Replace worn parts. See manufacturers instructions.
DBAC042854 04-9

Turning device Change oil in turning device. 02.2.5
Regrease the drive shaft. 03.10
Vibration damper Take oil sample from vibration damper. 11.2
Viscous type Take oil sample for analyzing.
Vibration damper Check vibration damper. 11.2
Geislinger Dismantle and check vibration damper every 32000 hours.
04.13 Interval depending on the load v5
Fuel Overhaul interval

Average load > 75 % Average load < 75 %
- 16 000 20 000

Camshaft Inspect camshaft bearings. 10.3.1
Replace if necessary. 06.2
Valve mechanism Check valve mechanism parts. 14.1.2
Check tappets. 06.2
Crankshaft Inspect main bearings. 10.1.2
Inspect one main bearing, if in bad condition, check all the main bearings and 06.2
change if necessary. Note the type of bearing in use and do the inspection
accordingly.
Hydraulic jack for main Check function. 10.1.1
bearing caps Change O-rings in the hydraulic jack if they are leaking when lifting the main
bearing cap.
04.14 Overhaul interval based on the fuel type v5
Fuel Overhaul interval

HFO 2 16 000
HFO 1 16 000
DO 24 000
NG 24 000

Injection pumps Overhaul of injection pumps. 16.1.4
Clean and inspect injection pumps, replace worn parts. Replace the erosion
plugs.
04-10 DBAC042854

Automation and control Replace vibration dampers (rubber elements) 23
system
Replace the rubber elements for components such as: connection boxes,
control modules, connection rails and main cabinet.
The vibration damper should be replaced latest every 4th year.
Balancing shaft Inspect balancing shaft bearing. 11.4.1
4R32 Take one bush out for inspection. If in bad condition check the other too.
Replace if necessary.
Engine fastening bolts Check tightening of engine fastening bolts. 07.3.1
Exhaust manifold Check expansion bellows. 20.1
(Oil supply from engine) Dismantle and check flexible coupling according to manufacturers
instructions.
Main starting valve General overhaul of main starting valve. 21.1
Replace worn parts.
Mec. overspeed trip device General overhaul of mechanical overspeed trip device. 22.5.3
Check function and tripping speed. 22.5.1
Starting air distributor General overhaul of starting air distributor.
Replace worn parts.
ABB TPL-chargers Check and change if necessary.

Balancing shaft gear Inspect bearing bushes. 11.4.3
4R32 Replace parts.
Camshaft driving gear Inspect intermediate gear bearings. 13
Replace parts. 06.2
Crankshaft Inspect crankshaft.
Inspect the crankshaft for wear. 06.2
Engine foundation Check flexible elements of engine foundation.
Flexible mounted Replace if necessary.
Dismantle and check flexible coupling according to manufacturers
instructions.
Replace spring packs/inner star if necessary.
Turbocharger Replace rotor. 15.1
Lifetime is dependent of operating conditions.
DBAC042854 04-11
04-12 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 05. Maintenance Tools
05. Maintenance Tools

Maintenance of a engine requires some special tools developed in the course of engine
design. Some of these tools are supplied with the engine, and others are available through
our service stations or for direct purchase by the customer.
Tool requirements for a particular installation may vary greatly, depending on the use and
service area. Standard tool sets are therefore selected to meet basic requirements.
This list presents a comprehensive selection of tools for the Wärtsilä Vasa 32 engine family.
Tool sets are grouped in order to facilitate selection for specific service operations. This
makes the job of the end-user much easier.
05.1 Using this list v2
Procedure
1 Read the corresponding item in this Instruction Manual before any maintenance work
is started.
2 Check the below list for availability of all the maintenance tools.
3 Check that necessary spare parts and consumable parts are available.
05.2 Ordering of Maintenance tools v3
Procedure
1 Select required tools, these tools are part of the standard delivery set and are
mentioned in the installation specific delivery list.
Use the code number in the following pages to order for the tools.
2 Make a note of the specifications and other information as stated in the "Inquiry/
Order List".
3 Send the order to your local service station printed on the Inquiry/Order List.
All commercial terms are stated in the Inquiry/Order List. When possible, state installation
name and engine number(s) when ordering.
NOTE
This chapter includes all available tools for above mentioned engine types. See
also the installation specific tool lists. Some of the tools are applicable for
certain cylinder numbers and with certain engine mounted equipment.
DBAC042854 05-1
05. Maintenance Tools Wärtsilä Vasa 32 Instruction Manual
Fig 05-1 Main Bearings 100 WS-32-321001 v1
Code Description Drawing No.

803000 Stud remover M42 4V80D0012
846058 Stud remover M56 3V84G0189
851000 Turning tool for main bearing shell 4V85B0023
851010 Turning tool for main bearing shell 4V85B0016
851020 Turning tool for thrust washers & bearing shell 3V85B0015
860081 Flexible hose 3000 mm, (low p. pump) (1)
860082 Low pressure pump (150 bar) (1) 1V86A0018
860100 High pressure pump (1000 bar) (1) 4V86A0033
861009 Distance sleeve M56 3V86B0039
861010 Pin for tightening of nuts M56 4V86B0002
861011 Flexible hose 800 mm (1)
861040 Lifting tool for hydraulic cylinders M56 3V86B0052
861100 Hydraulic cylinder M56 (1) 3V86B0079
861186 Extension piece M42 for main bearing side screws (2) 4V86B0133
861187 Extension piece M42 for main bearing side screws (2) 3V86B0134
05-2 DBAC042854
(1) Including quick couplings

(2) Only for flexible mounted engines equipped with rubber cushions in V-configuration.
Fig 05-2 Cylinder Liner 100 WS-32-321002A v1

800009 Dismantling tool for antipolishing ring (1) 2V83G0077
834050 Hydraulic extractor 3V83E0061
835041 Assembly tool for antipolishing ring 3V83F0105
836000 Suspending & removing tool, complete
836017 Dismantling tool for antipolishing ring (2) 3V83G0073
836018 Lifting tool 3V83G0078
836019 Extractor (3)
842010 Honing equipment 2V84C0031
842025 Honing stones 25x25x250, including holder, coarse
842026 Honing stones 25x25x250, including holder, fine
(1) Only for 32 DF

(2) Code 836017 marked with A only for 34 SG
DBAC042854 05-3
Fig 05-3 Connecting Rod, O-Profile 110 WS-32-321111 v1

835010 Protecting sleeve for connecting rod tooth (1) 4V83F0062
846000 Lifting tool for big end bearing cap (1) 1V84G0191
(1) Only needed for V-engine

05-4 DBAC042854
Fig 05-4 Connecting Rod, H-Profile 110 WS-32-321112 v1

803005 Stud remover M45x3 3V80D0020
835030 Mounting screw M45x3 3V83F0084
835040 Locking nut for mounting screw 4V83F0085
846000 Lifting tool for big end bearing cap (1) 1V84G236
861039 Distance sleeve M45x3, long (3) 3V86B0102
861039 Distance sleeve M45x3, short (1) 3V86B0136
861130 Hydraulic cylinder M45x3 (2) 3V86B0139
861141 Extension piece (3) 3V86B0137
(1) Only needed for V-engine

(3) Only for In-line engine
DBAC042854 05-5
Fig 05-5 Connection Rod, Marine Head 110 WS-32-321113B v1

861156 Hydraulic tool M30 (1) 3V86B0186
861163 Hydraulic tools M24 (1) 2V86B0201
861164 Distance piece M24 2V86B0204
05-6 DBAC042854
Fig 05-6 Connection Rod, Marine Head, R-eng. 110 WS-32-321113A v1

835042 Assembly rail 1V83F0215
835082 Sledge 2V83F0212
835083 Support 2V83F0214
835084 Support arm 3V83F0163
835086 Mounting screw M30 3V83F0180
835087 Protecting cap for screw M30 4V83B0269
835088 Limiter for piston 3V83F0178
835090 Fastening arm 3V83F0211
835091 Sledge 1V83F0213
DBAC042854 05-7
Fig 05-7 Connection Rod, Marine Head, V-eng. 110 WS-32-321114A v1

835042 Assembly rail 2V83F0171
835080 Protecting cover (1) 3V11T0718
835082 Sledge 2V83F0165
835083 Support 3V83F0166
835086 Mounting screw M30 3V83F0180
835087 Protecting cap for screw M30 4V86B0269
835088 Limiter for piston (1) 3V83F0178
(1) Not for 32 DF and 34 SG
05-8 DBAC042854
Fig 05-8 Piston 110 WS-32-321131 v1

800001 Piston ring pliers 4V84L0018
800002 Pliers for securing ring 4V84L0016
800105 Measurement tool, micrometer 5-30 mm
800106 Spare tips for pliers 800002, straight
802000 Tap M12
835000 Lifting tool (1) 2V83F0058
835000 Lifting tool (2) 3V83F0159
843000 Clamp tool for piston rings 1V84D0011
(1) for 32 and 32 GD

(2) for 32 LN and 32 LNGD
DBAC042854 05-9
Fig 05-9 Piston, 32DF and 34SG 110 WS-32-321132 v1

800001 Piston ring pliers 4V84L0018
800002 Pliers for securing ring 4V84L0016
800105 Measurement tool, micrometer 5-30 mm
800106 Spare tips for pliers 800002, straight
835000 Lifting tool (1) 2V83F0192
835000 Lifting tool (2) 1V83F0221
835088 Limiter for piston 3V83F0204
835089 Extension for connecting rod 1V83F0190
843000 Clamp tool for piston rings 1V84D0043
(1) Only for 34 SG

(2) Only for 32 DF
05-10 DBAC042854
Fig 05-10 Cylinder Head 120 WS-32-321200A v1

800000 Pliers for securing ring
800010 Stud remover 5-20 4V80L04-1
837000 Removing tool for injection & starting valve (1) 4V83H0077
837050 Extractor for exhaust valve seat ring 3V-T19189
841010 Grinding tool for seal surface, injection valve (1) 3V84B0117
841015 Felt washer for grinding tool (1) 4V84B0111
841030 Valve seat grinder 4V84B0130
846050 Mounting tool for seat rings (inlet & exhaust) 2V-T17415/2
846052 Service trestle for cylinder head 0V-T22387
848055 Pressure test tool for water jacket D=450 mm 3V-T029310
848060 Pressure test tool for water jacket D=440 mm 3V-T022401
DBAC042854 05-11
Fig 05-11 Cylinder Head 120 WS-32-321200B v1

808000 T-wrench for indicator valve (1) 4V80K0006
832000 Lifting tool 1V83C0060
834000 Mounting & dismantling tool for valves 3V84G0352
834050 Hydraulic extractor 3V83E0061
841000 Grinding tool for valves 4V84B0108
848000 Valve clearance feeler gauge 3V84K0035

05-12 DBAC042854
Fig 05-12 Tools for Pre Chamber, V-engine 120 WS-32-321240 v1

806023 Bit, hexagon socket screw 10 with 1/2" square drive 4V80L0001
820000 Torque wrench 20-100 Nm 4V92K0207
820006 Extension bar B12.5x250
820011 Spark plug socket 4V12T0273
837053 Extractor 3V83H0176
837054 Extractor for check valve 3V83H0175
DBAC042854 05-13
Fig 05-13 Tools for Intermediate Gear 130 WS-32-321311 v1

803010 Mounting tool for shaft 3V80D0013
834050 Hydraulic extractor (1) 3V83E0061
834053 Mounting & dismantling tool for bearing
834055 Mounting tool 3V83E0078
834061 Stud for 834057
834062 Nut for 834057
834063 Extractor for 834057 3V83E0079
05-14 DBAC042854

Fig 05-14 Tools for Planetary Gear, R-engine 130 WS-32-321312 v1

834050 Hydraulic extractor (1) 3V83E0061
834064 Guiding ring 3V84G0377
860100 High pressure pump (1000 bar ) (1) 4V86A0033
DBAC042854 05-15
Fig 05-15 Injection Equipment 160 WS-32-321600K v1

806050 Flare nut wrench for tightening, 36 mm 4V80G0032
809018 Long socket wrench 24 x 12.5L with 1/2"
809019 Long socket wrench 27 x 12.5L
809022 Long socket wrench 41 x 20L with 3/4"
820001 Torque wrench 70-330 Nm 4V80L0006
831000 Eye bolt for lifting 4V83B0001
845020 Nozzle cleaning kit, complete
845021 Brass wire brush 4V84L0014
845022 Shaft for nozzle needles 4V84L0015
845023 50 nozzle needles 4V84L0013
862000 Funnel for flowing 3V86C0029
863000 Limiter for fuel rack movements 4V86D0004
864000 Testing tool for injection valve
864006 Pipe 3V86E0029
864011 Pressure gauge (400 bar )
864012 Pressure gauge (1000 bar ) (1)
(1) Only for 32 LN and 32 LNGD
05-16 DBAC042854
Fig 05-16 Tools for Multi-Needle injection Valve 160 WS-32-321670 v1

806050 Flare nut wrench for tightening, 36 mm 4V80G0032
806056 Tightening tool for gas injection valve 4V80G0035
807052 Socket wrench 4V80H0017
809034 Box wrench head 13 4V92K0208
831005 Fixing tool for injection valve 2V84G0263
837051 Lifting tool 3V83H0163
837052 Extractor for gas connection pipe 3V83H0162
846057 Assembly tool for gas nozzle 4V84G0334
847011 Flange for pressure test 3V84H0057
847012 Plug for connection piece 4V31E0212
847013 Pressure reducing valve 4V84H0068
861149 Quick coupling, male 4V86A0034
864009 Testing tool for injection valve 1V86E0091
864010 Adapter for nitrogen gas fuel connection 4V86E0110
DBAC042854 05-17
Fig 05-17 Turbocharger 372 WS-32-323720 v1

865001 Maintenance tools (1)
865002 Blanking tool for turbocharger (1)
(1) State engine number, turbocharger type and serial number / HT- number when ordering.
05-18 DBAC042854
Fig 05-18 Miscellaneous Tools 900 WS-32-329003A v1

805000 Eye bolt screw M10
806040 Special key for camshaft flange screws 4V80G0017
808010 Resetting tool for overspeed trip 2V80K0009
834010 Mounting & removing tool bearing bush (1)
834050 Hydraulic Extractor 3V83E0061
837010 Extractor for water pump impeller
837020 Mounting tool for overspeed trip & elastic link rod 4V83H0073
845000 Brushes for cleaning of charge air cooler (3-pack) 4V84F0007
845010 Brushes for cleaning of lubricating oil cooler (3-pack) 4V84F0006
846011 Mounting screw for plate heat exchanger 4V84G0234
846030 Adjusting tool for mec. overspeed trip device release 4V84G0232
846050 Mounting tool for seat rings (inlet & exhaust) 2V-T17415/2
846059 AMP hand crimping tool 4V84G0475
(1) Two versions. Specify inner diameter (150 or 165) of camshaft bearing bush when
ordering.
DBAC042854 05-19
Fig 05-19 Miscellaneous Tools 900 WS-32-329003B v1

842024 Service-box for schaller oil mist detect (1)
848010 Measure gauge for crankshaft deflection 4V84L0012
848020 Checking tool for cylinder / valves tightness
849001 Tool locker 4V80L0003
860170 Air operated hydraulic unit 4V86B0107
861050 Distance sleeve for small counterweight mounting (2) 4V86B0048
861055 Distance sleeve for big counterweight mounting (3) 4V86B0081
866011 U-manometer for measuring of crankcase pressure 4V86G0037
(1) Only for 32 and 32 LN

(2) Only for 9R32
(3) Only for 4, 6 ,8R and V-engines
05-20 DBAC042854
Fig 05-20 Miscellaneous Tools for 32 DF and 34 SG 900 WS-32-329004 v1

805000 Eye bolt screw M10
806040 Special key for camshaft flange screws 4V80G0017
808010 Mounting & removing tool bearing bush (1) 2V83H0173
834050 Hydraulic Extractor 3V83E0061
845000 Brushes for cleaning of charge air cooler (3-pack) 4V84F0007
846025 Mounting tool for charge air cooler 2V84G0219
846050 Mounting tool for gas seat rings (inlet & exhaust) 2v-T17415/2
846059 AMP hand crimping tool 4V84G0475
848010 Measure gauge for crankshaft deflection 4V84L0012
848020 Checking tool for cylinder / valves tightness (2)
849001 Tool locker 4V80L0003
860170 Air operated hydraulic unit 4V86B0107
861055 Distance sleeve for big counterweight mounting 4V86B0081
864013 Testing tool for ignition timing (2) 2V86G0042
(1) Two versions. Specify inner diameter (150 or 165) of camshaft bearing bush when
ordering.
(2) Only for 34 SG
DBAC042854 05-21
Fig 05-21 Additional Tools for V-eng. and 4R32 900 WS-32-329005 v1

806051 Swivel head 3/4" square drive 4V80H0020
834040 Mounting & removing tool for balancing shaft (1)
837030 Extractor for water pump impeller 3V-T19189
846040 Dismantling tool for thermostat valve 4V84G0218
866010 Intermediate piece for measuring gauge 4V86G0033
(1) Only for 4R32
05-22 DBAC042854
Fig 05-22 High Pressure Pump 900 WS-32-329006 v1

860150 Manometer 4V51L0085
860171 Sign plate 3V52B0126
861016 Quick coupling, female 4V86A0035
861147 Flexible hose 800 mm 4V86A0068
DBAC042854 05-23
Fig 05-23 Low Pressure Pump 900 WS-32-329007 v1

860074 Straight male stud 4V34L0135
860079 Quick coupling, female 4V86A0012
860082 Low pressure pump (150 bar ) (1) 1V86A0018
05-24 DBAC042854
Fig 05-24 Tightening Tools 900 WS-32-329001 v1

806000 Hexagon bar kW 27 4V80G0018
820001 Torque wrench 70-330 Nm 4V80L0006
820003 Ratchet handle 20 x 630 with 3/4" square drive 4V80K0014
820004 Ratchet handle 12.5 x 300 with 1/2" square drive
820005 Speed brace B12.5 x 500
820006 Extension bar B12.5 x 250, 1/2" square drive
820007 Adapter socket wrench A20 x 12.5 with 3/4"x 1/2"
820010 Torque wrench 75-400 Nm (1) 4V92K0207
820012 Torque wrench 8-40 Nm (1) 4V92K0207
(1) Only for 32 GD and 32 LNGD
DBAC042854 05-25
Fig 05-25 Hand Tools 900 WS-32-329002A v1

803021 Screw driver 2 x 12M 4V84L0019
804000 Non recoiling hammer D40 4V80L0005
806012 Key for hexagon socket screw 4
806021 Bit, hexagon socket screw 6, 1/2" square drive 4V80L0001
806040 Special key for hexagon socket screw 10 4V80G0017
809017 Long socket wrench 13 x 12.5L with 1/2" square drive
05-26 DBAC042854

809018 Long socket wrench 24 x 12.5L with 1/2" square drive
809021 Long socket wrench 30 x 20L with 3/4" square drive
809023 Socket wrench with 30 x 20 3/4" square drive
Fig 05-26 Hand Tools 900 WS-32-329002A v1

807001 Box wrench 10-11
807002 Box wrench 12-14
807003 Box wrench 13-17
807004 Box wrench 19-22
807005 Box wrench 30-32
807011 Engineers wrench 10-11
DBAC042854 05-27

807040 Combination wrench AL 36
807051 Box wrench 24-27
809011 Socket wrench 10 x 12.5 with 1/2" square drive
05-28 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 06. Adjustments, Clearances and Wear Limits
06. Adjustments, Clearances and Wear Limits
06.1 Adjustments
06.1.1 Valve timing v4
The valve timing is fixed and cannot be changed individually, cylinder by cylinder. However,
there are two different valve timings available, and one was chosen when the engine was
ordered. One is optimized for low fuel consumption, "Economy timing", and the other for
low exhaust emissions, "Emission timing".
TDC
Inlet valve opens Outlet valve closes

VE
IN LET V ALVE
AUST VAL
EXH
Inlet valve closes Outlet valve opens
BDC
Fig 06-1 Schematic valve timing WS-32-320654 v1
Valve clearances, cold engine: .................................................................. inlet valves 0.7 mm

............................................................................................................. exhaust valves 1.2 mm
06.1.2 Fuel injection set values v1
● Opening pressure of fuel injection valves: 350 bar

● Fuel injection timing: See engine test run records.
DBAC042854 06-1
06. Adjustments, Clearances and Wear Limits Wärtsilä Vasa 32 Instruction Manual
06.1.3 Set values for overspeed trip devices v5
Table 06-1 Power Plant and Marine Main engines
LN and GD engines
Nominal speed Electro-pneumatic tripping Mechanical tripping speed
speed
720 RPM 830 ± 10 RPM 850 ± 10 RPM
750 RPM 860 ± 10 RPM 885 ± 10 RPM
Table 06-2 Marine Auxiliary engines
Nominal speed Electro-pneumatic tripping Mechanical tripping speed

speed
720 RPM 815 ± 10 RPM 830 ± 10 RPM
750 RPM 850 ± 10 RPM 860 ± 10 RPM
06.2 Clearances and wear limits (at 20°C) v5
Part, measuring point Drawing dimension (mm) Normal clearance Wear limit (mm)
(mm)
Max. Min.
03 Turning device driving gear backlash drive 1.20 0.30
gear/ flywheel gear rim
10 Main bearing clearance (also flywheel 0.270-0.374

bearing)
Journal, diameter 300.000 299.968 299.8
Journal, out of circularity 0.015 0.05
Journal, taper 0.015/100 0.025/100
Main bearing shell thickness 10.1.2

7.32 mm
Trimetal shells 7.390 7.370
Bimetal shells 7.390 7.370
Bore of main bearing housing 315.032 315.000
Assembled bearing bore 300.342 300.270
Thrust bearing, axial clearance 0.20-0.46 0.7
Thrust washer thickness 14.850 14.800 14.60
Camshaft bearing clearance 0.130-0.210 0.36
a. Camshaft diameter 150.000 149.975
Camshaft bearing bush, thickness 7.450 7.435
Camshaft bearing housing, bore 165.025 165.000
06-2 DBAC042854
(mm)
Max. Min.
Assembled bearing bore 150.185 150.130 150.25
b. Camshaft diameter 165.000 164.975
Camshaft bearing bush, thickness 7.435 7.420
Camshaft bearing housing, bore 180.025 180.00
Camshaft thrust bearing housing, bore 85.035 85.000
Camshaft thrust bearing clearance 0.060-0.144
Camshaft thrust bearing, axial clearance 0.250-0.700 1.0
Cylinder liner, diameter 320.107 320.050 top: 320.80

bottom: 320.30
Cylinder liner, out of cylindricity at TDC 0.03 0.25
Anti-polishing ring, wall thickness 7.25 7.20
11 Big end bearing clearance 0.210-0.304
Crank pin, diameter 270.000 269.968 269.920
Crank pin, out of circularity 0.015 0.05
Crank pin, taper 0.015/100 0.025/100
Big end bearing shell thickness 11.3.2

Trimetal shells 5.915 5.900
Bimetal shells 5.915 5.900 5.84 mm
Big end bore 282.032 282.00 281.90
ovality 0.10
Gudgeon pin bearing clearance 0.113-0.197
Gudgeon pin diameter 135.000 134.988
Small end bore 155.025 155.000
Connecting rod axial clearance in piston 0.5-0.8
Small end bearing bush, thickness 9.935 9.920
Bore diameter in piston St/Sg 135.070 135.040 135.10
Clearance gudgeon pin - piston St/Sg 0.04-0.09
Compression ring end gaps
(C74, C100) 0.70-1.10
(C67) 1.25-1.60
(C52) 1.50-1.90
DBAC042854 06-3
(mm)
Max. Min.
Oil scraper ring gaps (C51 C79) 1.20-1.50
Piston ring height clearance:
Compression ring I 0.150-0.192 0.5
Compression ring II 0.150-0.192 0.5
Compression ring III (if applied) 0.150-0.192 0.5
Oil scraper ring(s) 0.063-0.105 0.3
Piston ring groove height: Groove I 6.110 6.090 6.45
Groove II 6.110 6.090 6.45
Groove III 6.110 6.090 6.45
Alt. Groove III 8.070 8.050 8.30
Groove IV 8.070 8.050 8.30
Balancing shaft mechanism for 4R32, see

Fig 06-2
Balancing shaft bearing
bearing clearance 0.080-0.157
Bearing diameter in situ 100.135 100.080 100.180
Bearing journal diameter 100.000 99.978
Thrust bearing
axial clearance (gears I-V) 0.37- 0.69 1.00
Bearing diameter in situ 75.125 75.060 75.170
Balancing shaft backlash:
Crankshaft gear wheel (C)/Balance 0.20-0.50

intermediate gear wheel (I)
Balance intermediate gear wheel (I)/Balance 0.26-0.40

intermediate gear wheel (II)
Balance interm. gear wheel (II and III)/Bal. 0.26-0.40

shaft gear wheel (V and IV)
12 Valve guide diameter assembled 24.135 24.100 24.25
Valve stem diameter 24.000 23.979 23.95
Valve stem clearance 0.100-0.156 0.30
Valve seat deviation relative guide (max. 0.10

value)
Inlet valve seat bore in cylinder head 112.022 112.000
Exhaust valve seat bore in cylinder head
outer bore 122.025 122.000
06-4 DBAC042854
(mm)
Max. Min.
inner bore 110.022 110.000
13 Intermediate gear of camshaft drive

Old design, see SPC 131-01 or 131-02
bearing cleareance 0.060-0.144 0.20
axial clearance 0.3-0.9 1.20
Bearing diameter in situ 75.125 75.060
13 Intermediate gear of camshaft drive

Modified Hydraulic design, see SPC
131-04
bearing cleareance 0.102-0.179 0.20
axial clearance 0.33-0.52 0.70
13 Intermediate gear of camshaft drive section 10.1.2a

Hydraulic design, see SPC 131-03 0.70
axial clearance 0.33-0.52
Camshaft driving gear backlash:
Crankshaft gear wheel (1)/intermediate gear 0.148-0.716

wheel (3)
Intermediate gear wheel/large intermediate 0.178-0.582

gear wheel (10)
Small intermediate gear wheel (11)/ 0.178-0.582

camshaft gear wheel (12)
14 Valve tappet, diameter 79.940 79.910
Guide diameter 80.046 80.00
Diameter clearance 0.060-0.136
Tappet roller bore diameter 38.025 38.00
Bush diameter, outer 37.975 37.959 37.90
Bush diameter, bore 30.028 30.007 30.08
Tappet pin diameter 29.993 29.980
Bearing clearance roller-bush 0.025-0.066

bush-tappet pin 0.014-0.048
Rocker arm bearing diameter, in situ 70.109 70.032 70.4
DBAC042854 06-5
(mm)
Max. Min.
Bearing clearance 0.032-0.128
Yoke pin diameter 29.935 29.922
Yoke bore diameter 30.021 30.000 30.1
Yoke diameter clearance 0.065-0.099
16 Nozzle needle lift, nozzles marked with 0.90 0.85 1.00

number 009421609 or 009421610
Nozzle needle lift, others 0.68 0.62 0.76
17 Fuel feed pump (engine driven) backlash for 0.79-0.97

driving gear - R32
- V32 0.57-0.76
18 Lubricating oil pump diameter of shaft 49.92 49.895
Bush hole diameter 50.076 50.030
Bearing clearance 0.085-0.190 0.25
Axial clearance 0.20-0.30
Backlash for driving gear - R32 0.35-0.49
- V32 0.37-0.57
Base tangent length for driving gear- R32 86.662 86.626
- V32 86.064 86.016
19 Water pump backlash for driving gear - R32 0.54-0.68
- V32 0.57-0.68
Base tangent length - R32 53.801 53.759 53.60
- V32 61.228 61.186
21 Backlash for starting motor drive 0.5-0.8
22 Driving shaft for governor 20.000 19.979
Bearing for driving shaft 20.053 20.020
Bearing clearance 0.020-0.074 0.15
Backlash for driving gear 0.10-0.20 0.30
Control shaft 30.000 29.967
Control shaft bearing 30.072 30.020
Clearance 0.20-0.105 0.25
Driving shaft for governor "Horizontal 32.000 31.984 31.95

design" acc to SPL 223-14 or -15)
Bearing for driving shaft 32.075 32.050 32.125
06-6 DBAC042854
(mm)
Max. Min.
Backlash for driving gear (camshaft/ 0.16-0.36

governor drive)
Driving shaft for governor (vertical) 45.000 44.984 44.95
Bearing for driving shaft 45.075 45.050 45.125
Backlash (Horizontal/Vertical gear) 0.1-0.2
Control shaft 30.000 29.967
Control shaft bearing 30.072 30.020
Clearance 0.20-0.105 0.25
I
IV III II
V
Fig 06-2 Numbering system for 4R32 balancing shaft gear wheels WS-32-320655 v1
DBAC042854 06-7
06-8 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 07. Tightening Torques and Use of Hydraulic Tools
07. Tightening Torques and Use of Hydraulic Tools
07.1 Tightening torques for screws and nuts v1
NOTE
See section 07.3.1 for hydraulically tightened connections!
The position numbers in the tables below refer to the corresponding figures A to K, which
are located in the engine according to Fig 07-1 Always tighten to stated torque shown in the
tables. A loosen screw connection might cause serious damages/human injury. Threads
and contact faces of nuts and screw heads should be oiled with lubricating oil unless
otherwise stated. Note that locking fluids are used in certain cases.
NOTE
Molycote or similar low friction lubricants must not be used for any screws or
nuts. Great risk of over tensioning of screws.
1 Nm = 0.102 kpm
F E D
G C
H A
I
J
K
Fig 07-1 Tightening torques WS-32-320755 v1
DBAC042854 07-1
07. Tightening Torques and Use of Hydraulic Tools Wärtsilä Vasa 32 Instruction Manual
07.1.1 A: Crankshaft and flywheel, Starting motor v3
7
c. 8
1 2 2
4 4
1 3 3
5 6
a. b.
a. Alternative 1, b. Alternative 2, c. O-profil.
Fig 07-2 A: Crankshaft and flywheel, Starting motor (4R32) WS-32-320756 v1
Pos. Screw connection Torque (Nm)

1. Split gear on crankshaft, all M20 screws. 600±30
Apply Loctite 262 on threads, see section 07.2
2. Flywheel bolts, M30 1200±60
3. Flywheel bolts, fitted bolts 650±30
4. Flywheel bolts, M16 200±15
5. Safety cup for M42 round nuts, fastening screws. 25±1

Note! O-profile connecting rod only!
6. Gear rim bolts, M12 145±5
7. Fastening nut for pinion, M16. 100±5
8. Locking nut, M16 80±5
NOTE
If starting motor pinion is fastened with one nut instead of two, tightening torque
according to position 7 above.
07-2 DBAC042854
07.1.2 B: Intermediate gear v5
3
2 1
4
5
3
2 1
Fig 07-3 Intermediate gear WS-32-320769 v1

1. Centre screw for intermediate gear (M30) 850±80
DBAC042854 07-3

2. Centre screw for intermediate gear (M16) 200±10
3. Camshaft gear, flange connection screws 130±5

4. Intermediate gear wheel pair for camshaft drive, with M16x70 or M16x80, 280±10
10.9 studs, flange connection nuts. 196
Torque wrench setting with tool combination according toFig 07-4 below.
5. Studs 70±5
NOTE
Torque wrench settings must be recalculated if an other tool combination than
Fig below is used for the intermediate gear wheel pair flange connection nuts.
Box wrench 24-27 Torque wrench EVT 3000A

M2 = 196 Nm
Socket wrench 27*12,5L
L
M = 280 *
4V80G18, Hexagon bar 2 L+300
(11,8 0.79in)
300 20mm L= 430 mm
Fig 07-4 WS-32-321353 v1
07.1.3 C: Camshaft and control mechanism v3
3 6
1 a.
2
a. Alternative design.
Fig 07-5 Camshaft WS-32-320714 v1
07-4 DBAC042854

1. Camshaft flange connection screws. 160±5
Torque wrench setting with tool 4V80G17 (806040). 135
The screws are treated with locking compound and can be used only once.
Replace the screws with new, treated ones. Only Driloc 201 or Driloc 211
should be used.
2. Camshaft gear, flange connection screws. 130±5

3. Overspeed trip housing fastening screws 85±5
4. Overspeed trip device, fastening screws to camshaft. Apply Loctite 242 45±5
on threads, see section 07.2
5. Overspeed trip lever 85±5
6. Locking screw, M8. 15±1
NOTE
Torque wrench settings must be recalculated if another tool combination than
4V80G17 (item 17-37 in chapter 05) and torque wrench (item 16-02 in chapter
05) is used for the camshaft flange connection.
M 1= 135 Nm
L
M 1= 160 *
L+75
75 L=430 mm
M= 160 Nm
Fig 07-6 WS-32-320777 v1
Fig 07-7 Governor drive WS-32-320716 v1
DBAC042854 07-5

1. Screws for clamping ring connection 16±1
07.1.4 D: Cylinder head v3
1
5
2
Fig 07-8 Cylinder head WS-32-320759 v1

1. Rocker arm console, fastening nuts. When re-assembling stud bolts apply 250±10
Loctite 270 on threads, see section 07.2
07-6 DBAC042854

2. Starting valve fastening nuts 180±10
3. Nut for starting valve spindle 35±2
4. Nuts for valve tappet guide block 200±10

Note! The studs must be locked with Loctite 243.
5. Safety valve in cylinder cover, fastening nuts 50±3
6. Sensor pockets for exhaust gas temperature (Wencom). 10±1

Note! Pockets mounted in the cylinder head.
07.1.5 E: Piston v3
6
9
a. b.
a. Piston of type 1, b. Piston of type 2.
Fig 07-9 Piston type I & II WS-32-320715 v1
NOTE
Pistons of type 1 have the two rings in the steel crown and two rings in the skirt,
while pistons of type 2 have all rings in the steel crown.
Piston of type 1
6. Studs for the upper part of piston. 80 Nm
DBAC042854 07-7
Piston of type 1
7. Piston crown connection nuts.
1. Lubricate threads and contact surfaces with engine oil.
2. Tighten the nuts crosswise.
3. Loosen the nuts.
80 Nm
4. Pre-tighten the nuts crosswise.
25 Nm
5. Tighten the nuts further with an angle of
70° (0/+10°)
6. Check, when trying to further tighten the nuts with use of 70 Nm the nuts
must not move.
Note! If the free screw length when fitted in the crown exceeds 100.5 mm
(free length: 121.5 mm) the screws must be replaced.
Piston of type 2
8. Studs for the upper part of piston. 10 Nm
9. Piston crown connection nuts.

1. Lubricate threads and contact surfaces with engine oil.
2. Tighten the nuts crosswise.
3. Loosen the nuts.
70 Nm
4. Pre-tighten the nuts crosswise.
20 Nm
5. Tighten the nuts further with an angle of
90° (0/-10°)
6. Check, when trying to further tighten the nuts with use of 70 Nm the nuts
must not move.
Note! If the free screw length when fitted in the crown exceeds 99.5 mm
(free length: 119.5 mm) the screws must be replaced.
07-8 DBAC042854
07.1.6 F: Injection pump and valve v3
5 6
Fig 07-10 Fuel injection valve WS-32-320721 v1

L'Orange
1. Injection valve fastening nuts 80±5
2. Injection valve/cap 120±10
3. Injection valve/counter nut 200±20
4. Injection nozzle cap nut 320±20
5. Injection pipe cap nuts 80±5
6. Connection piece to nozzle holder 95±5
DBAC042854 07-9
3
3 3 3
7 7 7 7
4 4 4 4
5 5 5 5
8 8
6
6 6 6
1 1 1
1 2 2 2
BOSCH LÓRANGE PEO G024 LÓRANGE PEO G030 LUCAS BRYCE
Fig 07-11 Injection pump WS-32-320760 v1

Bosch L'Orange L'Orange Lucas Bryce
PEO G024 PEO G030
1. Screws for pump element flange 130±10 100±10 80±5 110±10
Note! Tighten the screws crosswise in 0..30..100..130 0..15..40..100 0..15..40..80 0..15..40..110

steps
2. Injection pump, head piece - 80±5 100±10 90±10
Note! Tighten the screws crosswise in 0..20..60..80 0..20..60..100 0..15..40..90

steps
3. Erosion plug 85±10 250±20 250±20 200±20

Note! The erosion plug must be
secured!
4. Side screw 15±3 15±3 15±3 15±3
5. Grub screw 10±3 12±3 12±3 15±3
07-10 DBAC042854

Bosch L'Orange L'Orange Lucas Bryce
PEO G024 PEO G030
6. Nuts for injection pump fastening flange:
-IP-plunger diam. 30 mm
200±10
-IP-plunger diam. 32 mm
250±10
Note! The studs must be locked with
Loctite 243.
7. Screws for low pressure fuel pipes 35±2
8. Air vent screw 22±1 22±1
07.1.7 G: Turbocharger fastening screws v1
Fig 07-12 Turbocharger fastening screws WS-32-320787 v1
Turbocharger type Screw pos.1 Screw pos.2

Torque (Nm) Torque (Nm)
VTR-254 266±10 77±5
VTR-304 580±30 108±5
VTR-354 650±30 580±30
NA-295 585±30 -
NA-355 585±30 -
DBAC042854 07-11
07.1.8 H & I: Engine driven pumps v2
2 1
Fig 07-13 Engine driven pumps WS-32-3207101 v1

1. Driving gear of engine driven pumps: 23±1
- Water pump in-line engine (*) 50±3
- Water pump V-engine (*)
Tighten the screws crosswise (0 - 20 - 40 - 50 Nm)
(*) The screws are treated with locking compound and can be used only
once. Replace the screws with new, treated ones.
2. Impeller nut for HT and LT water pump: 120±5

- In-line engine 150±5
- V-engine
1
2
Fig 07-14 Water pump, WD - 125 WS-32-320726 v1
07-12 DBAC042854

- Water pump V-engine (*)
Tighten the screws crosswise (0 - 20 - 40 - 50 Nm)
2. Impeller screw for HT and LT water pump: 110±5

-Pump type WD-125:
Apply Loctite 2701 on threads, see section 07.2.
1 1 1
A B
Fig 07-15 Engine driven pumps WS-32-320717 v1

-A) Fuel feed pump 32±2
-B) Fuel feed pump(*) 75±5
- Lubricating oil pump (*)
Tighten the screws crosswise (0 - 40 - 75 Nm)
DBAC042854 07-13
07.1.9 J: Free end of crankshaft v1
Fig 07-16 Free end of crankshaft WS-32-320764 v1

1. Screws of pump driving gear at free end of crankshaft 600±30
07-14 DBAC042854
07.1.10 K: Balancing shafts v1
1 2
Fig 07-17 Balancing shafts (4R32) WS-32-320765 v1

1. Balance shafts, flange connection screws 300±10
2. Drive gear wheel fastening screw. 85±5

3. End flange fastening screws 85±5
We recommend the use of torque measuring tools also when tightening other screws and
nuts. The following torques apply to screws of the strength class 8.8; when oiled with
lubricating oil or treated with Loctite.
Screw dimension Width across flats Key width of Torque

of hexagon hexagon socket (Nm) (kpm)
screws (mm) head screws
(mm)
M8 13 6 23 2.3
M10 17 8 45 4.6
M12 19 10 80 8.1
M16 24 14 190 19.3
M20 30 17 370 37.5
M24 36 19 640 65.0
07.2 Use of locking fluid v1
When using locking fluid (Loctite), clean parts carefully in degreasing fluid and let then dry
completely before applying locking fluid.
DBAC042854 07-15
07.3 Hydraulically tightened connections
07.3.1 Tightening pressures for hydraulically tightened

connections v5
861007
861144
861145
5 861028
6 2
3
4
7
9
8
Fig 07-18 Hydraulically tightened connections WS-32-320766 v1
Pos. Screw connection Max. hydraulic pressure (bar) Hydraulic cylinder

tightening loosening
1. Cylinder head screws M56: 425 445 (520) 861100
- outer diameter of cylinder liner 440 mm 500 520
- outer diameter of cylinder liner 450 mm
2. Main bearing screws M56 615 635 861100
3. Thrust bearing screws M42 615 635 861120
4. Lateral screws of main bearings and thrust 615 635 861120

bearing M42
6. Counterweight screws M42 600 620 861120
7. Engine fastening screws M42 x) 861120
8. Fastening screws M42 for balancing shaft 715 735 861120

bearing bracket
9. Intermediate gears M56 660 680 861144
07-16 DBAC042854
Pos. Screw connection Max. hydraulic pressure (bar) Hydraulic cylinder

tightening loosening
5. Connecting rod screws : 800 820 861120
- M42 (O-profile) 725 745 861130
- M45 x 3 (H-profile)
Note! Older version: Intermediate gear I 800 820 861120

M42
Intermediate gear II M48 x 3 660 680 861188
x) Pos. 7 see installation instructions.

The stud bolts are tightened to the casting at the following torques:
Screw dimension Tightening torque (Nm)

M56 Cylinder head 400±20
M56 Main Bearing 300±10
M42 and M48 x 3 200±10
Screw dimension Tightening torque (Nm)

M45 Connecting Rod 200±10
NOTE
Screws acc. to pos. 4 and 7.
Pos. 4 see chapter 10, section 10.1.3
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.
If it is impossible to turn the nuts, when the maximum hydraulic pressure is reached: check
for corrosion in threads; check tool condition and manometer error.
07.3.2 Hydraulic Tool Safety Instructions v2
Hydraulic tools operate under high pressure and produce great force. When working on the
engine and in the workshop, take proper safety precautions to reduce the risk of injury to
persons and damage to material.
Read section 00.5 "Risk Reduction".
Hydraulic tool lifetime

Tool Load cycles (approx.)
Piston in cylindrical hydraulic tools (see Fig 07-19) 1 000
Screws in "twin cylinder" hydraulic tool (see Fig 07-19) 1 000
Hydraulic hoses and couplings 10 000
DBAC042854 07-17
If the hydraulically tensioned nuts cannot be turned easily when the maximum hydraulic
pressure is reached: check for corrosion in threads; check tool condition and manometer
error.
If the amount of load cycles is not known, we strongly recommend that the components are
changed immediately.
1. Screw, 2. Piston.
Fig 07-19 Cylindrical hydraulic tool WS-32-3207103 v1
NOTE
Familiarity and proper training is required for safe operation of hydraulic tools.
WARNING
Check the hoses for deep cuts or exposed braiding and replace, if necessary.
WARNING
Do not raise the pressure over the value stated in the engine manual. Keep an
eye on the pressure gauge at all times.
07.3.3 Filling, venting and control of the high pressure

hydraulic tool set v1
The hydraulic tool set consists of a high pressure hand pump with an integrated oil
container, hoses fitted with quick-couplings and non-return valves, cylinders and a pressure
gauge mounted on the hand pump but not connected to the pressure side of the pump.
The components are coupled in series with the pressure gauge being the last component
thus securing that every cylinder is fed with the correct pressure.
The non-return valves in the hoses are integrated with the quick-couplings and are opened
by the pins located in the centre of the male and female parts. If these pins get worn the
coupling must be replaced because of the risk of blocking.
● In the high pressure hydraulic tool set it is recommended to use a special hydraulic oil or
in any case an oil with a viscosity of about 2°E at 20°C.
● During the filling of the container of the high pressure pump it is recommendable to
couple the set according to scheme B, Fig 07-20. Before filling, open the release valve
(2) and empty the cylinders (4) by pressing the piston and cylinder together. After that,
drain the oil and re-fill through the filling plug (1).
07-18 DBAC042854
● After filling, vent the system by pressing in, with a finger, the centre pin of the female
part of the last quick-coupling, the coupling being disconnected from the pressure
gauge. Keep on pumping until airfree oil emerges from the coupling.
● Check the pressure gauge of the hydraulic tool set regularly. For this purpose a
comparison pressure gauge is delivered. This pressure gauge can be connected to the
plug hole (7), the outlet hose of the pump being connected direct to the pressure
gauges.
07.3.3.1 Instructions for high pressure hydraulic tools v1
CAUTION
Pay special attention to cleanliness and carefulness when using and maintaining
the hydraulic high pressure tools.
● When the hoses are pressurised, any maintenance, adjustments nor repairing are
allowed, not even tightening of the connections.
● Before rising the pressure in the high pressure tool, all hydraulic parts (pump, pipes,
hoses, regulating units) has to be vented.
● The weakest parts maximum allowed pressure must not be exceeded.
● Keep a logbook or similar of the hydraulic tools.
07.3.4 Dismantling hydraulically tightened screw connections v2
Procedure
1 Attach distance sleeves and hydraulic cylinders.

SeeFig 07-20A. Screw on cylinders by hand.
2 Connect the hoses to the pump and cylinders.
SeeFig 07-20B. Open the release valve (2) and screw cylinders in clockwise direction to
expel possible oil.
3 Screw the cylinders in counter-clockwise direction about half a revolution (180°), to
prevent the nut locked by the cylinder.
4 Close the release valve and pump pressure to the stated value.
5 Screw the nut in counter-clockwise direction about half a revolution with the pin.
6 Open the release valve and remove the hydraulic tool set.
7 Remove the nuts by hand.
DBAC042854 07-19
1 6 3
Hydraulic oil
A B 7 2 5
1. Filling plug, 2. Release valve, 3. Hose, 4. Hydraulic cylinder, 5. Hose, 6. Pressure gauge,
7. Plug hole.
Fig 07-20 Hydraulic cylinder WS-32-320752 v1
07.3.5 Reassembling hydraulically tightened screw

connections v2
Prerequisites
Check that the threads and contact surfaces are clean and free from particles.
Procedure
1 Turn the nuts and attach distance sleeves.

Turn the cylinder screws by hand.
2 Connect the hoses to the pump and cylinders.
Check that the release valve is open and screw the cylinders in clockwise direction to expel
possible oil.
3 Close the release valve and pump pressure to the stated value.
4 Turn the nuts in a clockwise direction until it is in close contact with the face.
Use the pin intended for this purpose and tighten the nut as much as possible without
breaking the pin. Keep the pressure constant at the stated value.
5 Open the release valve and remove the hydraulic tool set.
To ensure that the nut will be properly tightened, the pressure should be raised in two
steps. Pump the pressure to 300 bar and screw the nut in a clockwise direction until in
close contact with the face. Increase the pressure further to the stated pressure, and screw
the nut until in close contact with the face again. This time the nut should move just a
limited angle but approximately the same angle for all nuts of the same kind.
NOTE
Ensure that all screw connections that have been opened are properly tightened
and locked, if necessary, before the engine is started.
07-20 DBAC042854
07.4 Use of hydraulic extractor cylinder v1
For some power demanding operations a hydraulic extractor cylinder is used. In connection
with this cylinder, the hydraulic high pressure hand pump is utilized, coupling scheme acc.
to Fig 07-21.
1
B
Hydraulic oil
1. Hydraulic cylinder, 2. Expansion ring.
Fig 07-21 Hydraulic extractor cylinder WS-32-320753 v1
According to the design of the cylinder, the outer cylinder (1) must not be loaded, but the
force is created between the surfaces A and B.
The piston is prevented from running out of the cylinder by an expansion ring (2). The
strength of this ring is limited, and it is recommended to be careful when operating at the
end of the stroke.
The effective area of the piston is 14.42 cm2which gives the following relation between
pressure and force.
DBAC042854 07-21
Bar A
800
600
400
200
2000 4000 6000 8000 10000 12000 kp
20000 40000 60000 80000 100000 120000 N
A. Max. pressure
Fig 07-22 Relation between pressure and force WS-32-320754 v1
07.5 Low pressure pump for main bearing cap hydraulic

jack in the crankcase v1
A special low pressure pump (150 bar) is delivered for main bearing cap hydraulic jack in
the crankcase. Normal engine oil, which is used in the engine lubricating system (sump)
must be used in this pump because the drain oil from the tool is led to the sump of the
engine.
07-22 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 08. Operating Troubles, Emergency Operation
08. Operating Troubles, Emergency Operation
08.1 Troubleshooting v9
Preventive measures, see section 03.1 and chapter 04. Some possible operating troubles
require prompt action. Operators should acquire knowledge of this chapter for immediate
action when needed.
Trouble See chapter,

Possible reason section
1. Crankshaft does not rotate at starting attempt
a) Turning device is connected. 11.2, 21

NOTE! Engine cannot be started when turning device is connected.
However, before starting, always check that turning device is removed.
b) Starting air pressure too low, shut-off valve on starting air inlet pipe closed 21, 21.4
c) Jamming of starting valve in cylinder head 21.3
d) Jamming of starting air distributor piston 21.2
e) Starting air solenoid valve faulty 21.1
f) Inlet or exhaust valve jamming when open. "Negative" valve clearance (strong blowing noise). 12.
g) Starting automation outside engine faulty 03.2, 23.1.1.
h) 4R32: Starting motor faulty 21.
2. Crankshaft rotates but engine fails to fire
a) Too low speed (1b),
b) Automatic shut-down device is not in start position 23.1.1.

c) Load limit of control shaft or of governor is set at too low a value Fig 22-1
d) Overspeed trip device has tripped 22.5, 22.6
e) Starting fuel limiter wrongly adjusted 22.3.1, 22.7
f) Some part of fuel control mechanism jamming and prevents fuel admission 22.1.
g) Fuel and injection system not vented, pipe connections between injection pumps and valves 17.3
not tightened
h) Fuel filter clogged 17.6, 17

i) Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day tank empty, fuel 17.6, 17
feed pump not started or faulty
k) Very low air and engine temperatures (preheat circulating water!)in connection with fuel of low 02.1
ignition quality
l) Fuel insufficiently preheated or precirculated 02.1, Fig 02-2

m) Too low compression pressure (1f)
3. Engine fires irregularly, some cylinders do not fire at all
DBAC042854 08-1
08. Operating Troubles, Emergency Operation Wärtsilä Vasa 32 Instruction Manual

a) See point 1f, 2f, g, h, k, l, 4d
b) Injection pump control rack wrongly adjusted 22.3.1

c) Injection pump control sleeve does not mesh properly with rack (may cause overspeed if set in 16.1.4
direction towards increased fuel quantity)
d) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken, delivery valve 16.
sticking, constant pressure relief valve leaking)
e) Injection valve faulty; nozzle holes clogged 16.

f) Piston rings ruined; too low compression pressure 11.3.2
g) 8...18-cylinder engines. It may be troublesome to make these fire on all cylinders when idling,
due to the small quantity of fuel required.
In normal operation this is acceptable.
In special cases, in engines which have to idle continuously for longer periods (several hours),
for some reason, it is advisable to adjust the rack positions carefully (reduce rack position
somewhat on those cylinders having the highest exhaust gas temperatures, increase somewhat
on those cylinders not firing). This adjustment should be done in small steps and the difference
between rack positions of various cylinders should not exceed 1 mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation) 22.1.

b) See point 2f
c) Fuel feed pressure too low 01.2

d) Water in preheated fuel (vapour lock in injection pumps)
e) Loading automation (e.g. controllable pitch propeller) outside engine faulty 23.1.1.
5. Knocks or detonations occur in engine
(if reason cannot be found immediately, stop the engine!)
a) Big end bearing clearance too large (loose screws!) 06.2 pos. 11,
07.3.1,
b) Valve springs or injection pump tappet spring broken 12, 16.
c) Inlet or exhaust valve jamming when open
d) Too large valve clearances 06.1.1 , 12.1.5

e) One or more cylinders badly overloaded (3b, c)
f) Injection pump or valve tappet guide block loose 16.1.2, 14.1.3,

07.1
g) Initial phase of piston seizure
h) Insufficient preheating of engine in combination with fuel of low ignition quality
j) Fuel injection timing wrong
6. Dark exhaust gases
a) Late injection (wrongly set camshaft drive) 06.2, 16.1.3, 13

b) See points 3b, c, d, e
08-2 DBAC042854

c) Insufficient charge air pressure: Test Records
- air intake clogged 15.1
- turbocharger compressor dirty 15.1,
- charge air cooler clogged on air side
- turbocharger turbine badly fouled
Note! Engines starting on heavy fuel may smoke if left idling.
7. Engine exhaust gases blue-whitish or gray-whitish
a) Excessive lubricating oil consumption due to: gas blow-by past piston rings; worn or broken oil 03.5,
scraper rings or worn cylinder liners; sticking compression rings; compression rings turned
upside-down; ring scuffing (burning marks on sliding surfaces)
b) Blue-whitish exhaust gases may occasionally occur when engine has been idling for a lengthy
time or at low ambient temperature, or for a short time after starting
c) Gray-whitish exhaust gases due to water leakage from exhaust boiler, turbocharger
8. Exhaust gas temperature of all cylinders abnormally high
a) Engine badly overloaded (check injection pump rack positions) Test Records
b) See point 6c
c) Charge air temperature too high Test Rec, 01.2

- charge air cooler clogged on water side or dirty on air side ,
- water temperature to air cooler too high, water quantity insufficient 01.3
- engine room temperature abnormally high 01.3
d) Excessive deposits in cylinder head inlet or exhaust ports
e) Exhaust pipe pressure after turbine high , , 15.2.1
9. Exhaust gas temperature of one cylinder above normal Test Records
a) Faulty exhaust gas thermometer 23.1.2, 03.5.1

b) Exhaust valve
- jamming when open
- "negative" valve clearance
- sealing surface blown by (burned)
c) Faulty injection valve 06.1.1

- opening pressure much too low 16.3.3
- sticking of nozzle needle when open
- broken spring
- nozzle cracked
d) Late injection 06.1.1, 16.1.3

e) Fuel supply insufficient (filter clogged)
f) Injection pump faulty , fuel rack sticking in high
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas thermometer 23.1.2, 03.5.1

b) See points 2f, h, 3b, c, d, e
c) Leaky injection pipe or pipe fittings 16.2

d) When idling, see point 3g 03.5.1
DBAC042854 08-3

11. Exhaust gas temperatures very unequal
a) See points 9a, c, e
b) Too low fuel feed pressure; too small flow through injection pumps 01.2
(see points 2h, i). May cause great load differences between cylinders although injection pump
rack positions are the same.
Dangerous! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b
d) When idling, see point 3g
e) Exhaust pipe or turbine nozzle ring partly clogged
f) Apply to 8- and 16-cylinder engines. The difference in exhaust gas temperatures of the two
cylinders next to the turbocharger is normally 120°C.
12. Lubricating oil pressure lacking or too low 01.2

a) Faulty pressure gauge, gauge pipe clogged 23.1.1
b) Lubricating oil level in oil sump too low 01.1, 18.1
c) Lubricating oil pressure control valve out of adjustment or jamming 18.3
d) Three-way cock of lubricating oil filter wrongly set 18.6
e) Leakage in lubricating oil suction pipe connections 18
f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low 02B.1, 02.2.2
g) Lubricating oil pipes inside engine loose or broken 18.
13. Too high lubricating oil pressure
a) See points 12a and c
14. Too high lubricating oil temperature 01.2

a) Faulty thermometer
b) Insufficient cooling water flow through oil cooler (faulty pump, air in system, valve closed), too 19.1
high raw water temperature 01.3
c) Oil cooler clogged, deposits on tubes
d) Faulty thermostat valve 18.5

15. Abnormally high cooling water outlet temperature, difference between cooling water inlet and 01.2
outlet temperatures too large
a) One of thermometers faulty
b) Circulating water cooler clogged, deposits on tubes
c) Insufficient flow of cooling water through engine (circulating water pump faulty), air in system, 19.7, 19.8
valves closed 03.5.1
d) Thermostat valve faulty
16. Water in lubricating oil 02.2.2, 03.5.1

a) Leaky oil cooler
b) Leakage at cylinder liner O-rings (always pressure test when cooling water system has been
drained or cylinder liners have been dismantled)
08-4 DBAC042854

c) Faulty lubricating oil separator. See separator instruction book! 02.2.2
17. Water in charge air receiver
(escapes through drain pipe in air cooler housing)
a) Leaky air coolers
b) Condensation (too low charge air cooling water temperature) 03.5.1, Fig 03-2
18. Engine looses speed at constant or increased load
a) Engine overloaded, a further increase of fuel supply is prevented by the mechanical load limiter 22.1, Fig 22-1
pos. 13
b) See points 2c, f, g, h, i
c) See points 4c, d, 5g, 20d
19. Engine stops
a) Shortage of fuel, see points 2h, i
b) Overspeed trip device has tripped 22.5, 22.6

c) Automatic stop device has tripped 23.1.4
d) Faulty governor or governor drive 22.1.
20. Engine does not stop although stop lever is set in stop position or remote stop signal is given
a) Injection pump control rack wrongly set (3b, c)

Trip overspeed trip device manually. If the engine does not stop immediately, block fuel supply
as near the engine as possible (e.g. by fuel filter three-way cock).Before restarting the engine,
the fault must be located and corrected.
Great risk of overspeed.
b) Faulty stop automation. Stop by means of stop lever 23.1.4

c) The engine driven by generator or propeller or by another engine connected to same reduction
gear
21. Engine overspeeds and does not stop although

overspeed trip device trips
a) Injection pump control rack wrongly set (3b,c). Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three-way cock.
b) An overspeeding engine is hard to stop. Therefore, check regularly the adjustment of the control 22.3.1
mechanism (the injection pump rack positions):
1) the stop lever being in stop position or the overspeed trip device being tripped and the speed
governor at max. fuel admission
2) the stop lever and the overspeed trip being in work position and the speed governor in stop
position.
This control should be done always when the control mechanism or the injection pumps have
been touched.
DBAC042854 08-5
08.2 Emergency operation
08.2.1 Operation with defective air cooler(s) v1
If the water tubes of an air cooler are defective, the cooling water may enter the cylinders. If
water or water mist flows out of the drain pipe at the bottom of the cooler housing, check
whether it is raw water or condensate. If condensate, reduce cooling (see chapter 03, Fig
03-2). If raw water, stop the engine as soon as possible and fit a spare cooler.
If no spare cooler is available, the following can be done as an emergency solution:
1 Dismantle the cooler for repair and blank off the opening in the charge air cooler
housing. Shut off water supply and return pipes. Repair the cooler, e.g. by plugging the
leaking tubes.
2 If there is not time enough to remove the defective cooler and repair it, shut off water
supply and return pipes.
3 Operating with a partially plugged, shut-down or removed air cooler. Engine output
must be limited so that the normal full load exhaust temperatures are not exceeded. The
turbocharger may surge before the admissible exhaust temperatures are reached. In
such a case, engine load must be reduced further to avoid continuous surging.
08.2.2 Operation with defective turbocharger(s) v1
A defective turbocharger is to be treated in accordance with the service instructions given

in the turbocharger instruction book (blocking of rotor, blanking of turbocharger etc.).
If one turbocharger on a V-engine is defective and must be blocked, the other charger has
to be blocked too. The air connection between the turbocharger and the air cooler housing
should be removed and the engine will operate as a naturally aspirated engine. Available
load from the engine with blocked turbocharger(s) is about 20 % of full load. The engine
output must, however, be limited so that the normal full load exhaust temperatures are not
exceeded.
NOTE
Both turbochargers on a V-engine must be locked or blanked if one of them
fails.
08-6 DBAC042854
08.2.3 Operation with defective cams v2
If the camshaft piece with damaged cams cannot be removed and replaced by a new one,
the engine can be kept running by the following measures:
1 Injection pump cams:
Slight damage:
Set injection pump control rod into zero position and lock it by a wire around the pump.
Bad damage:
Remove fuel injection pump. See chapter 16.
NOTE
Concerning torsional vibrations and other vibrations, see section 08.2.5.
When operating with a shut-off injection pump over a long period, the valve push rods of
the inlet and outlet valves are to be removed, and the indicator valve on the respective
cylinder is to be opened once an hour to allow any accumulated oil to escape.
With one cylinder out of operation, reduce load to prevent exhaust temperature of the
remaining cylinders from exceeding normal full load temperatures.
2 Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16. Remove the valve push
rods and cam followers of the cylinder. Replace the tubes covering the push rods.
NOTE
With one cylinder out of operation, reduce load to prevent exhaust temperatures of the
remaining cylinders from exceeding full load temperatures.
08.2.4 Operation with removed piston and connecting rod v3
Prerequisites
If damage on piston, connecting rod or big end bearing cannot be repaired, the following
can be done to allow emergency operation:
Procedure
1 Remove the piston and the connecting rod.

2 Cover lubricating oil bore in crank pin with a suitable hose clip, and secure.
3 Fit completely assembled cylinder head without valve push rods.
4 Prevent starting air entry to the cylinder head by removing pilot air pipe.
5 Set injection pump control rod into zero position and lock it by a wire around the
pump.
DBAC042854 08-7
NOTE
With one cylinder out of operation, reduce load to prevent exhaust temperature of the
remaining cylinders from exceeding normal full load temperatures.
If the turbocharger(s) surges, reduce load further to avoid continuous surging.
Operation with removed piston and connecting rod, from one or more cylinders, should be
performed only in absolute emergency conditions when there are no other means of
proceeding under own power.
08.2.5 Torsional vibrations and other vibrations v1
When running the engine with one cylinder, or more, out of operation, the balance of the
engine is disturbed and severe, or even dangerous, vibrations may occur. The vibration
conditions are, in practice, dependant on the type of the installation.
As a general advice, when there are cylinders out of order:
● Reduce load as much as possible.
● Keep the speed in a favourable range (completely depending on the type of installation).
● If one or several pistons are removed, lowest possible speed should be used.
08-8 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 09. Specific Installation Data
09. Specific Installation Data
09.1 Marine installations v2
Chapter 09 is reserved for specific installation data.

Depending on installation, the specific installation data may also be found in the separate
"Attachments" binder.
09.2 Power installations v2
All test reports and certificates are collected in series 8 Quality records. The specific
installation data can be found in binder 7A 02 01.
DBAC042854 09-1
09. Specific Installation Data Wärtsilä Vasa 32 Instruction Manual
09-2 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 10. Engine Block with Bearings, Cylinder and Oil Sump
10. Engine Block with Bearings, Cylinder and Oil

Sump
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 over pressure 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 incorporated 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.
10.1 Main bearings
10.1.1 Dismantling of the main bearing v2
Procedure
1 Remove two crankcase covers on each side of the bearing, on both sides of the
engine.
2 Loosen the nuts of the side screws on the bearing and on both adjacent bearings.
SeeFig 10-2 (A).
3 Lift the distance sleeve861027 into position on the side screw.
One or two nuts can be loosened simultaneously.
4 Screw on the hydraulic tool861120 and proceed with opening of the side screw nuts
(A).
DBAC042854 10-1
10. Engine Block with Bearings, Cylinder and Oil Sump Wärtsilä Vasa 32 Instruction Manual
Hydraulic oil
1. Mount the cylinders. 2. Connect the hoses and open the pressure release valve.Tighten
the cylinders to expel oil out of these. 3. Turn the cylinders 180 counter-clockwise. 4. Close
the valve and pump pressure according to stated value. 5. Open the nuts about half a turn.
6. Open the release valve and remove the tool.
Fig 10-1 Dismantling with hydraulic tools FIG-HYD2A v2
5 Loosen the nuts of the main bearing screws on the bearing.

SeeFig 10-2 (B).
A1 A2
B1 B2
1.Rear side.
Fig 10-2 Use of hydraulic cylinders WS-32-321058 v1
10-2 DBAC042854
Table 10-1 Hydraulic cylinder combination
Hydraulic cylinder combination

Screw A1 A2 B1 B2
Main bearing and thrust
Hydraulic tool Main bearing screws Main bearing screws
bearing screws
Cylinder 3V86B78 3V86B79 3V86B78
Sleeve 3V86B46 3V86B39 3V86B46
Pin 4V86B11 4V86B02 4V86B11
Table 10-2 Loosening/Tightening screws
Action/Screw Comments Hydraulic pressure

One by one in order according to free choice.
A1 A2 615...635 bar
Loosening Two nuts per side can be loosened simultaneously.
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 200 bar
and the nut turned with pin to contact.
Tightening
B1 B2 Tightened simultaneously with full hydraulic pressure. 615 bar
Tightened one by one in order according to free choice
A1 A2 615 bar
with full hydraulic pressure.
6 Lift the distance sleeves 861009 into position and insert the pins 861028.
7 Lift the hydraulic tool 861100 into position by using the tool 861040 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 10-3.
10 Unscrew the side screws of the main bearing cap to be lowered.
Use the stud tool 803000.
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 851000 (in-line engine) or 851010 (V-engine) 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.
DBAC042854 10-3
DOWN UP
A.Straight side of main bearing cap.
Fig 10-3 Hydraulic jack WS-32-321052 v1
10.1.2 Inspection of main bearings and journals v1
Clean the bearing shells and check for wear, scoring and other damages.
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.
NOTE
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 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.
NOTE
Mark the new bearings with the bearing numbers.
10-4 DBAC042854
The main bearing journals should be inspected for surface finish. Damaged journals, i.e.
rough surface, scratches, marks of shocks etc., should be polished. If, after a longer
running period, considerably uneven wear appears, , 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.
10.1.3 Assembling of main bearing v2
Procedure
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.
NOTE
The bearing shell can be completely destroyed (deformed) during the assembly,
if it is not lubricated carefully.
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 851000 (in-line engine) or 851010 (V-engine) into the main
bearing journal radial oil hole.
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.
hose set to the side marked UP.
See Fig 10-3.
9 Lift the main bearing cap by pumping oil pressure to the hydraulic 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 803000.
11 Tighten the nuts by hand.
12 Lift the distance sleeves 861027 into position on the side screws on the rear side on
an in-line engine, or B-bank on an V-engine.
One or two nuts can be tightened simultaneously, Fig 10-2 (A2).
13 Screw on the hydraulic tool 861120.
DBAC042854 10-5
Hydraulic oil
1. Mount the nuts, the distance sleeves and the cylinders. 2. Connect the hoses, open the
pressure release valve. Tighten the cylinders to expel oil out of these. 3. Close the valve and
pump pressure to stated value for step 1. 4. Turn the nuts until close contact is reached. 5.
Release the pressure by opening the valve. 6. Close the valve and pump pressure to the full
stated value.7. Turn the nuts until close contact is reached. 8. Open the valve and remove
the tool set.
Fig 10-4 Reassembly with hydraulic tools FIG-HYD2A v2
14 Tighten the nut by the pin 861028 when the hydraulic pressure is 200 bar.
15 Lift the distance sleeves 861009 into position on the bearing cap screws and insert the
pins 861028.
See Fig 10-2 (B).
16 Lift the hydraulic tool 861100 into position by using the tool 861040 and proceed with
tightening of the main bearing screws (B).
17 Lift the distance sleeves 861027 into position on the side screws on the rear side on
an in-line engine, or B-bank on an V-engine, straight side of the bearing cap!
18 Screw on the hydraulic tool 861120 and proceed with tightening of side screw nut (A2).
Tighten to full, stated pressure.
19 Lift the distance sleeves 861027 into position on the opposite manoeuvering side
screws.
20 Screw on the hydraulic tool 861120 and proceed with tightening of side screw nuts
(A1).
Tighten to full stated pressure.
10.2 Flywheel/thrust bearing
10.2.1 Dismantling of flywheel/thrust bearing v2
Procedure
1 Remove the two crankcase covers next to the flywheel end, on both sides of the
engine.
10-6 DBAC042854
On 4R32, remove the divided end cover inside the flywheel.

2 Loosen the nuts of the side screws on the flywheel/thrust bearing and the adjacent
main bearing.
SeeFig 10-2 (A).
3 Lift the distance sleeve 861027 into position on the side screw.
Two nuts can be loosened simultaneously.
4 Screw on the hydraulic tool 861120 and proceed with opening of the side screw nuts
(A).
Hydraulic oil
Fig 10-5 Dismantling with hydraulic tools FIG-HYD2A v2
5 Loosen the nuts of the flywheel/thrust bearing screws.

SeeFig 10-2 (B).
6 Lift the distance sleeves 861027 into position and insert the pins 861028.
7 Screw on the hydraulic tools 861120.
If necessary, use the lifting tool 861040. Proceed with opening of bearing screws (B).
8 Remove the nuts of the flywheel/thrust bearing screws.
hose set to the side marked DOWN.
See Fig 10-3.
10 Unscrew the side screws of the flywheel/thrust bearing cap.
Use the stud tool 803000.
11 Lower the bearing cap by pumping oil pressure to the hydraulic 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 10-6.
13 Insert the turning tool 851020 into the bearing journal radial oil hole.
14 Turn the crankshaft carefully until the bearing shell and the washers have turned 180°
and can be removed.
DBAC042854 10-7
15 Cover the two bearing journal radial oil holes with tape.
16 Check the bearing in the same way as the main bearings.
Seesection 10.1.2. The thrust washers on the same side have to be changed in pairs.
A A
A.End recesses.
Fig 10-6 Thrust bearing WS-32-321056 v1
10.2.2 Assembling of flywheel/thrust bearing v2
Procedure
1 Clean the bearing shells, washers, cap and journal very carefully.
10-8 DBAC042854
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 10-6.
4 Insert the shell by hand as far as possible (recommended 2/3 of its length).
5 Insert the turning tool 851020 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.
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 10-6.
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 10-6.
hose set to the side marked UP.
See Fig 10-3.
11 Lift the bearing cap by pumping oil pressure to the hydraulic jack with the hydraulic
pump.
12 Turn 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 803000.
14 Tighten the nuts of the side screws on the rear side of the engine as shown in Fig 10-2
(A).
15 Lift the distance sleeves 861027 into position on the flywheel/thrust bearing screws
and insert the pins 861028.
See Fig 10-2 (B).
16 Screw on the hydraulic tools 861120.
If necessary, use the lifting tool 861040. Proceed with tightening of the bearing screw nuts
(B).
DBAC042854 10-9
Hydraulic oil
the tool set.
Fig 10-7 Reassembly with hydraulic tools FIG-HYD2A v2
17 Lift the distance sleeve 861027 into position on the side screw.
Two nuts can be tightened simultaneously.
18 Screw on the hydraulic tool 861120 and proceed with tightening of side screw nuts
(A).
10.3 Camshaft bearings
10.3.1 Inspecting the camshaft bearing bush v8
Prerequisites
The inner diameter of the bearing bush can be measured at site, if the camshaft bearing
journal has been removed 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:
Procedure
1 Remove both camshaft covers adjacent to the bearing concerned.

2 Remove the cover (6) from the starting air distributor.
See chapter 14, Fig 14-2.
3 Unscrew the rocker arm bracket fastening nuts, and remove the rocker arm brackets.
See Fig 14-1 position 1, on the cylinders where the camshaft is to be moved according to
step 5, below.
4 Open the flange connection camshaft piece/bearing journal towards the driving end of
the engine as seen from the bearing concerned.
10-10 DBAC042854
5 Move the part of the camshaft located towards the free end of the engine maximum
25 mm in the direction of the free end 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.
Tools are marked with following numbers

Tool code Inner diameter of camshaft bearing bush (mm)
165 150
834010 3283E05 3283E02
834011 2V83H149 3V83H69
834012 3V83H150 3V83H66
834013 2V83H148 3V83H68
834050 3V83E61 3V83E61
836010 4V83G45 4V83G45
10.3.2 Removing of camshaft bearing bush v4
Procedure
1 Remove the camshaft cover, injection pump, 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 834010.
SeeFig 10-9. 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 834011, the
thicker part being directed towards the middle of the engine.
4 Tighten the hydraulic tool 834050 by tensioning the pull screw 836010.
DBAC042854 10-11
Hydraulic oil
1.Connect hoses, open valve.2.Tighten the tool assembly 3.Close the valve and pump to
the required pressure. 4.Open the valve and remove the tool
Fig 10-8 Dismantling with hydraulic tools FIG-HYD-1A v1
5 Connect the hoses of the hydraulic pump 860100 to the hydraulic tool.
6 Pump pressure to the hydraulic tool to withdraw the bearing bush.
The pressure must not exceed the value stated in section 07.3.1. If the bearing bush does
not move when this pressure is achieved, a light knock on the end flange 834012 can be
necessary.
7 Open the pump valve, disconnect the hoses of the hydraulic tool and dismantle the
removing device.
834013 834013
834012
836010 834011 836010 834011

834050 834050 834012
Fig 10-9 Removing of camshaft bearing bush WS-32-321062 v1
10.3.3 Mounting of camshaft bearing bush v5
Procedure
1 Lightly lubricate the new bearing bush with clean engine oil on the outer surface and
put it on the guide sleeve 834011.
10-12 DBAC042854
The notch on the bearing bush side should be positioned downwards, i.e. the oil groove
upwards.
2 Assemble the mounting device 834010.
SeeFig 10-11. 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 834011, the
thinner part being directed towards the middle of the engine.
3 Tighten the hydraulic tool 834050 by tensioning the pull screw 836010 lightly.
Hydraulic oil
1.Connect hoses, open valve. 2.Tighten the tool assembly 3.Close the valve and pump to
Fig 10-10 Reassembly with hydraulic tools FIG-HYD-1A v1
5 Pump pressure to the hydraulic tool to mount the bearing bush.
The pressure must not exceed the value stated in section 07.3.1.
6 Open the pump valve, disconnect the hoses of the hydraulic tool and dismantle the
mounting device.
7 Lubricate the bearing surface of the bearing bush and insert the camshaft bearing
journal.
8 Mount the camshaft pieces, guide blocks, injection pumps and camshaft covers.
834013 834013
834012
836010 834011 836010 834011

834050 834050 834012
Fig 10-11 Mounting of camshaft bearing bush WS-32-321063 v1
DBAC042854 10-13
10.4 Cylinder liner
10.4.1 Maintenance of cylinder liner v1
1 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 prescribed:
● 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.
● 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.
2 Check the inner diameter of the cylinder liner, use form No. 3210V014 or form No.
3210V020 (LN-engines).
3 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).
10.4.2 Removing cylinder liner v5
Procedure
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).
3 Assemble the removing device 836000 and the hydraulic tool 834050.
SeeFig 10-13.
4 Tighten the hydraulic tool by tensioning the nut of the pull screw 4V83G45 lightly.
10-14 DBAC042854
Hydraulic oil
1.Connect hoses, open valve.2.Tighten the tool assembly 3.Close the valve and pump to
Fig 10-12 Dismantling with hydraulic tools FIG-HYD-1A v1
6 Pump pressure to the hydraulic tool to withdraw the cylinder liner.
The pressure must not exceed the value stated in section 07.3.1
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 purpose to lift the cylinder liner.
See Fig 10-13.
10.4.3 Mounting of cylinder liner v2
Procedure
1 Check that all guide and contact faces of the engine block and cylinder liner are clean
and intact.
2 Apply a thin layer of non-curing sealing glue, (Perfect Seal No. 4, Loctite Permatex
1372 or similar) on the upper sealing surface between engine block and cylinder liner.
NOTE
Silicon sealant should not be used.
3 Check that the O-ring grooves of the cylinder liner are clean, and insert new O-rings.
4 Lubricate the lower O-rings and the sealing faces with grease and assemble the lifting
device.
See Fig 10-13.
5 Lower the liner carefully into the bore of the engine block.
DBAC042854 10-15
When the lowest O-ring touches the engine block, align the liner so that the mark (3, in Fig
10-13) on the liner is directed towards the driving end of the engine, on the V-engine B-
bank towards the free end of the engine. Lower further and press liner into position by
hand.
6 Check the inner diameter of the cylinder liner, especially at the level of the guiding
surfaces.
7 Mount the holder (1) and tighten the screw (2) to the stated torque.
8 Mount the piston with the connecting rod, anti-polishing ring and cylinder head, and
refill the cooling water.
9 Check the O-ring seals from the crankcase side while circulating cooling water.
If there is an engine driven cooling water pump, apply 3 bar static pressure.
3V83E61
3V83G45
2
3 1
A B
Fig 10-13 Removing and lifting of cylinder liner WS-32-321054 v1
10-16 DBAC042854
10.5 Camshaft driving gear bearings
10.5.1 Removing of camshaft driving gear bearing bush v5
Procedure
1 Remove the camshaft gearing.

Seesection 13.1.1.
2 Assemble the removing device 32.13T01 (834053).
SeeFig 10-14.
3 Proceed according to section 10.3.2.
3V83E133 3V83E61 3V83E61
A B
3V83E134 3V83E133
A. Outer B. Inner
Fig 10-14 Removing of camshaft driving gear bearing bush WS-32-321060 v1
10.5.2 Mounting of camshaft driving gear bearing bush v3
Procedure
1 Lightly lubricate the new bearing bush with clean engine oil on the outer surface and
put it on the guide sleeve 834056 or 834058 .
NOTE
The bearing bush position. Mount the oil groove according to chapter 13.
2 Assemble the removing device 32.13T01 (834053)

SeeFig 10-15.
3 Proceed according to section 10.3.3.
DBAC042854 10-17
3V83E134 3V83E78
A B
3V83E78 4V83E80 3V83E78

A. Outer B. Inner
Fig 10-15 Mounting of camshaft driving gear bearing bush WS-32-321061 v1
10-18 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 10A. Lubricating Oil Level Monitoring
10A. Lubricating Oil Level Monitoring

Wärtsilä has developed a real time lubrication oil level monitoring system. The online
system, compared to the traditional dipstick watch, is a beneficial system for monitoring the
lubrication oil level for all engines with wet sump, especially for installations with several
engines.
The system is connected to the engine monitoring system for real-time monitoring with
alarm functions for low and high level. The product can also be integrated into an automatic
fill up system for new oil being supplied to the engine lubrication oil system.
The system gives the operators real time information about the oil level in the engine, and
the trend picture gives accurate data on oil level changes.
11
10 12
13
14
15
16
10.Transducer 11.Adapter 12.Bushing 13.Clamp 14.Screw 15.Body 16.Bracket
Fig 10A-1 Lubricating oil level monitoring system FIG-3210010105 v3
DBAC042854 10A-1
10A. Lubricating Oil Level Monitoring Wärtsilä Vasa 32 Instruction Manual
10A.1 The benefits of the real-time monitoring system v2
On power plant and marine installations with several engines, a system with real-time
monitoring of the lubrication oil level is essential for avoiding costly damage. The system
will save time and avoid serious problems by monitoring online the engine oil sump level in
case of possible water leakage into the crankcase from different source, such as the
lubrication oil purifier.
● High measuring accuracy, 1 mm
● No moving parts
● Ready-calibrated at factory
● Easy and fast installation – can be connected to any existing alarm and monitoring
system
● Reliable strain gauge principle
● Standard current and voltage output
10A.2 Description of the system v2
An aluminium cylinder (15), see "Lubricating oil level monitoring system", is bolted to a
special load cell made of stainless steel. The whole unit is bolted by a specially made
bracket (16) to a partial wall inside the engine oil sump. Four holes need to be drilled in the
partial wall when the right position is known.
Final adjustment is possible by moving the bracket (16), see "Adjustment of bracket", up or
down in the slots made for the fastening bolts. The transmitter and sensor are adapted to
each other and calibrated so that the transmitter’s 4 - 20mA corresponds to 0 - 320 mm on
the dipstick.
When the lubrication oil level decreases, the weight of the cylinder will increase. The
electronic transmitter converts the strain gauge bridge signal to a current signal. The
construction of the load cell will eliminate all lateral forces caused by oil or ships movement.
NOTE
Before removing the bracket plate, mark the position of it.
10A-2 DBAC042854
17
18
19
20
16
16.Bracket 17.Sensor 18.Washer 19.Nut 20.Screw
Fig 10A-2 Adjustment of bracket FIG-3210020105 v1
The position for the bracket (16) depends on the lubricating oil maximum level with engine
in stop position. This can be seen from the oil level dipstick maximum mark which then
need to correspond to the top line marks on the sensor´s aluminium cylinder (15).
24VDC
- +
COM
4-20mA
0-10V
A 4321 4321 B
Weighing sensor
blue
white -Signal (White)
alarm1 alarm2 +Excitation (Red)
1 234 F
+Signal (Blue)
-Excitation (Black)
G 1234 1 234 H
black
red
Fig 10A-3 Electrical diagram FIG-3210030105 v3
DBAC042854 10A-3
10A.3 Specification v2
Oilstic 320
Measuring range ..........................................................................................................320 mm
Maesuring accuracy .......................................................................................................±1 mm
Temperature coefficient ...................................................................................±0,25 mm/10°C
Working temperature range ..................................................................................-10...+100°C
Weight .............................................................................................................................9,6 kg
NOKEVAL 6841- 24VDC

Load cell input
Excitation voltage .........................................................................................................10 VDC
Output and power supply

Current output .............................................................................................0-20 mA, 4-20 mA
Maximum load ............................................................................................................550 Ohm
Accuracy .......................................................................................................0.1% of full range
Voltage output ...........................................................................................0-10 V, 0-5 V, 1-5 V
Output impedance ........................................................................................................10 Ohm
Accuracy .......................................................................................................0.1% of full range
Supply voltage .........................................................................................................18-30 VDC
Current consumption ......................................................................................................90 mA
Mechanical
IEC 68-2-32 ...................................................................................................................free fall
IEC 68-2-6 ...................................................................................................................vibration
Enviromental
IEC 68-2-1 ..........................................................................................................................cold
IEC 68-2-2 ....................................................................................................................dry heat
IEC 68-2-3 ................................................................................................................damp heat
IEC 68-2-14 .........................................................................................................temp. change
EMC susceptibility
EN 50082-2 .......................................................................................................................basic
IEC 1000-4-2/EN61 000-4-2/IEC 801-2 .............................................................................ESD
IEC 1000-4-2/EN61 000-4-4/IEC 801-4 ..............................................................Fast transient
ENV50140/IEC 801-3 .............................................................................................radiated RF
ENV50141 ...........................................................................................................conducted RF
ENV50204 .........................................................................................................radiated tel. RF
EMC emission
EN 50081-1 .......................................................................................................................basic
EN 55014 ...........................................................................................................emission limits
EN 55022 ...........................................................................................................emission limits
Safety
IEC 348/IEC 1010 .............................................................................................electrical safety
10A-4 DBAC042854
Performance
Linearity ..........................................................................................................................±0.1%
Range, temp. coef. ................................................................................................±50 ppm/°C
Zero, tem. coef. .....................................................................................................±0.1 V/°C or
±100 ppm/°C which ever is greater
Common mode rejection ration ..............................................> 100 db input to output/power
Conversion time ...........................................................................selectable 200, 400, 800 ms
Digital filter ..............................................walking window, settable as: off, normal, maximum
Isolation voltage ..........................................2500 V dc or 1500 V ac rms: input/output/power
Environmental & physical

Warm-up time ..................................................................................................................1 min
Operating temperature range ...............................................................................-10 to +60°C
Relative humidity range ...................................................................0 to 90% non-condensing
Case ..................................................................................Standard DIN rail 35 mm mounting
High-impact moulded plastic case
UL94V-0 rated............................................................................................................................
Dimensions ........................................................................................98x23x117 mm (HxWxD)
Weight ..............................................................................................................................180 g
Re-calibration .............................................................................................................12 month
2060 VXZ LOAD CELL

Capacity ...........................................................................................................................10 kg
Tolerance of sensitivity ...................................................................................................±0.1%
Temperature drift on span /10°K ..................................................................................±0.05%
Zero temperature drift /10°K ......................................................................................±0.035%
Combined error ..............................................................................................................±0.1%
Safe load limit ..........................................................................................................±150% FS
Insulation resistance .........................................................................................> 5000 M Ohm
Compensated temperature range .......................................................................- 10 to 100°C
Sensitivity ...................................................................................................................1.0 mV/V
Off - centred .......................................................................................................100 x 100 mm
Input impedance ...........................................................................................353 Ohm ±2 Ohm
Output resistance .........................................................................................353 Ohm ±2 Ohm
DBAC042854 10A-5
10A-6 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 11. Crank Mechanism: Crankshaft, Connecting Rod, Piston
11. Crank Mechanism: Crankshaft, Connecting

Rod, Piston
11.1 Counterbalancing the crankshaft v2
The crankshaft is counterbalanced by means of weights on the crank webs. The in-line
engines normally have counterweights on one web per cylinder, the V-engines on all webs.
11.1.1 Counterbalancing of 4-cylinder engines v1
The second-order free forces of 4-cylinder in-line engines are completely counterbalanced
by means of an arrangement consisting of two eccentric shafts rotating in opposite
directions in relation to each other. The shafts rotate at a rate of twice the engine speed.
The centrifugal forces counteract each others horizontally and counterbalance the free
forces of the engine vertically.
The shafts are pivoted in the bearing brackets, which are fastened to the engine block by
means of hydraulically tightened screws. The shafts are driven from the crankshaft split
gear through a gear drive.
For further information see section 11.4.
11.1.2 Counterbalancing of 9-cylinder engines v2
The 9-cylinder in-line engines differ from the other engines with respect to having
counterweights on all webs. Furthermore, the outermost/last counterweight at each end of
the crankshaft is unsymmetrical and larger than the others. This counterbalances the free
moment of the engine. When such a counterweight has been removed from the engine, it is
important to re-install correctly. Fig 11-1.
11.1.3 Counterbalancing of 18-cylinder V-engines v2
The counterbalancing of the free moment of the 18-cylinder V-engines is accomplished by a

supplementary weight at the free end of the engine and a specially balanced flywheel.
NOTE
It is important that the supplementary weight be correctly re-installed. SeeFig
11-2
DBAC042854 11-1
11. Crank Mechanism: Crankshaft, Connecting Rod, Piston Wärtsilä Vasa 32 Instruction Manual
205
188
188 205
1 9
1, 9Cylinders (seen from the flywheel end)
Fig 11-1 Mounting of counterweights on 9R32 WS-32-321154 v1
A*
B
10°
A. Crank web for cylinder A1 and B1 is straight upwards B. Centerline of counter weight
seen from the 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 11-2 Supplementary weight for 18V32 WS-32-321155 v1
11.2 Crankshaft v3
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 the
crankcase, a combined flywheel/thrust bearing and a split gear wheel for camshaft driving.
11-2 DBAC042854
At the free end, there is a gear for driving pumps and usually a vibration damper. If power is
taken off at the free end, sealing of the crankshaft is arranged by a V-ring, as at the driving
end.
The crankshaft can be turned by a electrical turning device operating the flywheel. If the
engine is equipped with a vibration damper, separate instructions are provided for the
same.
11.2.1 Markings on the flywheel: v3
The flywheel is provided with a 360° scale, starting from TDC at firing for cylinder 1. TDC at
firing for every cylinder is marked on the flywheel. There is a common marking for the
cylinders in engines with even cylinder numbers. When one piston is at TDC for firing and
the other is at TDC for scavenging. See also chapter 01, Main data, operating data and
general design.
Firing intervals of an in-line engine (in degrees of crank angle) can be determined by
dividing 720° with the number of cylinders.
In V-engines the scale starts from TDC at firing for cylinder A1. TDC at firing for cylinder B1
is consequently at 45°. Firing intervals in a bank of a V-engine can be determined by
dividing 720 ° with the number of cylinders of the bank.
5 4 3 2 1 0 1 2 3 4 5
110
60
120 CYL A2 TDC
Cyl A2 TDC
70
A
130
80
140
90
A.Clockwise rotating engine
Fig 11-3 Markings on the flywheel W46-460005 v5
Example: In this example of a clockwise rotating V engine, the fuel timing is read to 10° for
cylinder A2.
DBAC042854 11-3
11.2.2 Crankshaft alignment v5
Prerequisites
Procedure
1 Turn crank of the first cylinder

near BDC (bottom dead centre) and attach crankshaft dial indicator to the centre marks in
the two crank webs. The distance between the indicator and the connecting rod should be
as small as possible.
2 Set indicator at zero.
3 Read deflections when turning crank to rear side,
TDC (top dead centre), operating side and BDC. Record readings in the form "Crankshaft
alignment".
+
E A 0
-
I II
D B
I.Operating sideII.Rear side, as seen from the flywheel end.
Fig 11-4 Dial indicator position and reading WS-32-321160 v1
NOTE
During the alignment procedure the crankshaft should be turned in the direction
of rotation, only.
4 Repeat this procedure with other cylinders.

5 Following limits of misalignment
are stated for an engine having normal running temperature (within 30 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 realigning. Realignment 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. Realignment 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).
11-4 DBAC042854
Before realigning 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 corresponding values
must be based on experiences from the particular installation.
11.2.3 Measurement of thrust bearing axial clearance v6
Procedure
1 Fix a measure gauge, against the plane end surface of the flywheel.
2 Move the crankshaft with a suitable lever in either direction until contact is
established with the thrust bearing.
3 Set the measure gauge at zero.
4 Move the crankshaft in the opposite direction, and read the axial clearance from the
measure gauge.
NOTE
Repeat the movement of the crankshaft for correct measurement clearance.
11.2.4 Cleaning of oil lock at crankshaft seal v5
Procedure
1 Remove the outer plug (1),

Fig 11-5.
2 Blow through the bores of the oil lock
from outside with compressed air. There is no need for refilling the oil lock with oil after
cleaning.
DBAC042854 11-5
1.Plug
Fig 11-5 Oil lock at crankshaft seal WS-32-321153 v1
11.3 Connecting rod and piston v5
The connecting rod is drop forged, diagonally split and precision serrated at the mating
surfaces. The big end bearing shells are, for correct assembling, axially guided by lugs, and
the two connecting rod screws are hydraulically tightened. The small end bearing bush is
stepped to give a larger bearing surface on the more loaded lower side.
The piston is of cast iron monoblock type or of the composite type with a nodular cast iron
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 drillings
in the crankshaft, to the big end bearing, and further through the drillings 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 two spring-
loaded oil scraper rings.
11.3.1 Removing and dismantling of piston and connecting rod v5
Procedure
1 Remove the cylinder

head and scrape off carbon deposits around the upper part of the cylinder liner. It is
advisable to cover the piston top with cloth or paper pressed tightly against the cylinder
wall to collect the deposits removed.
2 Clean the threaded hole(s)
in the piston crown and fasten the lifting tool 835000 by using hexagon screws M12X50 (2).
11-6 DBAC042854
3 Remove the locking cups (1)

from the connecting rod screws.
4 Turn the crankshaft
from TDC towards the operating side for the cylinder concerned, on in-line engines 85°, on
V-engines 84°.
5 Lift the distance sleeves
861027 into position on the lower connecting rod screw and screw on the hydraulic tools
861120.
6 Turn the crankshaft counterclockwise 10°,
this applies to the in-line engine, only.
2 C 2V83F58
1V84D11
3
C
3V86B46
4V86B11
3V86B78
A.Cyl. nr.
Fig 11-6 Piston and O-profile connecting rod assembly WS-32-321151 v2
7 Lift the distance sleeve

861027 into position on the upper connecting rod screw and screw on the hydraulic tools
861120.
8 Connect the hoses of the hydraulic pump
860100 and proceed to open the connecting rod nuts.
DBAC042854 11-7
Hydraulic oil
Fig 11-7 Dismantling FIG-HYD2A v2
9 Remove the hydraulic tool

from the upper screw.
10 Turn the crankshaft clockwise 10°,
this applies to the in-line engine, only.
11 Remove the hydraulic tool
from the lower screw.
12 On in-line engines. Turn the crankshaft counter-clockwise 5°,
unscrew the nuts and lift the big end bearing cap off the engine.
On V-engines, fit the tool 846000 to the crankcase cover lower studs, and tighten the nuts,
see Fig 11-8. Remove the lower nut, pull the tool lever outwards and remove the upper nut.
Remove the big end bearing cap by moving the lever inwards. Lift the bearing cap out of
the tool. Remove the tool from the studs.
NOTE
The tool 846000 is for V-engines only.
13 Unscrew the connecting rod screws

by using the stud tool 803000.
14 Lift the piston a little to remove the upper big end bearing shell.
On V-engines, fit the protecting sleeves 835010 and 835020 into position above the
connecting rod serration, see Fig 11-8. When lifting the piston, take care not to damage the
crank pin or the cylinder liner wall.
11-8 DBAC042854
2V83F63
1V84G191
3V83F62
Fig 11-8 Tools for O-profile connecting rod WS-32-321152 v2
15 Cover pin oil holes with tape.

16 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.
17 Drive out the gudgeon pin

from the opposite side. In low temperatures the gudgeon pin may stick but will be easily
removed after heating the piston to about 30°C.
18 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.
11.3.2 Maintenance of piston, rings and connecting rod

bearings v8
Procedure
1 Clean all the parts carefully.

Remove the piston rings, and 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/graphite overlay may be damaged.
DBAC042854 11-9
2 Measure the height of the piston ring grooves and height clearances when the rings
are in their grooves.
NOTE
When mounting a new cylinder liner, all rings should be replaced by new ones.
When honing the liner, all rings are to be replaced.
3 Check the gudgeon pin and big end bearing clearances by measuring the pin
diameters and assembled bearing bores separately.
When measuring the big end bearing bore the connecting rod screws must be tightened to
the stated pressure.
a) Big end bearings of tri-metal type can be used until the overlay is worn through. When
the underlaying nickel barrier of the lining material is exposed the bearing must be replaced.
b) Wear of bi-metal bearing shells can be settled by measuring thickness. For this purpose
a ball anvil micrometer should be used.
For bimetal-type bearing, the wear limits given in section 06.2 must be applied.
When replacing a big end bearing both the upper and the lower bearing shell must be
renewed.
NOTE
Mark new bearings with the bearing number.
NOTE
Bearing shells should be always mounted straight.
11.3.3 Assembling and mounting of piston and connecting rod v7
Procedure
1 Lubricate the gudgeon pin, and mount 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, see Fig 11-6.
When changing the piston, mark the new piston with the same cylinder number in the same
place as on the replaced one.
NOTE
At low temperatures, the gudgeon pin may get stuck. It can be easily fitted after
heating the piston to about 30°C, in oil.
2 Mount the securing ring.
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.
11-10 DBAC042854
3 Take off the protecting tape from the crank pin oil holes and lubricate the crank pin
with clean engine oil.
4 Fasten the lifting tool 2V83F58 to the piston crown by using hexagon socket head
screws M12X50.
See Fig 11-6.
5 Turn the crankshaft from the TDC towards the operating side for the cylinder
concerned, on the in-line engine 85°, on the V-engine 84°.
On the V-engine, fit the upper bearing shell with the lug guiding in its groove and protecting
rails 835010 and 835020 into position, Fig 11-8.
6 Lift the piston and connecting rod.
7 Mount the piston rings by using the pliers 320D12/6-S7/8.
If rings are reused, take care not to turn them upside down. When new rings are mounted,
check the height clearance by using a feeler gauge when the rings are fitted in their
grooves. The rings should be placed with gaps located 120° in relation to each other. Note
the mark "TOP" near the ring gap.
8 Lubricate the piston and place the clamp device for piston rings, 843000, around the
piston. Check that the piston rings slide into their grooves.
9 Lower the piston/connecting rod carefully into the cylinder liner.
10 Lubricate the bearing surface, back side and both ends of the upper bearing shell.
Mount the shell of the in-line engine, so that the lug guides in its groove.
11 Lower the piston further until the connecting rod can be placed on the crank pin.
12 Lubricate the bearing surface, back side and both ends of the lower bearing shell.
Place the shell in the bearing cap.
13 Insert the connecting rod screws and tighten by using the stud tool 803000.
On the V-engine, fit the tool 846000 to the lower studs of the crankcase cover and tighten
with nuts. See Fig 11-8.
14 Mount the bearing cap and tighten the nuts by hand.
NOTE
It is very important that the bearing shells are mounted straight.
15 Turn the crankshaft clockwise 5°.

This applies to the in-line engine, only.
16 Lift the distance sleeve 861027 and the hydraulic tools 861120 into position on the
lower screw.
17 Turn the crankshaft counter-clockwise 10°.
NOTE
This applies to the in-line engine, only.
18 Lift the distance sleeve 861027 and the hydraulic tools 861120 into position on the
upper screw.
Proceed with tightening of connecting rod nuts.
DBAC042854 11-11
Hydraulic oil
the tool set.
Fig 11-9 Reassembling FIG-HYD2A v2
19 Remove the hydraulic tool.

Turn the crankshaft clockwise 10° on the in-line engine to remove the hydraulic tool from
the lower screw after the tool has been removed from the upper screw.
20 Mount the locking cups on the connecting rod screws and tighten the fastening
screws to the stated torque.
The fastening screws are provided with a locking plug. The screws can be used twice if the
plug is intact.
NOTE
Check that the connecting rod moves axially after tightening.
11.4 Balancing shaft mechanism for 4-cylinder engines v5
The second-order free forces of the 4-cylinder in-line engines are completely
counterbalanced by means of an arrangement, according to Fig 11-10, consisting of two
eccentric shafts rotating in opposite directions in relation to each other. The shafts rotate at
a rate of twice the engine speed. The centrifugal forces counteract each others horizontally
and counterbalance the free forces of the engine vertically.
The shafts are pivoted in the bearing brackets (2), which are fastened to the engine block by
means of hydraulically tightened screws. The shafts are driven from the crankshaft split
gear through a gear drive.
11-12 DBAC042854
1 3 4 5
6
14 7
12 13 15
2 12 13 16
8
17
11 10 9
1. Balancing shaft 2. Bearing bracket 3. Shaft piece 4. Shaft flange 5. Nut 6. Nut 7. Screw 8.
Plug 9. Bearing shield 10. Screw 11. Washer 12. Screw 13 .Driving shaft 14. Drive gear 15.
Journal 16. Washer 17. Intermediate gear
Fig 11-10 Balancing shaft for 4R32 WS-32-321156 v2
11.4.1 Removal of balancing shaft bearing bush v5
Procedure
1 Turn the engine into a position where the balancing shaft eccentrics point
downwards.
2 Loosen the nuts (5) and (6) and remove the shaft piece (3) from the shaft, the bearing
to be removed.
3 Loosen the screws (7) and remove the shaft flange (4).
1 3 4 5
6
14 7
12 13 15
2 12 13 16
8
17
11 10 9
1.Balancing shaft 2.Bearing bracket3.Shaft piece4. Shaft flange5.Nut

6.Nut7.Screw8.Plug9.Bearing shield10.Screw11.Washer
12.Screw13.Driving shaft14.Drive gear15.Journal16.Washer17.Intermediate gear
Fig 11-11 Balancing shaft for 4R32 WS-32-321156 v2
4 Screw the pulling screw 834040.
DBAC042854 11-13
See Fig 11-13A, to the end of the shaft from which the bearing is to be removed. When
removing the bearing at the free end of the shaft, remove the centre plug (8) at first.
5 Fit the split ring 834040 between the bearing and the shaft inner shoulder.
In order to keep the ring halves together, use a suitable thread and place it in the groove on
the ring.
6 Apply the support 834040 and the hydraulic tool 834050 and tighten the nut of the
pulling screw 834040.
Hydraulikolie
1.Mount the cylinder. 2.Connect the hoses and open the pressure release valve. Tighten the
cylinder to expel oil.3.Turn the cylinder 180° counter-clockwise. 4. Close the valve and
pump pressure according to stated value. 5. Open the nut about half a turn. 6. Open the
release valve and remove the hydraulic tool.
Fig 11-12 Dismantling FIG-HYD-01A01 v1
8 Pump pressure into the hydraulic tool to remove the bearing bush.
Pressure must not exceed the value stated in the section 07.3.1. If the bearing bush is still
sticking when the stated pressure is achieved, it may be necessary to knock at the opposite
end of the shaft.
9 Open the pump valve, disconnect the hoses of the hydraulic tool and lift out the
removing tool and bearing bush.
The shaft end then rests in the split ring which must not be removed until the bearing bush
is reinstalled.
3V83E61 3V83H70 3V83E61 3V83H70
3V83H71 2V83H148 3V83H71 4V83H83 3V83H84
A B
Fig 11-13 Balancing shaft bearing bush WS-32-321157 v1
11-14 DBAC042854
11.4.2 Installing balancing shaft bearing bush v8
Procedure
1 Screw the pulling screw 834040 into the end of the shaft on which the bearing is to be
mounted.
2 Place the split ring 834040 between the bearing housing and the outer shaft shoulder.
Keep the ring halves together by using a suitable thread.
3 Oil the bearing bush surfaces lightly with clean engine oil and place the bush on the
shaft end.
4 Apply the pressure plate 4V83H83 and the hydraulic tool 834050 and tighten the nut of
the pulling screw.
Hydraulikolie
1. Mount the nut, the distance sleeve and the cylinder. 2.Connect the hoses, open the
pressure release valve. Tighten the cylinder to expel oil. 3.Close the valve and pump
pressure to stated value. 4.Turn the nut until close contact is reached. 5. Release the
pressure by opening the valve. 6. Close the valve and pump pressure to the full stated
value. 7.Turn the nut until close contact is reached. 8. Open the valve and remove the tool
set.
Fig 11-14 Reassembling FIG-HYD-01A01 v1
6 Pump pressure into the hydraulic tool to press in the bearing bush.
Pressure must not exceed the value stated in section 07.3.1. The bearing is in position
when the pressure plate 4V83H83 rests against the bearing housing.
7 Open the pump valve, disconnect the hoses of the hydraulic tool and remove the
tools.
8 Lock the centre plug (8) in the free end of the shaft with Loctite 270 and tighten to the
bottom position (in case it was removed).
SeeFig 11-11.
9 Reinstall the shaft flange (4), clean threads of fastening screws (7) thoroughly by
applying Loctite 242.
10 Tighten the screws (7) to the stated value.
11 Reinstall the shaft piece (3), clean the threads of the fastening screws (6) thoroughly
by applying Loctite 242.
12 Tighten the screws (5) and (6) to the stated torque.
DBAC042854 11-15
11.4.3 Removal of balancing shaft gear v2
Procedure
1 Turn the engine into the position so that the balancing shaft eccentrics point
downwards.
2 Loosen the fastening screws (12) of the axial washers (11) at the free end of the
shafts.
3 Loosen the screws (5) and (6) and remove the shaft pieces (3).
4 Pull out the driving shafts (13) and the drive gears (14).
5 Loosen the fastening screws (10) of the bearing shield (9) at all intermediate gears.
The main bearing cap No. 1 must be lowered before undoing the fastening screws of the
topmost intermediate gear. See section, section 10.1.1.
6 Remove the bearing shield (9) from the bearing journals by tightening the M8 screws
in the extractor holes of the bearing shield.
Tighten the screws in turn and as evenly as possible.
7 Remove the topmost intermediate gear.
To do this, the main bearing cap No. 1 must be lowered. To remove the rest of the
intermediate gears, lift the main bearing cap No. 1. See section, section 10.1.3.
11.4.4 Installing balancing shaft gear v8
Procedure
1 Oil the sliding surfaces of the bearing bushes with clean engine oil.
2 Fit the intermediate gears (17) on their respective journals (15).
For fitting of the topmost intermediate gear, lower the main bearing cap No. 1.
3 Reinstall the bearing shield (9) and washers (16), and tighten the fastening screws (10)
by hand.
4 Tighten the fastening screws (10) in turn at the intermediate gears evenly.
5 Tighten the fastening screws (10) to the stated torque and secure with locking wire.
6 Turn the engine so that cylinder 1 is in TDC or BDC positions.
In these positions, the balancing shaft eccentrics should point downwards. Now all the
guiding pins between the shaft pieces are also in the bottom position.
7 Reinstall the driving shafts (13) and drive gears (14) in their respective bearing sites.
The gears will mesh when the guiding pin hole in the shaft flange is right downwards.
8 Reinstall the shaft pieces (3), clean the threads of the fastening screws (6) thoroughly
by applying Loctite 242.
9 Tighten the screws (5) and (6) to the stated torque.
10 Fit the axial washers (11) and the fastening screws (12).
Tighten firmly and secure with locking wire.
11-16 DBAC042854
11.4.5 Removal and re-installation of balancing bearing

bracket v8
Normally, these connections should not be opened. The bearing brackets can, however, be
removed by opening the screw connections by means of the hydraulic tool 861120, which
is used for, among others, the connecting rod screws, see chapter 11, section 11.3.1.
When re-installing, the screws are tightened to the value stated in the chapter 07 by using
the same tool.
DBAC042854 11-17
11-18 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 11A. Piston Overhaul
11A. Piston Overhaul

Most of the VASA 32 engines in operation are fitted with composite type pistons. There are
two types of composite pistons. Pistons of type 1 have two piston rings mounted in the
steel top and two piston rings in the skirt, while pistons of type 2 have all piston rings
mounted in the steel top. For these pistons it is necessary to make more extensive
inspections at every piston overhaul.
Following inspections and measurements are recommended:
1 2
1.Piston of type 12. Piston of type 2
Fig 11A-1 Pistons WS-32-321178 v1
11A.1 Pistons v1
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.
11A.2 Piston crown
11A.2.1 Visual inspection v2
The combustion space should be checked for corrosion and/or burning marks.
● If dents 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.
11A.2.2 Crack detection test v2
Crack detection test is performed by use of liquid penetrant, or preferably magnetic particle
method on all the surfaces.
DBAC042854 11A-1
11A. Piston Overhaul Wärtsilä Vasa 32 Instruction Manual
11A.2.3 Measurements v1
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.
11A.2.4 Reconditioning v1
Please contact Wärtsilä NSD for reconditioning of piston crowns.
NOTE
No repair welding is allowed.
11A.3 Piston skirt
11A.3.1 Visual inspection v1
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 running surface may require
replacement of the skirt.
11A.3.2 Support surfaces v1
Assessment of wear of the support surfaces to be made by measurement of the distance

between the inner and outer support surfaces, see piston type specific instructions below.
11A.3.3 Crack detection test v2
The entire piston skirt is tested for cracks using a liquid penetrant. Special attention must
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 11A-2.
11A-2 DBAC042854
1 2
Fig 11A-2 Piston skirt WS-32-321177 v1
● As piston skirts are cast pieces, a crack detection test is necessary to find the surface
"defects" which are normal in castings. Indications exceeding 5 mm in length should be
examined in detail. If a crack is confirmed, the piston skirt must be replaced with a new
or reconditioned one.
11A.4 Pistons of type 1
11A.4.1 Measuring of piston crown and piston skirt v1
made, see Fig 11A-3.
NOTE
Observe that on pistons of type 1 wear of the support surfaces can also be
measured directly, by measuring the gap from outside with a feeler gauge,
before dismantling the piston, see Fig 11A-3.
● WEAR LIMIT: If the measurement results show that the TOTAL WEAR of the support
surfaces, i.e. of the piston crown and the piston skirt together, results in a gap between
the outer support surfaces which is 0.2 mm or more, one or both parts (piston crown
and/or piston skirt) must be replaced with new or reconditioned ones.
DBAC042854 11A-3
-0.02
0
36.97
+0.02
37 0
1
319.5
303
280
max. 0.2
1. Support surfaces chromium plated
Fig 11A-3 Piston type 1 WS-32-321175 v1
NOTE
Observe that on pistons of type 1 the support surfaces in the piston crown are
chromium plated.
● If the chromium layer is worn off in areas exceeding 10 mm in length, the piston crown
has to be reconditioned.
11A.4.2 Assembling of pistons (type 1) v6
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.
NOTE
It is not allowed to mix partly worn but reusable crowns and skirts!
11A-4 DBAC042854
When assembling a piston crown to a piston skirt follow tightening procedure mentioned in
section 07.1.
11A.5 Pistons of type 2
11A.5.1 Measuring of piston crown and piston skirt v1
made, see Fig 11A-4.
● WEAR LIMIT: If the measurement results show that the TOTAL WEAR of the support
surfaces, i.e. of the piston crown and the piston skirt together, results in a gap between
the outer support surfaces which is 0.2 mm or more, one or both parts (piston crown
and/or piston skirt) must be replaced with new or reconditioned ones.
NOTE
Observe that pistons of type 2 there is a chromium plating on the support
surfaces on the piston skirt.
● If the chromium layer is worn off in areas exceeding 10 mm in length, the skirt must be
replaced and reconditioned.
DBAC042854 11A-5
37 -0.02
0
+0.02
0
37
1.Support surfaces chromium plated
Fig 11A-4 Piston of type 2 WS-32-321176 v1
11A.5.2 Assembling of pistons (type 2) v2
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.
NOTE
It is not allowed to mix partly worn but reusable crowns and skirts!
11A.5.3 Assembling instructions v5
When assembling a piston crown to a piston skirt follow tightening procedure mentioned in
section 07.1.
11A-6 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 12. Cylinder Head with Valves
12. Cylinder Head with Valves

The cylinder heads are cast of special quality grey iron. Each head includes two inlet valves,
two exhaust valves, a centrally located injection valve, a starting valve , a safety valve and
an indicator valve.
NOTE
In V-engines without a starter on B-bank, the starting valve is a dummy.
12.1 Removing and mounting of the cylinder head
12.1.1 Removing of the cylinder head v2
Procedure
1 Drain the cooling water.

Remove the cooling water discharge pipe (2).
2 Remove the cylinder head cover, the cover over the injection pump and the insulating
panel over the exhaust gas connection to the cylinder head.
3 Remove the fastening screws of the exhaust pipe clamp and air pipe.
Loosen the oil pipe and pilot starting air pipe.
5 2
4
3 8
6
1
7
10 9
1. Cylinder head, 2. Discharge pipe, 3. Yoke for injection valve, 4. Yoke for valves, 5.
Bearing bracket for rocker arms, 6. Yoke for starting valve, 7. Screw, 8. Indicator valve, 9.
Inlet valve seat, 10. Exhaust valve seat.
Fig 12-1 Cylinder head WS-32-321251 v1
DBAC042854 12-1
12. Cylinder Head with Valves Wärtsilä Vasa 32 Instruction Manual
4 Remove the injection pipe.

Protect the connections of the injection pipe, oil pipe and exhaust pipes.
5 Remove the covers of the cylinder head screws.
Put on the distance sleeves and hydraulic cylinders and proceed with opening of cylinder
head nuts.
Hydraulic oil
1. Screw on cylinders by hand, 2. Connect hoses, open valve. Tighten cylinders by hand, 3.
Screw cylinders 180° counter-clockwise, 4. Close valve, rise pressure, 5. Open the nut
about half a turn, 6. Open release valve, remove tool.
Fig 12-2 DISMANTLING FIG-HYD-4B v1
6 Remove the cylinder head nuts.

7 Apply the lifting tool 832000.
8 Lift the cylinder head.
9 Cover the cylinder opening with a piece of plywood and apply the caps to protect the
screw threads.
12.1.2 General maintenance of the cylinder head v4
Prerequisites
The starting valves are dealt in chapter chapter 21.
When refitting the starting valves, the outer cylindrical surfaces should be lubricated with
engine oil or a special lubricant.
The injection valves are dealt in chapter 16.
When refitting, the injection valves should only be lubricated with engine oil.
The safety valves should be lubricated with high temperature lubricant before refitting.
Leaking valves should be replaced by new ones.
In Indicator valves, the inside construction of the valve is such that the pressure in the
cylinder tightens it. Consequently the force needed to close the valve is relatively low. The
valve has a left-handed screw and is opened and closed respectively as follows, Fig 12-3
Instructions for operating are:
12-2 DBAC042854
Procedure
1 When starting the engine

the indicator valves should be closed using only so weak a force that the sealing surfaces
go together. The pressure of the cylinder will push them tightly together.
2 When stopping the engine,
the indicator valves should be opened only half a turn. Then the tightening caused by a
temperature decrease cannot have an effect.
3 When opening the indicator valve
for measuring the cylinder pressure, tightening to open position by force must be avoided.
4 When closing the indicator valve
after measuring the cylinder pressure, only a weak torque is needed. A so called finger
torque is usually enough.
5 Add a high temperature lubricant
(up to 1000°C) to the valve stem threads when you feel that it is not moving easily.
NOTE
Use always a right T-handle wrench to open and close the indicator valve.
A. B.
A. The cock moves upward when closing clockwise,

B. Always use the special handle when closing!
Fig 12-3 Open and close indicator valve WS-32-321255 v1
DBAC042854 12-3
12.1.3 Mounting the cylinder head screws v3
Procedure
1 Inspect the cylinder head screws for corrosion.

● If corrosion pits with a depth of less than 0.1 mm are found, polish it away with a small
hand grinder.
● Change the screw, if corrosion is deeper than 0.1 mm.
CAUTION
Corrosion depth in threads can be hard to determine. Change the screws,
whenever in doubt.
2 Lubricate the threads of the screw.

Use a thin layer of Engine Lubricating Oil.
3 Mount the screw and tighten to specified torque.
NOTE
Change the cylinder head screw whenever it has been over-tightened.
4 Fill the compartment between the screw and the engine block with lubricating oil.
5 Mount the O-ring.
NOTE
Change the O-rings at every piston overhaul.
12-4 DBAC042854
2
3
1 Cylinder head screw

2 O-ring
3 Threads of the screw lubricated and compartment to be filled with Engine Lubricating Oil
Fig 12-4 Cylinder head screw GUID-7AA59F17-D7D1-4653-B8E4-8F94FAF1ABC2 v1
12.1.4 Mounting the cylinder head v4
Procedure
1 Clean the sealing surfaces and put a new cylinder head gasket.
Insert new O-rings for the circulating water jacket, charge air, starting air and push rod
protecting pipe.
2 Lubricate the O-ring sealing surfaces with a rubber grease or water soap solution.
3 Apply the lifting tool to the cylinder head.
4 Lift the cylinder head.
When lowering the head, take care that the starting air connection pipe and push rod
protecting pipes slide into the seal rings without force.
5 Screw the cylinder head nuts.
6 Put on the distance sleeves, 832000 screw on the hydraulic cylinders and proceed
with tightening of cylinder head nuts.
See section 07.3.1
DBAC042854 12-5
Hydraulic oil
1. Screw on nuts, attach distance sleeve. Screw on cylinders by hand, 2. Connect hoses,
open valve, 3. Tighten cylinders by hand, 4. Close the valve and pump pressure to the
stated value, 5. Screw the nuts until close contact to face, 6. Open the valve, 7. Repeat
steps 4, 5 and 6, 8. Remove tool set.
Fig 12-5 REASSEMBLING FIG-HYD-4B v1
7 Apply the protecting caps to the cylinder head screws.

8 Connect the exhaust pipe, charge air pipe, oil pipe and pilot starting air pipe.
Fit the discharge pipe. Put on the exhaust pipe insulating piece.
9 Adjust the valve clearance.
10 Put on the cylinder head cover and injection pump cover.
11 Fill the engine circulating water system, before starting.
Turn the crankshaft two revolutions, when the indicator cocks are open.
12.1.5 Adjusting valve clearance and yoke v3
Procedure
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).
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).
12-6 DBAC042854
2
3
4
a b c
1. Adjusting screw, 2. Counternut, 3. Adjusting screw, 4. Counternut.
Fig 12-6 Adjusting valve clearance FIG-401203 v2
4 Turn the adjusting screw counter-clockwise to the middle position between "a" and
"b", and "c", and lock the counter nut of the adjusting screw.
5 Put a feeler gauge corresponding to the valve clearance between the surface of the
yoke and the shoe at the rocker arm.
Tighten the adjusting screw (1) until the feeler gauge moves to and fro only by using
minimum force. Hold the adjusting screw and tighten the counter nut. Check that the
clearance has not changed while tightening.
12.2 Maintenance of exhaust and inlet valves
12.2.1 Dismantling valves v1
Procedure
1 Fit the tool assembly 834000

according to Fig 12-8
DBAC042854 12-7
CAUTION
For safety reasons it should be made sure that the nut (A) is properly installed
prior to applying the hydraulic pressure!
Hydraulic oil
1. Connect hoses, open valve, 2. Tighten the tool assembly, 3. Close the valve and pump to
required pressure, 4. Open the valve and remove the tool.
Fig 12-7 DISMANTLING FIG-HYD-1A v1
2 Connect the hydraulic pump 860100

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 can be removed.
4 Open the release valve
of the pump slightly so that the valve springs are unloaded slowly.
5 Spring holders and springs can now be removed.
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.
12-8 DBAC042854
Fig 12-8 Tool assembly for dismantling valves WS-32-321254 v1
12.2.2 Checking and reconditioning valves and seats v1
Procedure
1 Clean the valves,

seats, ducts and guides as well as the underside of the head.
2 Control the burning-off on the valve disc
according to Fig 12-9 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.
DBAC042854 12-9
1.
Y Z
1. Burn-off area.
Fig 12-9 Control of burning-off on valve WS-32-321256 v1
3 Reconditioning of inlet valve and valve seat ring

is recommended to be done by grinding or by machining. If there is only slight pitting,
lapping is adequate. Valve and seat ring grinding, see section 12.2.4
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
12.2.4
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.
5 Before grinding, check the valve stem clearance.

If the clearance 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 recommended, but pressing in with oil lubrication can also be accepted.
After fitting in, check the guide bore and calibrate, if necessary.
12-10 DBAC042854
12.2.3 Lapping of inlet valves v2
Prerequisites
NOTE
If there are small pits on the sealing faces, they can be lapped by hand.
Procedure
1 Fit the turning tool 841000 to the valve.

2 Apply a thin layer of lapping compound to the sealing surface of the valve.
Use No.1 for coarse lapping and 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 particles from the sealing faces to avoid hardening during operation.
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.
12.2.4 Machine grinding of exhaust and inlet valves v2
Prerequisites
NOTE
The valve should be cooled by water during grinding.
Procedure
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.
DBAC042854 12-11
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.
NOTE
After grinding it is recommended to check contact between valve and seat with
marking colour.
12.3 Change of seat ring
12.3.1 Removal of the old ring v2
Procedure
1 Fit a scrapped valve to the seat and weld by using electric beam welding.
NOTE
Preferably the valve disc should be machined to a diameter 95 mm to get a
better welding.
2 Press or knock out the ring carefully, without damaging the valve guide.
NOTE
The exhaust seat ring can be removed hydraulically by using tool 846050, which
can be ordered from the engine manufacturer.
12.3.2 Fitting a new inlet valve seat ring v2
Procedure
1 Check the bore diameter in the cylinder head.

See .
2 Assemble the ring by freezing in with liquid nitrogen maintained at -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.
If it exceeds 0.1 mm, the seat surface must be ground in a seat grinding machine.
12.3.3 Fitting a new exhaust valve seat ring v1
Procedure
1 Clean the bore carefully

with a grit 400 or finer emery cloth.
2 Check the bore diameter in the cylinder head,
12-12 DBAC042854
see 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.
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 mounting.
5 Apply a water-soap solution
on the O-rings and in the cylinder 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 methods:
● 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.
12.3.4 Reassembling of the engine valves v3
Procedure
1 Check the valve springs for cracks, corrosion or wear marks and if any, replace the
springs with new ones.
2 Put new seal rings in the valve guides.
3 Lubricate the valve stems with engine oil.
4 Put the valves in and check for free movement.
5 Put on the springs and rotators.
Compress the springs with the tool set 834000. Put the valve cotters in and unload the
springs. Check that the valve cotters fit properly.
DBAC042854 12-13
Hydraulic oil
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 the tool.
Fig 12-10 REASSEMBLING FIG-HYD-1A v1
12.3.5 Pf "Maximum firing pressure", measured at the

indicator valve v1
It is recommended to measure the Pf by using an electronic tester.The Pf "Maximum firing

pressure" has to be measured as an average of at least 32 cycles. Operation and
adjustments of the amplifier, see the tester manual.
12-14 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 12A. Testing the cylinder tightness
12A. Testing the cylinder tightness

Prerequisites
NOTE
Test the cylinder tightness immediately after the engine has stopped.
A tool can be used to control the cylinder and valve tightness.
Procedure
1 Turn the appropriate piston to ignition TDC (all valves closed) for the cylinder
concerned.
12A.1 Connecting the tool for Vasa 32 v12
Procedure
1 Connect the tool to the indicator valve in open position.
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 12A-1 Testing the cylinder tightness FIG-321260 v1
2 Measure the cylinder tightness.

See, section 12A.2.
12A.2 Measurement v3
Procedure
1 Connect air to the tool with a pressure of 6-7 bar (= normal working air pressure).
DBAC042854 12A-1
12A. Testing the cylinder tightness Wärtsilä Vasa 32 Instruction Manual
2 Open the valve on the tool and record the pressure.

3 Close the valve.
4 Measure the time (in seconds) it takes for the pressure to drop 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 will be indicated by the immobility of the valve when the engine is
turned.
A burnt valve can normally be seen from the exhaust temperature. If the valve clearance
is zero, it will also cause a direct pressure drop.
● Carbon particles that were trapped between the valve and the seat when the engine was
stopped, could also prevent the valve from closing properly thus causing a direct
pressure drop. If this is suspected, the engine should be run for a few minutes and the
test repeated.
● If a blow-by between the cylinder liner and piston is suspected e.g. due to the fast
fouling of filters or high crankcase pressure, it is best to test all the cylinders and
compare the readings.
For example: From a six cylinder engine you get a serial: 12, 17, 15, 4, 19 and 18
seconds.
This shows that cylinder No. 4 is the one where blow-by is to be suspected.
This conclusion can be verified by listening for leaking sounds inside crankcase during
testing.
● If time restrictions only allow the overhaul of one piston, the piston of the cylinder with
the worst blow-by should be dismantled and inspected. The result of the inspection will
give some indication of the general engine condition.
● When testing the cylinder after an overhaul, a rapid pressure drop can be observed. This
is because the pistons have not been run-in.
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.
NOTE
The general condition of an engine is indicated with the test device, but the
operation data records are more important. Overhaul the engine at the
recommended intervals; do not wait until a test such as this indicates a fault.
12A-2 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 13. Camshaft Driving Gear
13. Camshaft Driving Gear

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).
The intermediate wheels (3) and (10 and 11) are journalled on the bearing shafts (4).
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). The camshaft driving wheel supports a helical gear wheel (22) for the speed governor
drive, and the camshaft extension is equipped with an overspeed trip (15). Lube oil nozzles
provide for lubrication and cooling of the gearing.
13.1 Intermediate gears
13.1.1 Removing of camshaft gearing v2
Procedure
1 Remove the gearing covers

and the adjacent camshaft covers. Turn the crankshaft to TDC at ignition for cylinder No.1.
2 Unscrew the fastening screws (18)
for the housing of the overspeed tripping device (15) and remove the cover (17).
and remove the overspeed tripping device (15) and the housing (19).
4 Remove the cover (6)
Fig 14-2, from the starting air distributor at the free end of the camshaft (in-line engine and
V-engine A-bank).
5 Unscrew the flange connection screws (13)
and remove the camshaft extension (14).
6 Unscrew the fastening nuts (1)
Fig 14-1, of all rocker arm brackets. Move the camshaft in the direction of the free end
(max. 25 mm) by using a suitable lever and lift the camshaft driving wheel out.
7 Unscrew the centre screw (6).
Unscrew the fastening screws (7) and remove the pin support (5). For withdrawal of the pin
support two fastening screws (7) can be fitted to the threaded holes in the flange and
tightened against the engine block.
8 Mount on the mounting/dismantling tool
3V80D13 by using two of the pin support screws.
DBAC042854 13-1
13. Camshaft Driving Gear Wärtsilä Vasa 32 Instruction Manual
D 22 20 21 19
18
17
A
16
D
15
A 14
24 13
12
23
Db 7
6
9
5
8 4
B
10 11
9 26
B
7
6
8
5
4
2
3
25
1. Gear wheel 2. Screw 3. Intermediate wheel 4. Shaft 5. Pin support 6. Centre screw 7.
Screw 8. Sleeve 9. Screw 10. Intermediate wheel 11. Intermediate wheel 12. Driving wheel
13. Camshaft screw 14. Camshaft extension 15. Overspeed trip 16. Screw 17. Cover 18.
Screw 19. Housing 20. Guiding pin 21. Screw 22. Gear wheel 23. Nut 24. Camshaft end 25.
Screw 26. Syringe Db. View D, B-Bank
Fig 13-1 Camshaft driven gear WS-32-321356 v1
9 Before lifting out the intermediate gears

(10 and 11), mark the teeth of the gear (11) locating opposite the oil syringe (26) with a paint
marker or similar. Remove the screw (9) and the bearing shaft (4) and lift out the
intermediate wheels (10 and 11). For withdrawal of the shaft, the centre screw (6) can be
used together with a suitable washer against the engine block.
13-2 DBAC042854
NOTE
The intermediate wheels (10 and 11) should not be dismantled unless it is
necessary because the relative position between the two wheels is adjusted
when assembled at the factory.
10 Remove the intermediate wheel (3)

by proceeding as with the intermediate wheels (10 and 11).
13.1.2 Mounting of the camshaft gearing v1
Procedure
1 Turn the crankshaft as follows:

a) In-line engine: Turn crankshaft to TDC for cylinder No.1.
b) V-engine; camshaft gearing of both cylinder banks removed: Turn crankshaft to TDC
for cylinder No.A1.
c) 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.
d) 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.
2 Lift the intermediate wheel (3)
into position.
3 Insert the bearing shaft (4),
screw on tool 3V80D13 and tighten the centre screw (9) to final torque.
4 Insert the pin support (5)
and tighten the screws (7).
5 Tighten the centre screws (6)
to final torque. The screw (6) has to be sealed under the head with a non-drying sealing
compound.
6 Check the axial bearing clearance
and the tooth clearance between the wheels (1) and (3).
7 Lift the intermediate wheels (10 and 11) into position
and turn them until the marked tooth is opposite the oil syringe. Proceed as with the
intermediate wheel (3).
and the tooth clearance between the wheels (10) and (3).
9 Lift the camshaft driving wheel (12) into position
the marks at the edge of the engine block being according to Fig 13-1, view D.
10 Fit the camshaft extension (14),
push the camshaft into position, guided by the pin (20), and tighten the flange connection
screws (13).
11 Mount the overspeed trip housing (19)
and the overspeed trip device (15) and tighten the screws (16). On the V-engine B- bank the
overspeed trip housing and overspeed trip device are substituted by a bearing housing and
an end flange.
DBAC042854 13-3
12 Lock the screws (16)

with locking wire and mount the cover (17).
and tooth clearance between the wheels (11) and (12).
14 Check the valve timing
of one cylinder and the fuel delivery commencement. On the V-engine, check the firing
sequence of the cylinder banks. If necessary, the timing can be adjusted by loosening nuts
(23) slightly so that the gears (4) and (10) can be moved in relation to each other. Tighten
the nuts (23) to correct torque after adjustment.
15 Check that the nuts (23) are tightened
to correct torque by using the tool combination according to Fig 13-2.
16 Mount the covers
for the gearing, camshaft and starting air distributor.
Box wrench 24-27 Torque wrench EVT 3000A

M2 = 196 Nm
Socket wrench 27*12,5L
L
M = 280 *
4V80G18, Hexagon bar 2 L+300
(11,8 0.79in)
300 20mm L= 430 mm
Fig 13-2 Tool combination for intermediate gear wheel WS-32-321353 v1
13.2 Split gear v2
If the split gear wheel has to be changed, one half of the wheel should be removed/
mounted at a time.
NOTE
The valve timing remains unchanged, and does not need any adjustment.
13.2.1 Removing of the split gear wheel v4
Prerequisites
After the gearing is removed according to section 13.1.1, the split gear wheel (1) can be
removed from the crankshaft.
Procedure
1 Lower the bearing cap

for main bearing No. 1, see chapter 10, section 10.1.1.
2 Loosen the fastening screws (25).
3 Unscrew the axial screws (2).
13-4 DBAC042854

and remove the gear wheel halves.
13.2.2 Mounting the split gear wheel v4
Procedure
1 Clean the parting surfaces of the wheel halves and the contact faces of the gear
wheel and the crankshaft.
2 Lower the bearing cap for main bearing No.1.
See chapter 10, section 10.1.1.
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.
Fasten the screws (2) and (25) by hand.
5 Tighten the axial screws (2) to a torque of 10 Nm.
Check that contact is established between the gear wheel and the crankshaft flange.
6 Tighten the fastening screws (25) to a torque of 40 Nm.
The screws closer to the crankshaft flange should be tightened first.
7 Tighten the fastening screws (25) to stated torque.
The tightening order should be same as mentioned in step 7.
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 13-3. Turn the engine and
use a dial indicator to get the diameter indications. 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 10.1.1.
DBAC042854 13-5
16
Fig 13-3 Measuring split gear wheel WS-32-321351 v2
13-6 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 14. Valve Mechanism and Camshaft
14. Valve Mechanism and Camshaft
14.1 Valve mechanism v1
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.
B 13 14
5
8
6
15
7
11
10 B
12
16
A1 A2
1.Nut, 2.Retainer ring, 3.Rocker arm, 4.Push rod, 5.Protecting sleeve, 6.Nut, 7.Guide block,
8.Cover, 10.Guiding pin, 11.Valve tappet, 12.Bearing journal, 13.Bearing bracket, 14.Yoke,
15.Cylindrical pin, 16.Spring.
Fig 14-1 Valve mechanism WS-32-321478 v1
DBAC042854 14-1
14. Valve Mechanism and Camshaft Wärtsilä Vasa 32 Instruction Manual
14.1.1 Dismantling of valve mechanism v2
Procedure
1 Remove the covers

of the valve mechanism and camshaft from the cylinder concerned.
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) for inspection. 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.
CAUTION
When removing the cover (8), note that it is spring loaded.
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.
14.1.2 Inspection of valve mechanism parts v1
Procedure
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 all O-rings.
14-2 DBAC042854
14.1.3 Assembling of valve mechanism v10
Procedure
1 Mount the cover (8).

2 Lubricate the parts of the valve tappet
with clean engine oil and assemble. Observe the marks for correct positions.
3 Insert the spring (16) and the valve tappet (11)
into the guide block (7). Insert the guiding pin (10).
4 Mount the guide block
to the engine block and tighten the nuts (6).
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, that measures A1= A2 according to Fig 14-1.
Tighten the nuts (6) to the right torque, according 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 12.1.5.
8 Lubricate the rocker arm bearing bushes
and mount the rocker arms (3) on the bracket.
9 Apply the retainer rings
(2) using pliers A40 DIN 5254. 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
according to section 06.1.1 and mount the covers.
14.2 Camshaft v5
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 (on A-bank in V-engine) the camshaft is equipped with an overspeed trip (8), an
axial bearing (5) and a helical gear (7) for driving of the speed governor. At the free end, the
camshaft has an extension (9) with a cam for operating the starting air distributor.
On a V-engine, B-bank, the camshaft has an axial bearing situated at the driving end,
similar to A-bank.
DBAC042854 14-3
6 9 2 4 3 1 7 5 8
1.Camshaft piece, 2.Bearing journal, 3.Screw, 4.Fixing pin, 5.Axial bearing.6.Cover, 7.Gear,
8.Overspeed trip device, 9.Extension piece,
Fig 14-2 Camshaft WS-32-321452 v1
14.2.1 Removing of camshaft piece v7
Procedure
1 Remove the camshaft cover,

injection pump and guide blocks from the cylinder concerned.
2 Unscrew the flange connection screws (3)
from both ends of the camshaft piece by using the tool 806040. The flange connection
screws are treated with a locking compound and can be used only once.
3 Remove the cover
(6) from the starting air distributor and unscrew the rocker arm bracket fastening nuts and
remove the rocker arm brackets 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 fixing 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.
14.2.2 Mounting of camshaft piece v6
Procedure
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
14-4 DBAC042854
(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 using the tool 806040. 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 cover (6)
of the starting air distributor, injection pump, guide blocks, etc.
7 Check the valve clearances
and delivery clearances of the injection pumps on all cylinders towards the free end.
DBAC042854 14-5
14-6 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 15. Turbocharging and Air Cooling
15. Turbocharging and Air Cooling

The turbochargers are of the axial turbine type. An insert type charge air cooler is mounted
in the housing, which also serves as a bracket for the turbocharger. The housing is normally
fitted to the free end of the engine. V-engines have two identical cooler inserts in a common
housing.
The gas inlet and outlet housings of the turbocharger are cooled with water and connected
to the engine cooling system. The turbocharger has its own lubricating oil system.
The charge 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 with metal bellows.
The turbocharger is equipped with cleaning devices for cleaning both the compressor and
the turbine by water injection.
Materials of the tubes and water boxes of the air cooler depend on the cooling medium
used.
7
A 5
3
4
9 8 A-A
A
1. Bellows, 2. Air duct, 3. Air vent screw, 4. Header, 5. Header, 6. Drain pipe, 7. Thread hole
for lifting tool, 8. Screw.9. Connections for diff. press. measuring,
Fig 15-1 Turbocharger and air cooler WS-32-321551 v1
15.1 Turbocharger maintenance v7
Normal overhauls can be carried out without removing the turbocharger from the engine.
When dismantling, remove the protecting covers and the connection pipes for water.
Loosen the exhaust inlet and outlet pipes.
When reassembling change the seals. High temperature resistant lubricants are used for
exhaust pipe screws.
DBAC042854 15-1
15. Turbocharging and Air Cooling Wärtsilä Vasa 32 Instruction Manual
Maintenance of the turbocharger is carried out according to section 15.2.1 and to the
instructions of the turbocharger manufacturer. It is recommended to use the service
organisation of the engine manufacturer or the turbocharger manufacturer.
15.2 Water cleaning of turbocharger during operation
15.2.1 Water cleaning of turbine v11
Water cleaning instructions for the turbine do not concern 34SG engines.
As practical experience shows, the dirt deposits on the turbine side can be reduced by
periodic cleaning (washing) during operation. Dirty turbines cause higher temperatures of
the exhaust gas and higher stress to the bearings due to imbalance. Washing of the turbine
side is necessary when running on heavy or light fuel. The wash interval when running on
light fuel can be extended to ≥ 500 hour.
During long periods of operation, periodic water cleaning prevents the build-up of excessive
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 have significant effect 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. To do this,
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 Cleaning procedure. 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 according to the table. Additives or solvents must
not be used in the cleaning water. The use of salt water is prohibited.
Housings with several gas inlets are provided with an inlet valve for each exhaust pipe. The
engine 4R32 is provided with two valves on the same pipe in case it has only one gas inlet
(generating sets). The valves are connected to a quick-coupling .
The water washing of the turbine should be done as described in Cleaning procedure. The
water flow is adjusted by flow meter to a recommended value.
Water cleaning of turbine

Water pressure 3.0–5.0 bar
Turbocharger size Water flow (l/min)
VTR 254 13
VTR 304 16
VTR 354 28
During cleaning, the exhaust housing is drained through the drain valve.
Cleaning must be done regularly, see Maintenance Schedule. Depending on the results
obtained, the interval between two washings can be increased or reduced.
15-2 DBAC042854
2 3 4
1 Inlet valve 4 Flow adjustment valve

2 Quick-coupling 5 Drain valve
3 Flow meter
Fig 15-2 Water cleaning of turbine WS-32-321596 v2
15.2.2 Cleaning procedure v3
Procedure
1 Record the charge air pressure, cylinder exhaust gas temperatures, turbocharger
speed, at nominal load. Use these values later to evaluate the efficiency of the
cleaning.
2 In diesel engines, reduce the engine load corresponding to a receiver pressure of
0.3-0.5 bar at nominal speed. In marine main engine installations with a fixed
propeller, reduce the speed to between 400 and 600 rpm. Run the engine for 10
minutes on this load before the washing is started. Maximum exhaust gas
temperature after cylinder during stabilization is 380°C.
NOTE
If the washing is started earlier than ten minutes on stable load as above, it may
damage the turbocharger.
NOTE
Clean the turbine (exhaust side) of the turbocharger at low engine loads
(15-20% of full rated load).
3 For DF engines, reduce the engine load to 10-15% in diesel mode.
DBAC042854 15-3
Run the engine in diesel mode for 10 minutes on this load before the washing is started.
Maximum allowed exhaust gas temperature after cylinder during stabilization is 380°C.
NOTE
If the washing is started earlier than ten minutes on stable load as above, it may
damage the turbocharger.
4 Open inlet valves and check that they are not clogged.
5 Connect the water hose.
6 Open drain valve and check that it is not blocked.
7 Open flow adjustment valve slowly and increase the water flow until the correct flow
is reached.
8 The washing time is 10 min.
The cleaning procedure can be repeated if necessary after one to two hours of normal
operating.
9 After termination of water injection the engine must run for three minutes at an
unchanged load until all parts are dry.
10 Shut all valves and disconnect the hose to ensure that no water can enter exhaust
pipes after washing.
11 Resume normal engine operation at higher output. After at least one hour at normal
output, repeat the readings taken in step1 above at same load and compare the
values.
12 In case the engine has to be stopped after the cleaning.
Run the engine for 10 to 20 minutes more after the turbocharger has been cleaned with
water. Doing so ensures that all parts are completely dry.
15.2.3 Water cleaning of compressor v8
Prerequisites
The compressor can be cleaned during operation by injecting water. The method is
suitable, provided contamination is not too far advanced. If the deposit is very heavy and
hard, the compressor must be cleaned mechanically.
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 additives 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 high load but not exceeding 80%,
that is, at a high compressor speed. See also turbocharger instruction manual.
NOTE
Clean the compressor air side of the turbocharger at a load between 50 and
80%.
Cleaning must be done regularly according to Maintenance Schedule. Depending on the

results obtained, the interval between two washings can be increased or reduced.
15-4 DBAC042854
15.2.4 Compressor cleaning procedure v9
Procedure
1 Record the charge air pressure, cylinder exhaust gas temperatures, and charge
speed. Use these values later to evaluate the efficiency of the cleaning.
2 Fill the water container with clean water and close the water container.
3 Open the valve and press the button.
The button opens a valve which admits compressed air from the compressor through the
pipe. This forces the water through a passage and through the pipe. In V-engines, choose
turbocharger for cleaning with the valve.
4 Push the valve lever towards the spring or alternatively push the button.
Hold it for about 10 seconds until all the water has been injected.
5 After at least one hour at normal output, repeat the readings taken in step1 for
comparative purposes.
The change in charge air pressure and in the exhaust gas temperature indicates the
success of the cleaning process.
6 In case the engine has to be stopped after the cleaning.
Run the engine for 5 minutes more after the compressor has been cleaned with water.
Doing so ensures that all parts are completely dry.
NOTE
If washing is not successful, wait for 10 minutes before repeating the process.
1
1
2
2
1 Valve 3 Valve lever

2 Water container 4 Push button
Fig 15-3 Water cleaning of compressor WS-32-321506 v3
DBAC042854 15-5
15.3 Allowable operation with damaged turbocharger v4
In case of a serious breakdown of the turbocharger, a blanking device or a rotor locking

device can be fitted according to the instructions in the turbocharger manual.
When the engine is in an emergency situation like this, it can be operated temporarily at
20% output (DF engines, only in diesel mode). The thermal overload is a limiting factor on
the diesel engine. Therefore, the exhaust gas temperatures must be carefully watched
during operation with a locked rotor.
The exhaust gas temperature after the cylinders must not exceed 500°C.
NOTE
Both of the turbochargers on a V-engine must be locked or blanked if one of
them fails.
15.4 Maintenance of charge air cooler
15.4.1 General maintenance v4
Procedure
1 Condensation from the air is drained through the drain pipe at the bottom of the
cooler housing after the cooler.
Examine regularly that the draining pipe is open by checking the air flow with running
engine.
NOTE
If water keeps 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 leaking 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 corrosion.
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 to avoid vacuum when draining.
3 Clean and pressure test the cooler at intervals, see Maintenance Schedule.
If the pressure difference over the air side of the cooler is too high or if the receiver
temperature cannot be held within stipulated values at full load.
4 Always when cleaning, check for corrosion.
15.4.2 Cleaning of air cooler v5
Prerequisites
Cleaning of the air side should be done early enough to avoid accumulations of soot and oil
on the fins. This may form a hard crust that is difficult to remove, as well as a deposition of
other crack products that form a sulphuric acid (Compound with condensate) when left on
the fins and tubes for some time.
15-6 DBAC042854
Generally an increase of pressure drop (Δp) over the air side of the cooler with 100 mmH2O
compared to a new/clean cooler means that the cooler needs cleaning. The pressure drop
should be measured at 100 % load or at least always at the same high load level. See Fig
15-1 for connections.
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.
15.4.3 Dismantling the air cooler v9
Procedure
1 Remove the support screws (9) and (10), seeFig 15-5

2 Remove the cooling water pipes.
3 Loosen the cooler flange screws.
a For an In-Line engine, withdraw the cooler until the thread or the hole (7) for the
lifting tool is visible.
b For a V-engine, withdraw the cooler about 300 mm and fit the tool 846025.
Fit the tool by using four of the air cooler fastening screws. Withdraw the cooler
completely towards the tool stop. Use screws in the two threaded extractor holes in the
flange to loosen the cooler.
4 Apply the lifting tool (shackle) and lift off the cooler.
15.4.4 Chemical cleaning v7
Procedure
1 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 15.4.6. 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 thoroughly
with water.
NOTE
The use of a high pressure water jet for flushing, should be avoided because:
- it will push the dirt into the middle of the cooler.
- the risk of damaging the cooler fins.
Both of above will result in an increased pressure drop over the cooler.
2 Clean the water side by detaching the headers (4) and (5) from the cooler and
immersing the tube bundle into a chemical cleaning bath for at least 24 hours.
Upon completion, follow the instruction given for the air side.
3 Change the gaskets before reassembling the headers.
4 It is also recommended to pressure test the cooler before mounting it on the engine.
DBAC042854 15-7
A.Steam or air, B.Perforated pipes, C.Cooler insert.
Fig 15-4 Air cooler cleaning tank WS-32-321586 v1
15.4.5 Assembly of charge air cooler v9
Procedure
1 Mount the cooler on the engine

and tighten the screws (8) by hand.
2 Apply water resistant grease
onto the upper (9) and lower (10) support screws.
3 Tighten the upper support screws
(9) by hand until the contact to the cooler is reached. Tighten the counter nuts.
4 Tighten the lower support screws
(10) to a torque of 40 Nm. Tighten the counter nuts.
5 Vent the cooler
and check the tightness when starting up.
15-8 DBAC042854
A-A
A
8
10
8.Screw, 9.Screw, 10.Screw.
Fig 15-5 Supporting of air cooler WS-32-321501 v1
15.4.6 Recommended detergents v1
The instructions and handling guidelines provided by the manufacturer of the detergent in
question should always be observed when using the chemical.
Recommended cleaning detergents

Supplier Product designation
Basol Ltd Basol 77
Clensol Ltd Industrial Clegris
Drew Ameroid Marine Division Ameroid ACC9

Ashland Chemical Company
One Drew Plaza
Henkel KGaA P3-Grato 90

Düsselldorf
Houseman Ltd H.D. Powder

The Priory, Burnham W.1.H.D.S phenol
Slough SL 1 7LS, UK
Nalco Chemical Company Nalfleet ACC

One Nalco Centre
Naperville, Illinois
60566 - 1024 USA
Vecom Holding BV Vecom B-85

PO Box 27
3140 AA Maassluis, Holland
DBAC042854 15-9
15.4.7 Combi Degreaser Cleaning v1
When an air cooler is due for cleaning Wärtsilä recommend using the new cleaning method
together with the latest type of Wärtsilä Biodegradable cleaning concentrate, Wärtsilä
Combi Degreaser, product number C51003.
This Wärtsilä Combi Degreaser concentrate is environmentally friendly and not harmful for
health, not fire hazardous, does not affect O-rings or gaskets and is not corrosive.
For inquiries and price quotation for the product, contact your nearest Wärtsilä office or
Wärtsilä Finland, Service department.
15.4.7.1 Description of the cleaning process v2
Prerequisites
The cleaning effect is based on the cleaning liquid, Wärtsilä Combi Degreaser, in
combination with the flow of the liquid, transporting the dirt out of the cooler.
The work procedure for cleaning the air cooler, airside according to the new procedure is as
follows:
Procedure
1 Dismantle the air cooler from the engine,

see section 15.4.3, step 1 and 2.
2 Put the air cooler in a suitable stainless steel or plastic tank
with a filterscreen in the bottom (replaceable filter pad).
3 Install the funnel-shaped cover
on the coolers air outlet side.
4 Fill up the tank with the cleaning liquid,
Wärtsilä Combi Degreaser, mixing ratio 1:4 (WCD/water).
5 The liquid needs to be heated to about 60°C
for best cleaning effect.
6 Connect a rubber hose from the circulation pump unit
to the cover and a suction hose from the tank.
7 Circulate the liquid for 4 to 8 hours
depending on degree of fouling.
8 Check the pH value
(it should not exceed 3 for best cleaning result).
9 Flush the cooler with fresh clean water after cleaning.
NOTE
The use of a high pressure water jet for flushing, should be avoided because:
- it will push the dirt into the middle of the cooler.
- the risk of damaging the cooler fins.
Both of above will result in an increased pressure drop over the cooler.
This procedure can be combined with ultrasonic equipment if available.
15-10 DBAC042854
8
3
6
1 Funnel 5 Filter
2 Tank 6 Suction
3 Cooler 7 Heater
4 Cleaning liquid 8 Pump unit
Fig 15-6 Combi Degreaser cleaning system WS-32-321504 v1
15.4.8 Ultrasonic cleaning v1
Cleaning with ultrasonic equipment will loosen the deposits but it has to be combined with
an efficient flushing to remove the deposits from the cooler. It is also important that the
correct settings, temperature and detergent is used, according to manufacturer's
instruction, when cleaning with ultrasonic cleaning.
DBAC042854 15-11
15-12 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 16. Injection System
16. Injection System

This chapter deals with the high pressure side of the fuel system including injection pump,
high pressure pipe and injection valve.
The injection pumps are one-cylinder pumps with built-in roller tappets. The element, of
mono element type, is pressure lubricated and the drain fuel is led to a pipe system with
atmospheric pressure outside the pump, or back to the low pressure cycle of the injection
pump.
Each injection pump is equipped with an emergency stop cylinder coupled to an electro-
pneumatic overspeed protecting system.
The injection line consists of an injection pipe and a connection piece, screwed sideways
into the nozzle holder. The injection valve consists of a nozzle holder and a multi-orifice
nozzle.
16.1 Injection pump
16.1.1 Removal of injection pump v4
Prerequisites
It is recommended that the engine runs 5 min. with light fuel before it is stopped for
overhaul of the injection pump.
Procedure
1 Shut off fuel supply

to the engine and stop the prelubricating pump.
2 Unscrew and remove
the fuel feed pipes and the pneumatic air pipe. Loosen the oil pipes to the pump.
3 Remove the pneumatic shut-down cylinder.
4 Remove the injection line.
Immediately cover all openings with tape or plugs to prevent dirt from entering the system.
so that the injection pump tappet is in the bottom position, the roller resting on the base
circle of the cam.
6 Loosen the flange nuts and
lift off the pump.
7 Cover the bore
in the engine block.
DBAC042854 16-1
16. Injection System Wärtsilä Vasa 32 Instruction Manual
16.1.2 Mounting of injection pump v4
Procedure
1 Clean the contact surfaces of the pump.

Also clean the plane and the bore of the engine block.
2 Check the O-ring
of the insert part and lubricate with grease or engine oil. Check that the fuel cam is not in
the lifting position.
3 Fit the pump.
Slide the fuel rack connection into place during this operation.
4 Check with a feeler gauge
that the pump housing is aligned with the camshaft, i.e. measures B1 = B2 according to Fig
16-1.
5 Tighten the flange nuts
to torque, remove protecting tapes and/or plugs and connect the oil pipes.
6 Rotate the control shaft
and check that all pumps follow the shaft movement. Check the fuel rack positions of all
pumps, see section 22.1.
7 Remove the protecting tapes
or plugs and connect the fuel feed pipes and the injection line. Tighten the nuts to torque.
8 Open fuel supply
to the engine and vent the fuel system according to the instructions in chapter 17. The
injection pump is provided with a venting plug (42).
9 Mount the de-aeration plug
with a new steel sealing ring and tighten to the torque stated in section 07.1.
NOTE
Never use copper seal rings on the injection pumps. A deformed seal ring may
cause hazardous fuel spray and/or fire.
16.1.3 Control of fuel delivery commencement v3
Prerequisites
The beginning of the effective pump stroke is determined by an indirect method, i. e. by
watching when the passage between the low pressure side and the high pressure side of
the injection pump is shut by the edge of the element plunger, A in Fig 16-1, the so-called
"flowing position".
One method is described below but it is recommended to use the pneumatic test
equipment (848 044) for more accurate control and when calibrating an injection pump.
Control of fuel delivery commencement is necessary only if major components have been
changed, e. g. injection pump, injection pump element or camshaft piece.
16-2 DBAC042854
Procedure
1 Shut off fuel supply

to the engine.
3 Open the screws (39)
crosswise in steps of 30°, remove the head piece (35) and the fuel delivery valve cone and
spring (33).
4 Replace the head piece (35)
and tighten the screws (39) to torque.
5 Connect the funnel 3V86C29
to the injection pump to obtain fuel supply.
6 Set the injection pump rack
at its maximum end position.
to a position 22° before TDC at ignition.
8 Fill the funnel
with distillate fuel. Fuel is now flowing out from the head piece (35).
33 35
3V86C29
A
0 5
43
14
16
17
42
21 44
32
18 39
28
B1 B2
11
11. Fuel rack 14. Control sleeve 16. Spring disc 17. Spring 18. Spring disc 21. Fixing screw
28. Calibrating disc 32. Screw 33. Spring 35. Head piece 39. Screw 42. Vent screw 43. Seal
ring 44. Erosion plug
Fig 16-1 Injection pump WS-32-321660 v1
DBAC042854 16-3
9 Keep the level in the funnel constant

by refilling and turn the crankshaft slowly in the engine rotating direction. Watch when fuel
stops emerging. Read the position of the crankshaft.
10 Repeat steps 7, 8 and 9
for all the cylinders to be checked.
11 Compare the crankshaft positions
with the correct values, see test records. The deviation between the different cylinders in
one engine should not exceed
0.5° crank angle. If larger deviations are noted, the injection pumps must be changed
and/or overhauled and checked. It is recommended to check/re-calibrate whenever the
pump element or tappet is changed on an injection pump. The tolerance for the calibrating
disc (28) when calibrating a pump is +0.00 ... +0.05 mm which corresponds to 1/5° crank
angle.
Note! For accurate calibrating, the pneumatic test equipment (848 044) for injection pump
should be used.
12 Reassemble the fuel delivery valve,
pressure relief valve and the head piece. Tighten the screws (39) to torque given in section
07.1.
16.1.4 Injection pump overhaul v3
Prerequisites
It is presupposed that the injection pump is removed from the engine and the outside of the
pump carefully cleaned.
NOTE
The element cylinder, plunger and delivery valve are matched and they must be
kept together during the overhaul.
Procedure
1 It is recommendable
to put the pump in a screw vice, in positions convenient for the different operations.
2 Support the roller tappet
and open the fixing screw (21).
3 The roller tappet
and the element plunger can now be taken out. Take care when handling the plunger
because it may come loose from the tappet.
4 Remove the spring
and the control sleeve.
5 Turn the pump
into vertical position.
crosswise in steps of 30°, remove the head piece and remove the fuel discharge valve with
spring and pressure relief valve with spring.
16-4 DBAC042854
of the element in steps of 30°.

8 Take out the element cylinder
by using a soft tool. Always use clean latex gloves when handling injection equipment.
9 Wash the element plunger
and the cylinder in clean fuel or special oil and always keep them together, the plunger
being inserted in the cylinder. Pay special attention to the grooves and bores for leak fuel
and lubrication oil.
10 Normally, further dismantling
is not necessary. It is recommendable to keep the components of different pumps apart
from each other, or to mark the details so they can be fitted into the same pump. The
details must be protected against rust and especially the running surface of the element
plunger should not be unnecessarily handled with bare fingers.
11 Wash the parts
in absolutely clean diesel oil and lubricate with engine oil.
12 Renew the seal rings and supporting rings
in the pump house and on the element cylinder and lubricate the rings with vaseline or
lubricating oil.
13 Re-install the element cylinder
into the position where the fixing groove corresponds to the guiding pin.
14 Tighten the screws (32)
crosswise in steps according to section 07.1 to ensure equal tightening of every screw.
15 Reinstall the main delivery valve
with spring and the pressure relief valve with its spring.
16 Mount the head piece (35)
and tighten the screws (39) crosswise in steps, according to section 07.1, to ensure equal
tightening of every screw.
CAUTION
Incorrect mounting may cause the engine to overspeed!
17 Turn the pump

and fit the control sleeve (14). Move the fuel rack (11) to a position where two marks can be
seen. One of the control sleeve teeth is chamfered, and this tooth must slide into the
tooth space between the marks of the rack.
18 Re-install the spring disc (16)
and spring (17).
19 Remove the seal ring (43)
and mount a new one using the tool 846195.
20 Assemble the element plunger
and tappet with the spring disc (18) and calibrating disc (28).
21 Note the mark on one of the plunger vanes.
The marked plunger vane must slide into the fuel rack side of the control sleeve, i.e.
correspond to the marks on the fuel rack and the chamfered tooth of the control sleeve. The
guiding groove of the tappet must correspond to the fixing screw, i.e. be turned to the slide
opposite the marked plunger vane.
22 Re-install the plunger tappet assembly.
DBAC042854 16-5
23 Screw in and tighten the fixing screw (21).

24 Check that the fuel rack (11)
can be easily moved.
25 Unless the pump is immediately mounted
on the engine, it must be well oiled and protected by a plastic cover or similar. The fuel
ports and injection line connection must always be protected by plugs or tape.
16.1.5 Changing of erosion plugs v1
Procedure
1 Remove the locking wire or plate

and the erosion plugs (44), see Fig 16-1.
2 Mount new erosion plugs
and tighten to correct torque, see section 07.1.
3 Lock the erosion plugs
with the locking plates or with wires to the fastening screws.
NOTE
To prevent the risk of a high pressure fuel leakage, the erosion plugs must be
locked.
16.2 Injection line v5
The injection line consists of two parts, the connection piece, which is screwed into the
nozzle holder, and the injection pipe.
The connection piece seals with plain metallic surfaces and these surfaces are to be
checked before mounting. Always tighten the connection piece to correct torque before
mounting the injection pipe. Also tighten the connection piece when only the injection pipe
has been removed, because there is a risk of the connection piece coming loose when
removing the pipe.
The injection pipes are delivered complete with connection nuts assembled. Always tighten
the connections to correct torque.
When removed, the injection line details have to be protected against dirt and rust.
16.3 Injection valve v5
The injection valve is centrally located in the cylinder head and includes the nozzle holder
and nozzle. The fuel enters the nozzle holder sideways through a connection piece screwed
into the nozzle holder.
16-6 DBAC042854
12 12 12
10 10 10
9 9 9
11 11 11
2 2
2 8
8
8
6 6 6
2,2
5 5 5
3 3 3
LÓRANGE DUAP BOSCH

2. Injection valve body 2.2 Fixing pin 3. Nozzle 5. Nozzle nut 6. Push rod 8. Spring 9. Adjusting screw 10. Nut
11. Seal ring 12. End cup
Fig 16-2 Injection valve WS-32-321653 v1
16.3.1 Removing nozzle holder v2
Procedure
1 Remove the cylinder head cover

and the hot box cover.
3 Loosen the sealing flange
of the connection piece and unscrew the connection piece.
4 Remove the fastening nuts
of the injection valve.
5 Lift out the injection valve.
If necessary, use the extractor 837000. If too much force has to be used, there is a risk of
the stainless sleeve of the cylinder head coming loose which, in such a case, must be
checked.
6 Protect the fuel inlet hole
of the injection valve and bore in the cylinder head.
DBAC042854 16-7
16.3.2 Mounting injection valve v2
Procedure
1 Check that the bottom of the stainless sleeve

in the cylinder head is clean. If necessary, clean or lap the surface with the tool set
3284B01. If lapping is necessary, the cylinder head must be lifted off. For lapping, a steel
washer and fine lapping compound is used. The injection valve seals directly to the bottom
of the stainless sleeve.
2 Put new O-rings on the injection valves.
Lubricate the injection valve with engine oil or vaseline/grease.
3 Fit the injection valve
into the cylinder head bore.
4 Put new O-rings in the sealing flange
of the connection piece. Mount the flange on the connection piece and screw in the
connection piece by hand. Tighten to correct torque.
5 Tighten the fastening nuts
of the injection valve to correct torque in steps of 10 - 20 Nm.
6 Fasten the sealing flange of the connection piece.
7 Mount the injection pipe
and tighten the cap nuts to torque.
8 Mount the covers.
16.3.3 Overhauling injection valve v5
Procedure
1 Inspect the nozzle

immediately after removing the injection valve from the engine. Carbon deposits (trumpets)
may indicate that the nozzle is in poor condition, or the spring is broken. Clean outside of
the nozzle with a brass wire brush. Don't use steel wire brush.
2 Release nozzle spring tension
by opening the counter nut (10) and screwing up the adjusting screw (9).
3 Remove the nozzle from the holder
by opening the cap nut (5). Keep the nozzle together with the holder body, don't let it follow
up with the nut. If there is coke between the nozzle and the nut, the dowel pins may break
and damage the nozzle. To avoid this, knock on the nozzle, using a piece of pipe according
to Fig 16-3, to keep it towards the holder.Never knock directly on the nozzle tip. Be
careful not to drop the nozzle.
4 Check the nozzle needle movement
which may vary as follows:
● needle completely free
● needle free to move within normal the lifting range
● needle is sticking
16-8 DBAC042854
The needle must not be removed by force because this often results in complete jamming.
Unless it can be easily removed, immerse the nozzle in lubricating oil and heat oil to 150 -
200°C. Normally, the needle can be removed from a hot nozzle.
Fig 16-3 Max lift of nozzle, removing of nozzle from holder WS-32-321658 v1
5 Clean the details.

If possible, use a chemical carbon dissolving solution. If there is no such available, immerse
the details in clean fuel oil, white spirit or similar to soak carbon. Then clean the details
carefully by tools included in the tool set. Do not use steel wire brushes or hard tools.
Clean the nozzle orifices with needles provided for this purpose. After cleaning, rinse the
details to remove carbon residues and dirt particles.
Before inserting the needle in the nozzle body, immerse the details in clean fuel oil or
special oil for injection systems.
Seat surfaces, sliding surfaces (needle shaft) and sealing faces against the nozzle holder
should be carefully checked.
6 Clean the nozzle holder
and the cap nut carefully; if necessary, dismantle the nozzle holder to clean all details.
Check the nozzle spring.
7 Check the high pressure sealing faces
of the nozzle holder, i.e. the contact face to nozzle and the bottom of the fuel inlet hole.
8 Check maximum nozzle needle lift,
i.e. sum of measures A and B in Fig 16-3. If the wear B exceeds 0.05 mm, the nozzle holder
can be sent to the engine manufacturer for reconditioning. If total lift is out of the value
stated in, the nozzle should be replaced by a new one.
9 Reassemble the injection valve.
Tighten the cap nut to the torque given in section 07.1.
10 Connect the injection valve
to the test pump. Pump to expel air. Shut the manometer valve and pump rapidly to blow
dirt out of the nozzle orifices. Place a dry paper under the nozzle and give the pump a quick
blow. Note fuel spray uniformity.
DBAC042854 16-9
11 Check the opening pressure:

● open manometer valve
● pump slowly and watch manometer to note the opening pressure. If the opening
pressure is more than 20 bar below the stated value, with damped movement of
indicator, it indicates a broken spring or badly worn parts.
12 If the spray is uniform,
adjust the opening pressure to the stated value and check the spray uniformity once more.
13 Check the needle seat tightness:
● increase pressure to a value 20 bar below the stated opening pressure
● keep pressure constant for 10 s. and check that no fuel drops occur on the nozzle tip. A
slight dampness may be acceptable.
14 Check the needle spindle tightness:
● pump until pressure is 20 bar below the stated opening pressure
● measure the time for a pressure drop of 50 bar. If the time is below 3s., it indicates a
worn nozzle, and it must be replaced by a new one. A time longer than 20 s. indicates a
fouled needle, and the nozzle must be cleaned.
15 If the tests according to step 10 - 14
give satisfactory results the injection valve can be reinstalled in the engine. Otherwise,
replace the nozzle by a new one.
16 If leakage occurs
on the high pressure sealing surfaces the damaged detail should be replaced by a new one
or reconditioned.
17 If nozzles or injection valves are to be stored
they should be treated with corrosion protecting oil.
16-10 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 17. Fuel System
17. Fuel System

The Wärtsilä Vasa 32 engine is designed for continuous Light, Heavy or Crude Oil duty. The
fuel feed system pressure adjustment recommendations varies depending on fuel quality
and installation and the values mentioned in this chapter should be used as guidelines only.
As the fuel treatment system plan usually varies from one installation to another, the system
described in this manual may not exactly correspond to the actual installation. See
installation specific documentation for further information.
The engine can be started and stopped on heavy fuel or crude oil provided that the fuel is
heated to operating temperature, see recommended operating data in chapter 01.
In multi-engine installations the engine is equipped with an electrically driven fuel feed
pump and a duplex filter to provide correct flow, pressure and filtration irrespective of the
number of engines connected to a common external treatment system.
17.1 Functional description v1
The fuel feed system is pressurized by the pump (7) and filtered in the duplex filter (6), see
Fig 17-1. The pressure control valve (3) maintains correct pressure in the system. The filter
(6) is provided with a pressure difference indicator, which indicates a possible high pressure
drop over the filter. The filter cartridges must then be changed. This is described in section
17.6.1.
A pressure gauge (1) on the instrument panel indicates the fuel inlet pressure and a local
thermometer (2) indicates the inlet temperature. A pressure switch (5) for low fuel pressure
is connected to the automatic alarm system.
Fuel leaking from injection pumps and injection valves is collected (103) in a separate
enclosed system. Thus this fuel can be reused. A special module for automatic handling of
this fuel back to the system can be delivered on request.
A separate pipe system leading from the top level of the engine block collects waste oil, fuel
and water arising, for example, when overhauling cylinder heads.
The high pressure system, with injection pump and injection valve, is described in chapter
16.
Fuel feed and circulating unit
In the fuel feed unit (A), see Fig 17-1, the fuel is pressurized in order to avoid disturbances
due to vaporising of water and fuel.
The fuel-circulating unit (B) maintains de-aerated fuel of correct viscosity (correct
temperature) and pressure to the engines and circulates the fuel in the main system.
DBAC042854 17-1
17. Fuel System Wärtsilä Vasa 32 Instruction Manual
1 P5 P6
5
2
3 21
p
16
7
C 4 8
103 102 101
15
P3
A B
10
14
11 18 12 13 16
P2 P4
9 P1
11 14
P2 P4
9 18 17 13 16
1. Pressure gauge 2. Thermometer 3. Pressure control valve 4. Pressure difference indicator 5. Pressure switch
6. Fuel filter 7. Fuel feed pump 8. Safety valve 9. Fuel transfer pump 10. Pressure regulating valve 11. Safety
valve 12. Deaeration tank 13. Circulating pump 14. Safety valve 15. Pressure regulating valve 16. Valve 17.
17-2 DBAC042854
Valve 18. Valve 19. Pilot fuel filter 20. Pilot fuel pump 21. Filter safety valve (older versions) 101. Fuel oil inlet
102. Fuel oil outlet 103. Clean fuel oil leakage P1. Fuel feed pressure P2. Safety valve adjustment P3.
Circulation pressure P4. Safety valve adjustment P5. Fuel feed pressure P6. Safety valve adjustment
Fig 17-1 Fuel system WS-32-321785 v1
17.2 Maintenance v1
When fuel system maintenance work is carried out, always observe utmost cleanliness.
Pipes, tanks and the fuel treatment equipment, such as pumps, filters, heaters and
viscosimeters, included in the engine delivery or not, should be carefully cleaned before
taken into use.
Change the filter cartridges regularly. The fuel filter is provided with a combined visual
indicator/electrical switch, connected to the automatic alarm system, which indicates too
high pressure drop over the filter.
NOTE
The paper cartridges should be changed as soon as possible when too high a
pressure drop is indicated.
The intervals between changes of cartridges depend largely on the quality and dirt content
of the fuel as well as on fuel treatment before the engine. Guidance values are stated in
chapter 04.
The fuel should always be separated and it is recommendable to fit an automatic filter in the
fuel treatment system.
Always when the system has been opened, it should be vented after reassembly, see
section 17.3.
For maintenance of the fuel treatment equipment not mounted on the engine, see separate
instructions.
17.3 Venting v1
Open the air vent screws on the injection pumps (see chapter 16, Fig 16-1 pos. 42.). Start
the fuel feed pump if the static pressure from the day tank is not sufficient. Note! Always
vent the filter after changing cartridges in the filter.
If the engine has been stopped and the feed pump is not running, the three-way valve can
be changed directly over to the position where both sides are in operation. The air can be
vented through the respective air vent screw. If the engine is running, the change-over of
the three-way valve should be carried out very carefully to give only a small flow of fuel to
the filter side to be vented. The best way is to use the slow filling valve on the three-way
valve. Set the valve in "slow filling" position (see Fig 17-2) and the filter side will be slowly
filled. Vent the filter side. Set the three-way valve and slow-filling valve in normal position
(both filter sides in use).
A sudden change-over of the three-way valve to an empty filter side will cause a temporary
pressure drop in the engine system, and the alarm switch will give a signal for too low a fuel
pressure. This may also involve the risk of air escaping from the filter to the injection pumps,
which may also cause the engine to stop.
DBAC042854 17-3
NOTE
To avoid air escaping to the injection pump, fill up the filter with clean fuel before
changing over.
BOTH SIDES
IN USE
VALVE POSITION IN USE CLOSED
1. 2. 1.2
FILL
WORK POSITION LEFT RIGHT
CLOSED
CLOSED
1. 2. 2 1 SIDE SIDE
CLOSED FILL
CLOSED
1. 2. 1 2
SLOW FILLING ON SLOW FILLING ON

LEFT SIDE RIGHT SIDE
LEFT SIDE CLOSED RIGHT SIDE CLOSED

CLOSED CLOSED
FILL
FILL
FILL
FILL
CLOSED CLOSED
Fig 17-2 Three-way valve positions WS-32-321755 v1
17.4 Adjustments of fuel feed system v1
A long lasting and safe functionality of the diesel engine demands an appropriate adjusted
fuel feed system. This will ensure a correct fuel feed pressure and a sufficient fuel flow to all
injection pumps on all engines in the installation. Check the adjustment at intervals
recommended in chapter 04. Adjust the valves at normal temperatures and at engine idling.
17.4.1 Fuel feed pumps in unit (A) v1
Prerequisites
The fuel feed pumps (9) maintains the system pressure P1, see Fig 17-1 and section 17.4.4.
Procedure
1 Close the valve (17) and adjust the pressure (P1)

on the regulating valve (10). Open the valve (17).
2 Close the valves (18) and adjust the pressure (P2)
on the safety valve (11) located on the pump.Note! The purpose of this safety valve is
only to protect the pump. Open the valve (18).
17-4 DBAC042854
WARNING
The pump safety valve should be adjusted rapidly as the pump may run hot if
the system is closed for a lengthy time.
17.4.2 The fuel circulating pumps in unit (B) v1
Prerequisites
The fuel circulating pumps (13) keep the fuel in the system in constant circulation and
maintain a system pressure (P3) between the circulating pumps and the pressure regulating
valve (15), see Fig 17-1 and section 17.4.4.
Procedure
1 Adjust the system pressure (P3)

at the pressure regulating valve (15).
2 Close the valves (16) and adjust the pressure (P4)
on the safety valve (14) located on the pump.Note! The purpose of this safety valve is
only to protect the pump. Open the valve (16).
17.4.3 Fuel feed pump at each engine (C) v1
Prerequisites
In multi-engine installations every engine is equipped with a fuel feed pump (7). This pump
ensures the providing of a sufficient engine low pressure system fuel flow. The pump
ensures also that a sufficient fuel pressure is maintained for each engine irrespective of the
numbers of engines connected to the system.
NOTE
The fuel feed pumps should always be running when the engines are in
operation and when they are stopped on HFO or Crude Oil.
The fuel feed pumps (7) maintains the engine fuel feed low pressure system P5, see Fig
17-1 and section 17.4.4.
Procedure
1 Adjust the system pressure (P5)

at the pressure regulating valve (3).
2 Close the valve (16) and adjust the pressure (P6)
on the safety valve (8) located on the pump. Note! The purpose of this safety valve is only
to protect the pump. Adjust the filter safety valve (21) opening pressure (old installation
only). Open the valve (16).
DBAC042854 17-5
17.4.4 System operating values v1
Fuel feed system pressures*), LFO or HFO

Specification / Location (bar)
Fuel feed pressure / P1 3-4
Safety valve adjustment /P2 12
Circulation pressure / P3 4-5
Safety valve adjustment / P4 12
Fuel feed pressure / P5 5-8
Safety valve adjustment / P6 12
*) See installation specific documentation concerning system pressure adjustments for

Crude Oil engines.
17.4.5 Start and stop v1
The engine can be started and stopped on HFO and Crude Oil. The preheating systems for
the engine and the fuel feed system should always be switched on, also during engine stop.
However, if the engine for some reason is started and stopped on diesel oil (LFO), the
engines should be operated at high load and on diesel oil for at least 30 minutes before they
are stopped. This will secure that there is only diesel oil in the system.
NOTE
The hot box covers should always be mounted on the engine for safety reasons
and to keep the fuel feed piping sufficiently preheated also during engine stop.
17.5 Fuel feed pump v1
The electrically driven fuel feed pump is of the same type as the prelubricating pump. For
description and maintenance, see chapter 18, section 18.8.
Set the pressure according to section 17.4.
17.6 Fuel filter v1
The filter is a duplex filter. By means of the three-way valve (8) the fuel flow can be guided
to one side or the other, or to both sides in parallel. The direction of the flow appears from
the mark on the cock (7). At normal operation, both sides of the filter are used in
parallel to provide maximum filtration. Fig 17-3A shows the valve in this position. When
changing cartridges during operation one side can be closed.
17-6 DBAC042854
1 2 A B
4 3
1. Vent screw 2. Cover 3. Cartridge 4. Insert 5. Guide ring 6. Drain plug 7. Mark 8. Three-
way valve
Fig 17-3 Fuel filter WS-32-321753 v1
Fig 17-3B shows the position of the valve when the right side of the filter is closed.
The arrows in the figure show the flow through the filter. The fuel flows first through a
cartridge (3) made of special paper, filtering off particles larger than 10 to 15 µm, then
through an insert (4) of pleated wire gauze around a firm perforated case. The wire gauze
insert, with a mesh size of 40 µm, serves as a safety filter in case of failure of the paper
element.
17.6.1 Changing of filter cartridges and cleaning of filter v1
Prerequisites
Change cartridges regularly (see chapter 04) and, if the pressure drop indicator gives alarm,
as soon as possible. As the useful life of the cartridges is largely dependent on fuel quality,
centrifuging and filtering before the engine, experience from the installation concerned will
give the most suitable intervals between changes of cartridges.
Change of cartridges and cleaning is most conveniently done during stoppage. By closing
one side of the filter the cartridges can, however, be changed during operation as follows:
NOTE
Take care not to open the side of the filter in operation.
Procedure
1 Shut off the filter side to be serviced.

2 Open the air vent screw (1)
DBAC042854 17-7
and, afterwards, the drain plug (6). Drain the fuel.

3 Open the filter cover (2).
4 Remove the wire gauze insert (4).
Wash in gas oil. Check that it is intact.
5 Remove the paper cartridge(s) and throw away.
Paper cartridges cannot be cleaned. Always keep a sufficient quantity of cartridges in
stock.
6 Clean and rinse filter housing
carefully with gas oil.
7 Fit new paper cartridges
and the cleaned wire gauze insert. Check that all seals are intact and in position.
8 When the filter has two or three inserts per side,
check that the guide ring (5) is mounted.
9 Mount the drain plug and cover.
10 If possible, fill the filter with clean fuel
before changing over to the working position (both sides of filter in operation). If the filter
cannot be filled, change over very slowly, see section 17.3.
11 Vent the filter
if not completely filled according to pos. 10. See section 17.3.
17-8 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 18. Lubricating Oil System
18. Lubricating Oil System

Normally, a wet sump system is used, but dry sump systems can also 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 the 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), injection pump 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,
● continuous prelubrication of a stopped diesel engine through which heavy fuel is
circulating,
● providing additional capacity to the direct driven lubricating oil pump in certain
installations where the diesel engine speed drops below a certain value (the pump
should start and stop automatically on signals from the speed measuring system).
NOTE
In V-engines which have no built-on lubricating oil pump, the prelubrication
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.
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.
A pressure gauge (9) on the instrument panel indicates the lubricating oil pressure before
the engine (in the engine distributing pipe). The system includes three pressure switches for
low lubricating oil pressure (2), two connected to the automatic alarm system and one for
lower pressure to the automatic stop system (see section 23.1.1). The temperature can be
DBAC042854 18-1
18. Lubricating Oil System Wärtsilä Vasa 32 Instruction Manual
checked from thermometers (14) before and after the oil cooler ( section 01.2). A
temperature switch for high lubricating oil temperature is connected to the automatic alarm
system (see section 23.1.1).
The speed governor (if equipped) has its own oil system. Depending on the turbocharger
type, it can be lubricated by an own oil system or by the engine oil system. See separate
instruction books.
The oil filling opening (12) is located at the free end and an oil dipstick (13) is located in 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.
18.1 Maintenance of lubricating oil system v7
Use only high quality oils approved by the engine manufacturer according to 02B.1.
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 02B.1). 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 section 02.2.2. While the oil is still warm, drain the oil system, as well as
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, especially when using heavy fuels, see section
02.2.2.
NOTE
Utmost cleanliness should be observed when treating the lubricating oil system.
Dirt, metal particles and similar may cause serious bearing damage. When
dismantling pipes or details from the system, 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 DBAC042854
8 6
11
10
12
13
2 14 5
R32
4 15
3 14 1 3
V32
1.Lubricating oil cooler, 2.Pressure switch, 3.Thermostat valve,4.Lubricating oil filter, 5.Main
distributing pipe, 6. Gudgeon pin, 7.Camshaft bearing, 8. Rocker arm bearing,9.Pressure
gauge, 10.Lubricating oil pump,11. Pressure control valve, 12. Filling opening, 13.Dipstick,
14.Thermometer, 15.Oil sample valve.
Fig 18-1 Lube oil system WS-32-321862 v1
18.2 Lubricating oil pump v6
The pumps of 8- to 18-cylinder engines have three pump gears (see Fig 18-2), 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.
DBAC042854 18-3
3
1
4
7 8 9 10 11
12
17 16 15 14 13
1.Screw, 2.Gear wheel, 3.Pressure plate , 4.Screw, 5. Grooves, 6.Pin, 7.Cylinder, 9.Piston,
10.Pipe, 11.Sealing ring,12.Ball, 13.Drain bore, 14.Regulating piston, 15.Spring retainer,
16.Spring, 17.Screw, 20.Conical ring elements,
Fig 18-2 Lube oil pump (3 Gears) WS-34SG-321869 v2
18.2.1 Dismantling of lubricating oil pump v4
Procedure
1 Remove and inspect the regulating valve

according to section 18.3.
2 Loosen the screws (4)
and remove the pressure plate (3), according 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.)
18-4 DBAC042854
NOTE
Using an extractor will only damage the shaft (axial scratches).
4 Withdraw the pump cover

by using two of the fastening screws (1) in the two threaded holes located in the cover.
18.2.2 Inspection of lubricating oil pump v7
Procedure
1 Check all parts for wear

( ) and replace 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 (measure X = 3 mm), Fig 18-2A. Be careful so that bearing lubrication grooves
(5) slide into the right position according to Fig 18-2C.
4 Check the bearing diameter
after mounting. Check the gear wheel axial clearance (see ).
18.2.3 Assembling of lubricating oil pump v5
Procedure
1 Clean all details carefully before assembling.

Check that the O-ring in the cover is intact and in position.
2 Before reinstalling the gear wheel,
all contact surfaces should be cleaned and oiled.
3 Reinstall the conical ring elements
(20).
NOTE
Reinstall 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 Reinstall 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 section 07.1.
7 If the gear wheel (2) has been changed,
check the backlash after mounting the pump on the engine.
DBAC042854 18-5
20 A 20 20 3 4
6R32 4, 8, 9R32 V32, V34

A.Distance ring. 3.Pressure plate, 4.Screw, 20.Conical ring elements.
Fig 18-3 Mounting of gear wheel to oil pump WS-32-321858 v1
18.3 Lubricating oil pressure regulating valve and safety

valve v6
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 ( section 01.1).
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 admit 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.
18.3.1 Maintenance v1
Procedure
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.
18-6 DBAC042854
NOTE
Do not forget copper sealing rings (8) and (11) when reassembling. (Part 8 is
used for 4- and 6-cylinder engines, only.) If the sealings are changed, check that
the thickness is correct, (8) = 2 mm, (11) = 1.5 mm, as the thickness of these
sealings influences the valve function.
4 After reassembling, check that the piston (14) closes

(especially if some details have been replaced by new ones).
18.4 Plate cooler for lubricating oil v1
The plate cooler consists of a number of heat transfer plates, arranged so that every other
passage between the plates is accessible for one of the two liquids. A double gasket has a
channel to the atmosphere between the gasket parts and prevents leakage between the
media.
Each plate cooler is marked with the compression measure "A" and the specification
number of the plate pack.
A damaged plate can easily be replaced by an identical spare plate. Two adjoining plates
can be removed without being replaced. The capacity of the cooler will usually be slightly
reduced. The plate pack length (A) will be reduced by the assembly length of two plates
(2 X 2.6 mm).
18.4.1 General maintenance v2
Procedure
1 Clean and test the cooler

at intervals according to chapter 04. or if the lubricating oil temperature tends to rise
abnormally.
2 Always when cleaning, check for corrosion
and test by hydraulic pressure.
NOTE
It is preferable to change plates in bad condition too early, rather than too late.
Water leakage to lubricating oil has serious consequences
3 When replacing plates,

make sure that all plates are assembled in correct order. Change gaskets when necessary.
DBAC042854 18-7
260 A + - 0.5
T3 T1
S2 S1 4V84G228
S3 T2 T4 S4
1 2 3 2 3 4
S2
S1 S3
S4
S1Oil inlet, S2Water inlet, S3Oil outlet, S4Water outlet.

1.End plate II, 2.Channel plate, 3.Channel plate, 4.End plate I.
Measure A = Q x 2.6 mm where Q = number of plates.
Example : 135 plates gives A = 135 x 2.6 mm = 351 mm
Fig 18-4 Plate oil cooler WS-32-321863 v1
18.4.2 Opening v1
Procedure
1 Release the pressure from the cooler.

2 If the plate cooler is hot
wait until it has cooled to about 40°C.
3 Drain the cooler.
4 Mount the tool 4V84G228
according to Fig 18-4.
5 Slacken the nuts
in turn diagonally as shown in Fig 18-4.
18-8 DBAC042854
NOTE
During opening, the slant of the pressure plate must not exceed 10 mm (2 turns/
nut).
6 Dismantle the plate pack.
18.4.3 Cleaning v1
Normally the plates can be cleaned by a soft brush and water.

Solid deposits can be cleaned with a soft brush and 4 % nitrite acid. Max. temperature
60°C.
NOTE
Rinse well.
18.4.4 Closing v1
Procedure
1 Check that all sealing surfaces

(surfaces in contact with media) of the heat exchanger are clean.
2 Check the threads of the tightening nuts.
See that they are undamaged, cleaned and smeared with a thin film of lubricating paste.
3 Check that all plates
are in good condition.
4 Bring the plates together
and mount the nuts.
5 Tighten the nuts
in turn, diagonally as shown in Fig 18-4.
NOTE
The slant of the pressure plate must not exceed 10 mm (2 turns/nut) during
compressing.
6 Compress to measure A.
Measure A should be checked near the bolts. Max deviation: 2 mm.
Max tightening torque: 900 Nm
.
7 The final tightening
must be even so that the measure A is kept within +0.5 mm. Should the cooler tend to leak,
the compression may be A - 0.5 mm.
8 Procedure if measure A has not been attained
DBAC042854 18-9
with max. tightening torque:

● check the number of the plates and measure A
● check that the nuts run easily. If not, clean, lubricate or change them.
18.5 Thermostatic valve v1
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.
11
10
9.Element, 10.Valve unit, 11.Seat.
Fig 18-5 Thermostatic valve for oil system WS-32-321864 v1
18.5.1 Maintenance of thermostatic valve v5
Prerequisites
Normally, no service is required. Too low an oil 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.
Procedure
1 Remove the elements

by unscrewing the pipe after 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 section 01.1; the lower value for the lube oil
temperature is the opening temperature, the higher for the fully open valve.
3 Change the defective element.
Check O-rings and change, if necessary.
18-10 DBAC042854
18.6 Lubricating oil main filter v5
Inline engines
The in-line engines are provided with built-on filters (Fig 18-6) as follows:
● 4R32 1 pc of filter with 3 cartridges on each side,
● 6R32 2 pcs of filters with 2 cartridges on each side,
● 8R32 2 pcs of filters with 2 respectively 3 cartridges on each side,
● 9R32 2 pcs of filters with 3 cartridges on each side.
For the in-line engine, the flow direction appears from the mark on the three-way valve cock
(9). In Fig 18-6C, the valve is shown in normal operating position (each side in operation).
When changing cartridges during operation one side can occasionally be closed, e.g. by
closing the right side according to Fig 18-6 D.
1 9
A
3
9 4
6
B
C
8
D
A.In, B.Out.
1.Vent screw, 2.Paper cartridge, 3.Cartridge, 4.Guide, 6.Cartridge end, 7.By-pass valve, 8.Drain plug, 9.Cock.
Fig 18-6 Lube oil filter for in-line engine WS-32-321854 v1
DBAC042854 18-11
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 a high pressure drop over the filter.
NOTE
The paper cartridges should be changed as soon as possible if a high pressure
drop over the filter is indicated.
18.6.1 Changing of filter cartridges and cleaning of filter v2
Prerequisites
Careful maintenance of the filter reduces engine wear. Change cartridges 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 the fuel quality, 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, however, be changed during operation. As
the load on the other cartridges (especially in 4R32) 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.
Procedure
1 Drain the filter.

Open the air vent screw (1) and the drain plug (8) and discharge the 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.
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.
18-12 DBAC042854
7 Check that all gaskets are intact and in position,

especially gaskets against the cartridge ends (6).
NOTE
If the filter housings 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.
18.6.2 Cleaning of the filter by-pass valve v1
Prerequisites
Normally, no regular maintenance is required for the by-passs valve (7), but if malfunction is
suspected, the by-pass valve should be cleaned.
Procedure
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.
18.7 Centrifugal filter v1
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.
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.
DBAC042854 18-13
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.
18.7.1 Cleaning of centrifugal filter v2
Prerequisites
It is very important to clean the filter regularly (chapter 04.) as it collects considerable
quantity of dirt. A clean centrifugal filter unloads the main filter, which gives longer lifetime
for the paper cartridges.
If it is found that the filter has collected the maximum quantity of dirt (corresponds to
a 18 mm thick layer) at the recommended cleaning 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:
Procedure
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.
NOTE
Overtightening of the rotor cover jacking nut can lead to rotor imbalance, which
will effect filter performance.
9 Examine the spindle journals
18-14 DBAC042854
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 completely,
checking that the rotor assembly is free to rotate, then replace the filter body cover. Tighten
the cover nut and secure the filter cover clamp.
16 2
10 3
8 4
9 15
13
14
1.Cover nut, 2.Spindle, 3.Rotor unit, 4.Central tube, 6.Driving nozzle, 7.Housing, 8.Body
cover, 9.Jacking nut, 10.Washer, 13.Stand-tube, 14.Cover clamp, 15.O-ring, 16.O-ring.
Fig 18-7 Centrifugal filter WS-32-321860 v2
18.8 Prelubricating pump v1
The pump is of the screw type, driven by an electric motor. The pump is provided with an
adjustable pressure control valve (15) Fig 18-8. 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.
DBAC042854 18-15
18.8.1 General maintenance of prelubricating pump v1
See the manual of the manufacturer. Normally, no regular maintenance 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.
18.8.2 Dismantling of prelubricating pump v1
Procedure
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 journal 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). The 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.
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.
18.8.3 Reassembly of prelubricating pump v1
Prerequisites
The reassembly is performed in the reversed order.
Procedure
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).
18-16 DBAC042854
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 upwards 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 housing. 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.
DBAC042854 18-17
3 1
4 10
13
9
16
5
12
6 7
8 11
14
15
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.
Fig 18-8 Prelubricating pump WS-32-321857 v1
18-18 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 19. Cooling Water System
19. Cooling Water System

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.
1 2 3 4 6
7
5
11
9
8
A
B
13
A
B C 10 15 12
14
1. Expansion tank 2. Venting box 3. Alarm switch 4. Alarm switch 5. Manometer 6.

Manometer 7. Charge air cooler 8. LT-water pump 9. HT-water pump 10. LT-temperature
control valve 11. HT-temperature control valve 12. Heater 13. Pump 14. Central cooler 15.
Lube oil cooler
Fig 19-1 Cooling water system WS-32-321951 v2
19.1 HT circuit v3
The HT circuit cools the cylinders, cylinder heads and the turbochargers.
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.
From the distributing ducts the water flows to the cylinder water jackets, further through
connection pieces to the cylinder 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 temperature control valve maintaining the temperature at
the right level.
DBAC042854 19-1
19. Cooling Water System Wärtsilä Vasa 32 Instruction Manual
Parallel to the flow to the cylinders, part of the water flows to the turbochargers.
19.2 LT circuit v4
The LT circuit consists of a charge air cooler (7) and a lube oil cooler (15) through which a
pump (8), of similar design as the HT pump, pumps the water. The necessary cooling is
gained from the central cooler (14).
However, the LT pump can alternatively also be an external, electric motor driven.
The system outside the engine can vary from one installation to another. In some
applications, the lube oil cooler and the temperature control valve are not mounted on the
engine.
19.3 Venting and pressure control v1
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.
19.4 Preheating v5
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 by a separate heater. Guidance values, see section
01.2. This is of utmost importance when starting and idling on heavy fuel.
19.5 Monitoring v13
Local thermometers:
● HT before and after engine
● HT after turbocharger
● LT before charge air cooler
● LT before lube oil cooler
● LT after lube oil cooler
The temperatures mentioned in section 01.2, should not be exceeded.
Manometers (5) and (6) on the instrument panel indicate HT and LT pressures after the
pumps. The pressures depend on the speed and the installation. Guidance values, see
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 (Instrumentation and automation).
19.6 Maintenance of cooling water system v6
The installation - including expansion, venting, preheating, pressurizing - should be carried

out strictly according to the instructions of the engine manufacturer to obtain correct and
troublefree service.
19-2 DBAC042854
The cooling water should be treated according to the recommendations in 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.
WARNING
Depressurize the cooling system before carrying out any maintenance or repair
work.
WARNING
Risk of injury due to spraying of hot pressurized liquids. Wear the correct
protective equipment during any maintenance or repair work.
19.6.1 Cleaning v6
In completely closed systems the fouling will be minimal if the cooling water is treated
according to our instructions in 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 the 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.
DBAC042854 19-3
The deposits can be of the most various structures and consistencies. In principle, they can
be removed mechanically and/or chemically as described below. More detailed instructions
for cleaning of coolers are stated in section 18.4.
1 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, mechanical 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.
2 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
section 18.4).
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 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.
19.7 Water pump v6
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 (1) and the sealing ring of
bronze and the remaining details of cast iron.
The shaft is mounted in two ball bearings (6) and (7), which are lubricated by splash oil
entering through the opening (17). The radial seal (8) prevents the oil from leaking out and,
at the same time, dirt and leak water from entering. Also the axial seal (27) sealing against
the outside of the seal (8) assist in this.
The gear wheel (2) is fastened to the shaft by friction ring elements (4). When the screws (9)
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 (10) rotates
along with the shaft and seals against it with the O-ring (18). The spring (11) presses the
rotating ring against a fixed ring (12) which seals against the housing with the O-ring (23).
Possible leak-off water from the sealing can flow out through the opening (13).
19-4 DBAC042854
12 23 27 8 6 17 26 2
10
22
11
3
20
9
1
19
21
14 16 15 24 18 13 25 7 5 4
1. Impeller, 2. Gear wheel, 3. Pressure plate, 4. Friction rings, 5. Bearing retainer,6. Ball
bearing, 7. Ball bearing, 8. Radial seal, 9. Screw, 10. Ring, 11. Spring, 12. Fixed ring, 13.
Opening, 14. Rear plate, 15. Nut, 16. Gasket, 17. Opening, 18. O-ring, 19. Sealing ring, 20.
Nut, 21. Casing, 22. Washer, 23. O-ring, 24. Screw, 25. Drain hole, 27. Seal, 26. Screw,
Fig 19-2 Cooling water pump WS-32-321952 v1
19.7.1 Maintenance of the water pump v1
Check the pump at intervals according to the recommendations in chapter 04 or, if water
and oil leakage occurs, immediately.
19.7.1.1 Disassembling and assembling of impeller v10
Procedure
1 Remove the volute casing by loosening the nuts (15).

2 Remove the cotter pin and loosen the nut (20).
3 Pull off the impeller using the tool 32.83H02.
4 When re-assembling the impeller, tighten the nut to the stated torque.
See Chapter 7
5 Secure the nut with a new stainless cotter pin.
6 Check that the gasket (16) is intact and in position when reinstalling the volute casing.
Check that the volute casing is in position. The opening (17) should be turned upwards
when the pump is installed.
DBAC042854 19-5
NOTE
If the bearing housing is turned wrongly, the bearings (6) and (7) 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.
19.7.1.2 Disassembling and assembling of mechanical seal v7
Procedure
1 Remove the impeller according to section 19.7.1.1.

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, or if sealing faces are corroded, uneven or
worn.
Avoid touching the sealing faces with fingers.
5 Note that the seal is dependent on the direction of rotation due to the self-locking
effect of the spring on the shaft.
In a clockwise rotating engine the spring should be left-wound (and contrarily, right-wound
in a counter-clockwise rotating engine). Untensioned, the spring should have a small
interference with the shaft. Untensioned, the spring may cause the ring (10) not to rotate
properly with the shaft, whereby the O-ring gets worn thus causing leakage.
6 Reassemble the details in proper order and install the impeller according to section
19.7.1.1.
Do not forget the thin washer (22) between the spring (11) and the O-ring (18).
19.7.1.3 Replacing the bearings v10
Procedure
1 Remove the pump from the engine.

2 Dismantle the impeller and mechanical seal.
See section 19.7.1.1 and section 19.7.1.2.
3 Remove the rear plate (14) by removing the screws (15).
4 Loosen the screws (9) and remove the pressure plate (3).
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 (4) come loose together with the gear wheel).
NOTE
Using an extractor may damage the shaft (axial scratches).
6 Loosen the bearing retainer screws (26) and remove the bearing retainer (5).
Drive out the shaft and bearing. In doing this the seal (27) also comes loose.
19-6 DBAC042854
7 Check the seals (8 ) and (27) and the bearings for wear and damage.
See section 19.7.1.2.
8 Remove the bearings from the shaft.
9 Press the inner ring of the new bearing (6) with a suitable pipe.
10 Oil the collar before fitting the bearing.
See Fig 19-3.
11 Turn the shaft.
See Fig 19-3.
12 Fit the distance ring and oil the collar.
13 Press the inner ring of the bearing (7) with a suitable pipe.
See Fig 19-3.
14 Turn the bearing housing.
See Fig 19-3 and oil the outer surfaces of the bearings. Use a suitable pipe to press both
the inner and outer ring of the bearing (7) into the shaft housing.
F F
F 1 2 3
2 1
A B C
1-3. Pipes 1, 2, and 3
Fig 19-3 Mounting of bearings WS-32-321956 v1
15 Fit the bearing retainer (5) and tighten the screws (26).
16 Before re-installing the gear wheel, all contact surfaces should be cleaned and oiled.
17 Re-install the gear wheel.
18 Re-install the friction ring elements (4).
DBAC042854 19-7
NOTE
Re-install the ring elements exactly as shown in Fig 19-4.
5 26 2 4 3 9
2. Gear wheel , 3. Pressure plate ,4. Friction ring elements, 5. Bearing retainer ,9. Screw,26.
Screw
Fig 19-4 Mounting of gear wheel to water pump WS-32-321968 v1
NOTE
The friction ring elements should fall in place easily and must not jam.
19 Re-install the pressure plate.

20 Tighten the screws a little.
Check that the gear wheel is in the right position.
21 Tighten the screws to stated torque.
See Chapter 7, section 07.1.
22 Re-install the seal(s) (8) and (27).
See section 19.7.1.4.
23 Re-install the rear plate (14) as well as the mechanical seal, impeller and volute
casing.
See section 19.7.1.1 and section 19.7.1.2.
19.7.1.4 Replacing of radial seal v6
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:
19-8 DBAC042854
Procedure
1 Remove the volute casing

and mechanical seal according to section 19.7.1.1 and section 19.7.1.2 as well as the rear
plate (14).
2 Remove the seal (8)
and (27)by prying (damaging) without scratching the shaft.
3 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 section 19.7.1.3.
4 Oil the new seal
and insert it by pressing against the shoulder.
5 Grease the axial seal
(27) and install by using the tool 4V84G177.
6 Install the rear plate (14) ,
mechanical seal, impeller and the volute casing according to section 19.7.1.1 and section
19.7.1.2.
19.8 Temperature control system v5
The LT and HT circuits are equipped with temperature control valves. The valves are
normally mounted outside of the engine.
In some applications, the LT circuit is provided with a load dependent temperature control
valve. At low load the valve controls at high temperature, and at high load it controls at low
temperature by the thermostatic element(s). Temperature ranges according to section 01.2.
19.8.1 Temperature control valve v2
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.
DBAC042854 19-9
1 2
C B
A A
1. Warm engine 2. Cold engine A. From the engine B. By-pass C. To the cooler
Fig 19-5 Water flow in thermostatic valve WS-32-321966 v1
No adjustments are ever required on the thermostatic valve. The temperature is

permanently set at the factory. The temperature can 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.
NOTE
This thermostatic valve is sometimes used on both the HT & LT circuit when the
system is not equipped with a load dependent temperature on the LT circuit.
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 operating temperature. Since flow is diverted either to by-pass or heat
exchanger, failure of an element would cause no change in pressure drop.
19-10 DBAC042854
11
10
C B
9
A
9. Content of the element 10. Element 11. Seat A. From the engine B. By-pass C. To the
cooler
Fig 19-6 Cooling water thermostatic valve WS-32-321967 v1
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 thermostatic valve in main engine installations are provided with a possibility for manual
override.
19.8.1.1 Maintenance of temperature control System v5
Prerequisites
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.
Procedure
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 section 01.1; the lower value for the water
temperature is the opening temperature, the higher for the fully open valve.
3 Change the defective element.
DBAC042854 19-11
Check sealings and replace, if necessary.
19-12 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 20. Exhaust System
20. Exhaust System

The exhaust pipes are cast from special nodular cast iron alloy, with separate sections for
each cylinder, fixed by clamp rings (1). Metal bellows of multiple type absorb the heat
expansion.
The complete exhaust system is enclosed in an insulation box built up of sandwich steel
sheet, flexibly mounted on the engine structure. The exhaust gas temperatures can be
checked with thermometers after each cylinder. Sensors to measure the temperatures
remotely after each cylinder as well as before and after the turbocharger can be mounted.
1 Clamp ring
2 Insulation box panel
3 Flexible element
Fig 20-1 Exhaust System WS-32-322051 v1
20.1 Changing the expansion bellows v10
Procedure
1 Remove the insulation sheets as required.

See, Fig 20-1.
DBAC042854 20-1
20. Exhaust System Wärtsilä Vasa 32 Instruction Manual
2 Remove the screws of the clamp ring and the expansion bellows.
3 Check that the exhaust pipe flanges are parallel to the same centre line to avoid
lateral forces on the bellows.
20.2 Insulation box v5
The insulation box is mounted on flexible elements (3) to dampen vibrations thus protecting
the insulation. Replace the elements by new ones, if necessary.
20.3 8- and 16-cylinder engines v2
In 8- and 16-cylinder engines (VASA 8R32 and 16V32) differencies in exhaust gas
temperatures between the cylinders might occur. The exhaust manifold in these engines is
a so-called pulse charging system with pulse converters, two for each turbocharger, which
collect the exhaust gases to the turbochargers through two gas inlets see Fig 20-2. This
charging system provides the best total engine efficiency.
1 2 3 4 5 6 7 8
Fig 20-2 Exhaust manifold (8R32) WS-32-322054 v1
The exhaust gas temperatures recorded in the two cylinders which are closest to the
turbochargers are higher because of disturbing gas pulses which are conveyed to the same
gas inlet from other cylinders. Fig 20-3 shows typical exhaust gas temperature profiles for a
8R32 engine. The difference in temperatures between the cylinders depends on the engine
speed and load.
On the basis of practical and theoretical studies made by Wärtsilä Diesel, it has been found
that the thermal load on the exhaust valves is not larger on a cylinder where high
temperatures are recorded.
tA Cylinder tA Cylinder
(C°) (C°)
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
550 550
100%
100%
500 500
77%
77%
450 450
50%
50%
400 400
350 350
300 300
Clockwise rotating engine Counter-clockwise rotating engine
Fig 20-3 Exhaust gas profiles WS-32-322055 v1
20-2 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 20. Exhaust System
When estimating the function of a cylinder on the basis of the exhaust gas temperatures
under normal conditions, the values recorded in the acceptance test should be used as
reference values. A deviation from them by 50°C is acceptable provided the ambient
conditions and the fuel quality are equivalent to these in the acceptance test.
t (C°) 600
Exhaust gas temperature
after cylinder
Cyl. 7
Temperature in exhaust 500
valve
Cyl. 3
400
Cyl. 7 Cyl. 3
300
200
0 25 50 75 100 Load (%)
Fig 20-4 Exhaust gas and valve tempratures WS-32-322056 v1
The exhaust gas temperatures of cylinders 7 and 8 in a clockwise rotating engine and of
cylinder 8 in a counter-clockwise rotating engine are usually 50-120°C higher than the mean
temperature of the other cylinders.
The temperature difference between the cylinders should not be balanced by readjusting
the fuel pump racks, which causes uneven loading of the cylinders. The deviation between
the fuel rack positions of the cylinders in an engine must not exceed 1 mm.
DBAC042854 20-3
20. Exhaust System Wärtsilä Vasa 32 Instruction Manual
20-4 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 21. Starting Air System
21. Starting Air System

The engine is started with compressed air of max. 30 bar. Minimum pressure required is 15
bar.A pressure gauge mounted on the instrument panel indicates the pressure before the
main starting valve.
The inlet air pipe from the starting air receiver is provided with a non-return valve (2) and a
blow-off valve (3) before the main starting valve.
The main starting valve may be operated either by the push button at manual starting, or
pneumatically by a solenoid valve, mounted on the air bottle for the overspeed trip device,
at remote or automatic starting of the engine.
4
24
1 25 28
26 29
12
13
14
3
27
2
15 23
22
16
30
21
17 20
18
19
1.Pressure gauge, 2.Non-return valve, 3.Blow-off valve, 4.Push button, 12.Spring, 13.Flame
arrester, 14.Flange, 15.Stop valve, 16.End plate, 17.Protecting plate, 18.Spring, 19.Plug,
20.Liner, 21.Piston, 22.Cam, 23.Plate, 24.Top piece, 25.Self-locking nut, 26.Spindle,
28.Piston, 29.Vent hole, 30.O-ring.
Fig 21-1 Starting air system WS-32-322151 v1
DBAC042854 21-1
21. Starting Air System Wärtsilä Vasa 32 Instruction Manual
When the main starting valve opens, the starting air passes partly through the flame arrester
(13) and the starting air distributing pipe to the starting valves in the cylinder heads. Partly it
passes to the starting air distributor, which guides the control air to the starting valves,
which open and admit starting air to flow to the various cylinders for suitable periods. V-
engines have starting valves on the A-bank, only.
As a precaution the engine cannot be started when the turning gear is engaged. Starting air
to the distributor is led through a stop valve (15)
21.1 Main starting valve v1
Inlet pressure is led through drillings to a small pilot valve with a pilot piston (7). This valve
can be manually operated by the push button (4) or pneumatically operated by a solenoid
valve for remote or automatic start. When opening the valve, the air flows through drillings
(9) to the power piston (10), which exerts its thrust through a valve stem (11) directly on to
the main valve and opens this against the load provided by a return spring (12) and inlet
pressure. The inlet pressure acts under the main valve and so helps to maintain a tight seal
with the valve in closed position.
The standard valve is arranged to open when energized.
7
4
9
11
10
12
14
4.Push button, 7.Piston, 9.Drilling, 10.Power piston, 11.Valve stem, 12.Spring, 14.Flange.
Fig 21-2 Main starting valve WS-32-322153 v1
21.1.1 Maintenance of starting main valve v1
Procedure
1 Remove the hexagon socket head screws

and remove the pilot valve assembly.
2 Remove the pilot valve piston (7).
3 Clean the pilot valve
of any dirt which may block the small air passages and holes.
4 Check all O-rings
21-2 DBAC042854
in the pilot valve and replace if they have developed flat, become hard and brittle or been
damaged in any way. Lubricate the O-rings with oil.
5 Remove the power piston (10)
and check the O-ring. Ensure that the small vent hole to atmosphere in the cylinder under
the piston is clear.
6 When reassembling the valve
ensure that the air passage hole in the upper body flange lines up with the hole in the lower
body.
7 Remove the flange (14),
spring (12) and main valve seat complete with the valve stem (11). Examine O-rings as in
step 4 above.
21.2 Starting Air Distributor v1
The starting air distributor (Fig 21-1) is of the piston type with precision machined
interchangeable liners (20). The liners as well as the pistons are of corrosion resistant
materials. The distributor pistons are controlled by a cam (22) at the camshaft end. When
the main starting valve opens, the control pistons (21) are pressed against the cam,
whereby the control piston for that engine cylinder, which is in starting position, admits
control air to the power piston (28) of the starting valve. The starting valve opens and allows
pressure air to pass into the engine cylinder.
The procedure will be repeated as long as the main starting valve is open or until the engine
speed is so high that the engine fires.
After the main starting valve has closed, the pressure drops quickly and the springs (18) lift
the pistons off the cam, which means that the pistons touch the cam only during the
starting cycle, and thus the wear is insignificant.
Prerequisites
Normally, the starting air distributor does not need maintenance. If it has to be opened for
control and cleaning, remove the complete distributor from the engine. Certain pistons can
be checked in situ.
Procedure
1 Remove the protecting plate (17)

and end plate (16). Loosen all pipes from the distributor. Remove the fastening screws and
lift the distributor off.
2 Remove the plugs (19)
at which the pistons (21) will come out forced by the springs (18). Remove plate (23).
3 Take care not to damage the sliding surfaces of pistons and liners.
4 In case of a stuck piston, use thread M8
at the end of the piston to get it out, if necessary.
5 It is recommended not to change the place of the pistons,
although they are precision machined to be interchangeable. Utilize cylinder numbers
stamped at the control air connections.
6 If a liner (20) is worn, press it out.
DBAC042854 21-3
It may be necessary to heat the distributor up to about 200°C as Loctite is used for fixation
and sealing.
7 Clean the parts and check for wear.
8 Clean the bore
carefully so that the new liner can be inserted by hand. Otherwise there is a risk of
deformation of the liner and sticking of the piston. Replace the O-ring (30).
9 Apply Loctite 242
on the outside surfaces when mounting the liner. Check that the openings in the liner
correspond to those in the housing.
10 Check that there is no Loctite
on the inside sliding surfaces.
11 Apply Molykote Paste G
to the piston sliding surfaces before reassembly. Wipe off surplus paste. Check that pistons
do not stick.
12 Apply silicon sealant
to the intermediate plate (23). Do not use too much as surplus sealant will be forced into the
system when tightening the fastening screws.
13 After mounting the distributor
to the engine, but before connecting the control air pipes and end plate (16) with new O-
ring, check that all pistons work satisfactorily. This can be done e.g. by connecting
compressed air (working air of 6 bar) to the distributor air inlet and by turning the
crankshaft. It is then possible to see whether the pistons follow the cam profile.
CAUTION
Do the testing with control air pipes and starting air pipe disconnected,
otherwise the engine may start.
21.3 Starting valve v1
The valve (Fig 21-1) consists of a valve spindle (26) with a spring-loaded operating piston
(28) mounted in a separate housing.
Prerequisites
Check and clean the valve in connection with overhauls of the cylinder head.
Procedure
1 Remove the fastening yoke

and pull out the valve by using the tool 4V83H77.
2 Unscrew the top piece (24).
Use key handle on the top piece and valve housing. If using a vice for holding the valve, put
the top piece in the vice so as not to deform the housing.
3 Open the self-locking nut (25)
and remove the piston (28).
21-4 DBAC042854
4 Clean all parts.

5 Check sealing faces
of the valve and valve seat. If necessary, lap the valve by hand. See instructions for the
engine valves, chapter 12, section 12.2.1. Keep the piston on the valve spindle to get
guiding.
6 If it is necessary to change the piston sealings,
take care not to deform the teflon ring, located outside the O-ring, more than necessary.
The mounting is easier if the teflon ring is warmed in hot water. Lubricate the sealings and
the piston with lubricating oil.
7 After reassembling the valve,
check that the valve spindle with the piston moves easily and closes completely.
8 Check that the vent holes (29)
in the valve and cylinder head are open.
9 Check that the O-rings
of the valve housing are intact. Lubricate with oil.
10 Check that the copper sealing is intact
and in position, when mounting the valve into the cylinder head.
11 Tighten the valve
to torque stated in section 07.1.
21.4 Starting air vessel and piping v1
The starting air system is designed to prevent explosions.

An oil and water separator as well as a non-return valve should be located in the feed pipe,
between the compressor and the starting air vessel. At the lowest position of the piping
there should be a drain valve. Immediately before the main starting valve on the engine, a
non-return valve and a blow-off valve are mounted.
Drain the starting air vessel from condensate through the drain valve before starting.
The piping between the air vessels and the engines should be carefully 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 anticorrosive 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 under pressure.
21.5 Pneumatic System v4
The engine is equipped with a pneumatic system for control of the following functions by
means of identical solenoid valves:
● start of the engine,
● stop of the engine,
● starting fuel limitation,
● change-over of the thermostat valve.
DBAC042854 21-5
The system includes a filter (12), an automatic water separating valve (9), and furthermore, a
vessel (6) and a non-return valve (11) to ensure the pressure in the system in case of lacking
feed pressure.
The main starting valve (8), which is described in detail in section 21.1, is actuated by the
solenoid valve (3) at remote start. Fig 21-4 shows the solenoid valve. The valve is equipped
with a push button and can be energized manually.
At the same time as the main starting valve is actuated, an impulse goes to the automatic
water separator, which opens during the starting cycle to expel condensed water separated
by the filter (12).
The starting fuel limiter (15) is described in detail in section 22.7 . During the starting cycle it
is automatically actuated by the solenoid valve (2), which is energized from the speed
monitoring system.
The pneumatic overspeed trip devices (13), described in detail in section 22.6, are
controlled by the valve (14) which is actuated by the solenoid valve (4) on an electric signal
from the speed monitoring system, whereby the engine stops.
The push button of the solenoid valve is able to function as a local stop.
The thermostat valves (16), described in detail in chapter 19, are actuated by the solenoid
valve when the engine runs idle or at partial load. The solenoid is controlled by a switch in
the charge air circuit. For set point, see chapter 19.
16 15 14 13
12
11
10
1 2 3 4
+ + + +
- - - -
8
5
6 7 9
17
18
1.Solenoid valve, 2.Solenoid valve, 3.Solenoid valve, 4.Solenoid valve, 5.Pressure control
valve, 6.Air vessel, 7.Drain valve, 8.Main starting valve, 9.Valve, 10.Valve, 11.Non-return
valve, 12.Filter, 13.Pneumatic overspeed trip device, 14.Valve, 15.Starting fuel limiter,
16.Thermostat valve, 17.Open valve, 18.Shut-off valve.
Fig 21-3 Pneumatic system WS-32-322154 v1
The system is built up of high class components. Usually it requires no other maintenance
than check of function, cleaning of the air filter (12) and draining of condensed water from
the vessel (6) using the draining valve (7). See .
21-6 DBAC042854
21.5.2 Check v4
When starting, check that the automatic water draining works by watching whether water-
mixed air flows out from the valve (9).
Regularly check the pressure after the pressure control valve (5). Shut off valve (18), open
valve (17) and read the pressure on the manometer panel (starting air manometer). See Fig
21-3. Reset the valves in their original position after reading.
21.5.3 Maintenance of pneumatic components v4
Filter (12, Fig 21-3). The bottom part of the filter is attached to the top part with a thread. To
open the filter, expel air and turn the bottom part.
Clean the insert (1) and inside of the filter after each 8000 h.
Solenoid valve (1 - 4, Fig 21-3). In case of disturbance in the electric function of the valve,
test the valve by pushing the button (1). Should there be a mechanical malfunction, open
the valve using a special tool.
Check that the bores (2) and (3) in the seat are open and the gasket (4) is intact. Change the
valve if it does not function after cleaning.
Water draining valve (9, Fig 21-3). Clean the valve if there is any disturbance. The valve
can temporarily be disconnected by shutting the valve (10).
Pressure control valve (5, Fig 21-3). The pressure control valve requires no maintenance.
Should there be a malfunction, change it.
I II III
1
3
1 4
2
I. Filter:1. Insert.
II. Solenoid valve:1.Button, 2.Bore, 3.Bore, 4.Gasket.
III. Pressure control valve.
Fig 21-4 Pneumatic components WS-32-322155 v1
DBAC042854 21-7
21-8 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 22. Control Mechanism
22. Control Mechanism
22.1 Overview of Control Mechanism v1
During normal operation the engine speed is controlled by a governor (18) which regulates
the injected fuel quantity to correspond with the load.
The regulation movement is transferred to the regulating shaft (10) through a spring-loaded
rod (16), which enables stop or limit functions to be transferred to the regulating shaft,
irrespective of the governor position. In V-engines the regulating shafts of the cylinder
banks are connected with rods in such a way, that the two regulating shafts work
synchronously together.
The movement from the regulating shaft, to the injection pump fuel racks (1), is transferred
through the regulating lever (4) and the spring (3), which presses the pin (2), at the end of
the fuel rack, against the regulating lever. The torsion spring (3) enables the regulating shaft
and, consequently, the other fuel racks to be moved to a stop position, even if one of the
racks has jammed. In the same way the torsion spring (5) enables the regulating shaft to be
moved towards fuel-on position, even if an injection pump has jammed in a no-fuel position.
This feature can be of importance in an emergency situation.
The engine can be stopped by means of the stop lever (6). When the stop lever is moved to
stop position, the lever (8) actuates the lever (7) forcing the regulating shaft to stop position.
The engine is provided with two independent overspeed trip devices, an electro-pneumatic
device with tripping speed about 15 % above the nominal speed, and a mechanical device
with tripping speed about 18 % above the nominal speed. The electro-pneumatic device
moves every fuel rack to a no-fuel position by means of a pneumatic cylinder on every
injection pump. The cylinder actuates the pin (2) at the fuel rack. The mechanical device
actuates the lever (14) moving the regulating shaft to stop position. Both the electro-
pneumatic and the mechanical device can be tripped manually also, see section 22.5 and
section 22.6.
When starting, a fuel limiter will automatically limit the movement of the regulating shaft to a
suitable value. A pressure air cylinder limits the position of the lever (11), see section 22.7.
The indicator (12) indicates the fuel rack position.
The speed governor is provided with a stop solenoid by which the engine can be stopped
remotely. The solenoid is also connected to the electro-pneumatic overspeed protection
system and to the automatic stop system, which stops the engine at too low lubricating oil
pressure, too high circulating water temperature, or at any other desired function.
Next to the governor there is a fixed mechanical limiter affecting the regulating shaft directly
by means of the lever (13).
DBAC042854 22-1
22. Control Mechanism Wärtsilä Vasa 32 Instruction Manual
22.2 Maintenance of Control Mechanism v1
NOTE
Special attention should be paid to the function of the system as a defect in the
system may result in a disastrous overspeeding of the engine or in the engine
not being able to take load.
1 The system should work with minimal friction.Regularly clean and lubricate racks,
bearings (also self-lubricating bearings (9)) and ball joints with lubricating oil.
2 The system should be as free from clearancesas possible. Check clearances of all
connections. Total clearance may correspond to max. 0.5 mm of injection pump fuel
rack positions.
3 Check regularly (see recommendations in chapter 04) the adjustment of the system;
stop position, overspeed trip devices and starting fuel limiter, see section 22.3.1.
4 When reassembling the system,check that all details are placed in the right position,
that all nuts are properly tightened and to torque, if so prescribed, and that all locking
elements like pins, retainer rings, locking plates are in their positions. Check according
to pos. a) - c) .
22-2 DBAC042854
22.3 Check and adjustment
22.3.1 Stop lever stop position v1
1 Check:
● Set the terminal shaft lever (17) in the max. fuel position and the stop lever (6) in the
stop position.
● Check that the fuel rack position of all injection pumps is less than 3 mm.
DBAC042854 22-3
2 Adjustment:
● Set the stop lever in the stop position and check that the lever (7) contacts the lever
(8) properly. A small torque can be set from the governor, but not a too large one,
because this will twist the shaft unnecessarily, although little.
● Adjust the fuel rack position to 2 mm by adjusting the screws (20).
17
16
18
19
15
14
20 10 0
WORK
20 1 50
40
30
12
10 20 30
STOP
8 6
A-A B-B C-C
A B C
9 10 1 2 11 12 13
5 4 3
A B C
22-4 DBAC042854
1. Injection pump fuel rack, 2. Pin, 3. Spring, 4. Lever, 5. Spring, 6. Stop lever, 7. Lever,
8. Lever, 9. Bearing, 10. Regulating shaft, 11. Lever for starting fuel limiter, 12. Indicator,
13. Lever, 14. Lever for mechanical overspeed trip device, 15. Lever, 16. Spring-loaded
rod, 17. Lever for governor, 18. Governor, 19. Screw, 20. Adjusting screw.
Fig 22-1 Control mechanism WS-32-322251 v1
22.3.2 Governor stop position v1
1 Check:
● Move stop lever into work position.
● Set the governor terminal shaft lever in the stop position.
● Check that the fuel rack positions are 2 mm.
2 Adjustment:
● If the fuel rack positions are unequal, adjust first according to section 22.3.1 b).
● Adjust the spring-loaded rod so that the fuel rack position of 2 mm is obtained.
● If changing the governor, see section 22.4.
22.3.3 Mechanical overspeed trip device v1
1 Check of stop position

● Set the stop lever in the work position and the terminal shaft lever in the max. fuel
position.
● Release the overspeed trip device manually.
● Check that the fuel rack positions are less than 3 mm.
2 Adjustment of stop position
● The stop position is adjusted and locked by the engine manufacturer to provide a
stop position equal to that of the stop lever. If deviations occur, check lever fixations
and wear.
3 Check and adjustment of tripping speed
● See section 22.5.
DBAC042854 22-5
22.3.4 Electro-pneumatic overspeed trip device v1

position.
● The electro-pneumatic overspeed trip device requires no adjustment.
● If a fuel rack position of less than 3 mm cannot be obtained, check for wear.
● Temporarily, an adjustment to a lower fuel rack position can be made by putting a
thin washer under the plug (9).
3 Check and adjustment of tripping speed
● See section 22.6.2.
22.3.5 Starting fuel limiter v1
1 Check of limit position

● Set the stop lever in work position and the terminal shaft lever in max. fuel position.
● Connect pressure air to the cylinder (2) by solenoid valve (2), Fig 21-3, at which the
limiter cylinder (2) will turn the regulating shaft to the limit position.
● Check the fuel rack position. Suitable limitation is dependent on the installation,
normally about 26 mm.
2 Adjustment of limit position
● Connect pressure air to the cylinder (2).
● Loosen the fastening screw (3) of the limitation lever.
● Turn the regulating shaft to the desired limitation of the fuel rack position.
● Move the limitation lever against the limitation piston (1). Tighten the fastening screw
in this position.
● Check according to pos. a) above.
3 Check of function
● See section 22.7.
22.3.6 Indicator of fuel rack position v1
Check that the indicator corresponds to the fuel rack positions. If not, loosen the grub
screw and adjust the indicator to the correct value.
22.4 Speed governor v1
The engine can be equipped with various governor alternatives depending on the kind of
application. Concerning the governor itself, see the attached governor instruction book.
22-6 DBAC042854
22.4.1 Hydraulic governor drive v1
The governor is driven by a separate drive unit, which, in turn, is driven by the camshaft
through helical gears. The governor is fastened to this drive unit and connected to the drive
shaft through a serrated connection. The governor, with drive, can thus be removed and
mounted as a unit or the governor can be changed without removing the drive unit.
Pressure oil is led, through drillings in the bracket, to the bearings and to a nozzle for
lubricating the gears. The gear and the serrated coupling sleeve are mounted to the shaft
with interference and secured with spring pins.
Check at recommended intervals:
● radial and axial clearances of bearings
● gear clearance
● oil drillings and nozzle to be open
● gears and serrated coupling sleeve to be firmly fastened to the shaft
● serrations of coupling sleeve and governor drive shaft for wear.
Change worn parts.
22.4.2 Removal of governor v1
Procedure
1 Loosen the terminal shaft lever (17)

and governor electrical connection.
and pull the governor vertically upwards. The governor must not fall or rest on its driving
shaft.
22.4.3 Mounting of governor v1
Prerequisites
When mounting the same governor, check that the mark on the lever (17) corresponds to
that of the shaft. Check the setting according to section 22.3.1.
When mounting a new governor, proceed as follows:
Procedure
1 Mount the governor

into position on the governor drive.
2 Turn the governor terminal shaft
to the position according to Fig 22-2 (in counter-clockwise direction seen from the driving
end).
3 Mount the terminal shaft lever (17)
as follows, Fig 22-2.
4 Lock the fastening screw
DBAC042854 22-7
and mark the position of the terminal shaft lever with a mark on the shaft corresponding to
that of the lever.
5 Move the fuel rack
into the position according to Fig 22-2.
6 Adjust the spring-loaded rod length
to fit between the levers (17) and (15). Do not forget to secure the nuts.
7 Check according to section 22.3.1
R32 V32
B 2 B 2
R1 R1
a
a L
L
A
A
b b
R2 R2
1 1 II
I
1. Control shaft 2. Governor shaft I. Engine block R32 II. Engine block V32
Fig 22-2 Governor shaft settings WS-32-322256 v1
Governor basic settings: Woodward

Engine Governor A (mm) B (mm) L (mm) R1 (mm) R2 (mm) α (°) β (°) Rack h Governor
type type (mm) indicator
4R32 UG10 281.1 325.5 (420) 65 50 0 50±5 7.5 1.5
R32 PGA 101 460.1 (450) 90 50 13.5 0±3.75 7.5 1.7
PGG
EGB
PGEG
V32 PGA 244.4 319.5 (365) 90 50 30.2 25±3.75 7.5 1.7
PGG
EGB
PGEG
22.5 Mechanical overspeed trip device v1
The overspeed trip device is of the centrifugal type. It will trip when the engine speed
exceeds the nominal speed, see test records and chapter 06., section 06.1.3. The tripping
mechanism is fastened directly to the camshaft end. When the engine speed increases, the
centrifugal force on the tripping mechanism increases and exceeds the force of the spring
(1) at the set tripping speed. The weight (2) is then thrown outwards forcing the latch (3) to
turn, thus releasing the spindle (4), which is forced outwards by the working spring (5). The
V-engine is provided with double working springs.
22-8 DBAC042854
The force is transferred to the regulating shaft by the lever (6) and a claw coupling on the
regulating shaft, and the regulating shaft is turned to the stop position.
The overspeed trip device may be tripped manually by the lever (7).
The engine cannot be restarted before the lever (6) has been manually depressed so far that
the latch (3) engages the piston of the spindle (4).
A switch (8), indicating released overspeed trip device, may be provided.
6 4 5
a
7
A
A
8
1
3
11
14
10 15
13
12
1. Spring, 2. Weight, 3. Latch, 4. Spindle, 5. Working spring, 6. Lever, 7. Lever, 8. Micro
switch, 9. Plug, 10. Locking screw, 11. Screw, 12. Drain hole, 13. Screw, 14. Adjusting
screw, 15. Slotted washer.
a. In 8- to 18-cylinder engines only.
Fig 22-3 Mechanical overspeed trip device WS-32-322252 v1
DBAC042854 22-9
22.5.1 Check of tripping speed v1
Check the tripping speed at idle by increasing the engine speed above the nominal speed
by slowly forcing the lever (15, Fig 22-1) with a suitable wrench in direction from the engine.
When the nominal speed is reached and exceeded, the governor begins to decrease the
fuel setting, i.e. the control shaft must be forced against the force of the governor.
Retension the working spring of the overspeed trip device manually by means of the lever
(14). Use the tool 808010 or a steel bar or pipe with the outside diameter of max. 22 mm.
Engine cannot be started before the mechanical overspeed device is reset.
NOTE
Do not increase the engine speed by more than 40 RPM above the tripping
speed.
The specified tripping speed, see test records and chapter 06., section 06.1.3.
NOTE
The tripping speed stated in chapter 06., section 06.1.3 is for a preheated
engine, it may differ on an engine which has reached normal operation
temperature.
NOTE
When checking the specified tripping speed, the electro-pneumatic overspeed
trip device must be adjusted to a speed of 40 RPM above the tripping speed of
the mechanical overspeed trip device. Do not forget to readjust it to the normal
tripping speed, see .
22.5.2 Adjustment of tripping speed (Fig 22-3) v1
Procedure
1 Remove the plug (9).

until the locking screw (10) is in front of the opening.
3 Loosen the locking screw (10).
If a higher tripping speed is desired, tense the spring by screwing the adjusting screw (14) in
by the adjusting tool 846030. If a lower tripping speed is desired, screw the screw
outwards.
4 Tighten the locking screw (10)
to the stated torque, see section 07.1.
5 Mount the plug (9)
and check the tripping speed according to instruction above.
6 The spring can be replaced
through the opening of the plug, if necessary.
22-10 DBAC042854
Procedure
1 Remove the tripping mechanism

by removing the screws (11).
2 Remove the spindle
(4) with piston and spring (5).
NOTE
Be very careful when removing the spring (5). Use tool 837020
3 Check all moving parts

for wear and replace with new ones, if necessary.
4 Check that the drain hole
(12) open.
5 Tighten the screws (11) to torque
when assembling and lock with steel wire.
6 Tighten the screws (13) to torque.
7 Use tool 837020 when mounting the spring.
8 Check the tripping speed
according to section 22.5.1.
22.6 Electro-pneumatic overspeed trip device v1
The overspeed trip device is electronically controlled. Air of max. 30 bar is used as
operating medium. The specified tripping speed, see test records and chapter 06., section
06.1.3.
The three-way solenoid valve (4), Fig 21-3, gets the stop signal for overspeed from the
electronic speed measuring system. The solenoid is also connected to the stop system.
When the solenoid valve (4) opens, air is fed to the three-way valve (14), Fig 21-3, which
conveys pressure air to the cylinders (13, Fig 21-3), one for each injection pump. The piston
of the air cylinder actuates the pin on the fuel rack moving it to stop position.
The stop signal is normally energized long enough to stop the engine completely. When de-
energized, the air is evacuated through the three-way valve and the piston is forced back to
the end position by the spring (8), Fig 22-4.
The solenoid valve (4) can also be operated manually.
DBAC042854 22-11
7 8 9
6. Pin, 7. Piston, 8. Spring, 9. Plug.
Fig 22-4 Electro-pneumatic overspeed trip device WS-32-322253 v1
22.6.1 Check and adjustment of stop position v1

position.
● The electro-pneumatic overspeed trip device requires no adjustment.
● If a fuel rack position of less than 3 mm cannot be obtained, check for wear.
Temporarily, an adjustment to a lower fuel rack position can be made by putting a thin
washer under the plug (9).
22.6.2 Check of tripping speed v1
Check the tripping speed at idle by increasing the engine speed above the nominal speed
by slowly bending the lever (15) with a suitable wrench in direction from the engine. When
the nominal speed is reached and exceeded, the governor begins to decrease the fuel
setting, i.e. the control shaft must be forced against the governor force.
NOTE
Do not increase the engine speed by more than 60 RPM above the tripping
speed.
The specified tripping speed, see test records and chapter 06., section 06.1.3.
22.6.3 Adjustment of tripping speed v1
Adjustments will be made in the box of the electronic speed measuring system, see
instructions for speed measuring system, section 23.2.1.
22-12 DBAC042854
1 Three-way solenoid valve

● If the solenoid is out of order, replace it by a new one.
● If the valve does not move, clean all channels. Check the valve piston.
● If air is leaking to the cylinders, change the sealing's.
2 Air cylinder,Fig 22-4
● Check for wear.
● Check the tightness of the piston. Replace sealings by new ones, if necessary. Take
care not to deform the teflon ring outside the O-ring.
● Lubricate the sealings and piston with lubricating oil.
● Check that the piston does not stick.
22.7 Starting fuel limiter v1
Always when starting either automatically, remotely or manually, a limiter will automatically
limit the injected fuel quantity.
Always when the engine is not operating (and provided with auxiliary voltage), the three-way
solenoid valve (2), Fig 21-3, is energized connecting the air distributing pipe with the limiting
cylinder. As the main starting valve is opened when starting the engine, starting air is
admitted to pass from the distributing pipe to the limiting cylinder. The piston (1) is then
forced out limiting the fuel injection by a lever (7), which is fastened to the regulating shaft.
As the engine reaches 100 RPM below the nominal speed relay in the speed measuring
system de-energizes the solenoid valve (2), Fig 21-3. The de-energizing is delayed two
seconds so that the engine will reach nominal speed before the limitation is cut off.
On main engines started up to a lower speed, a lower de-energizing speed has to be used.
1
2
1. Limitation piston, 2. Cylinder, 3. Screw, 7. Lever.
Fig 22-5 Starting fuel limiter WS-32-322254 v1
DBAC042854 22-13
22.7.1 Check and adjustment of limitation v1
1 Check of limit position

● Set the stop lever in work position and the terminal shaft lever in max. fuel position.
● Connect pressure air to the cylinder (15) by the solenoid valve (2), Fig 21-3, at which
the limiter cylinder (2) will turn the regulating shaft to the limit position.
● Check the fuel rack position. Suitable limitation is dependent on the installation,
normally about 26 mm.
2 Adjustment of limit position
● Connect pressure air to the cylinder (2).
● Loosen the fastening screw (3) of the limitation lever.
● Turn the regulating shaft to the desired limitation of the fuel rack position.
● Move the limitation lever against the limitation piston (1). Tighten the fastening screw
in this position.
Check according to pos. a) above.
22.7.2 Check of function v1
Procedure
1 Check that the limitation is achieved

as soon as the main starting valve opens.
2 Check that the correct limitation is achieved
during the acceleration period.
3 The limitation is cut off at 100 RPM below nominal speed
delayed for two seconds. This can best be checked during the acceleration period. When
the limitation cut of speed is reached and exceeded, the piston of the starting fuel limiter is
returned to its normal position, with a delay of two seconds. The delay can electrically be
checked according to section 23.2.3.2 On main engines a cut-off speed lower than the
minimum running speed is used.
Procedure
1 If the limitation gradually retires

before the three-way solenoid valve (2), Fig 21-3, releases the pressure, it can depend on:
● Leaky piston (1). Replace the sealing by a new one. Take care not to deform the teflon
ring, outside the O-ring, more than necessary. Apply a few drops of lubricating oil on the
piston before assembly.
● Leaky three-way valve.
2 If the valve does not receive voltage
or receives voltage during wrong periods, check the control relays. See wiring diagram and
manufacturer's instruction, section 23.1.1.
22-14 DBAC042854
3 If the limiter does not work,

check the coil. If the coil is undamaged, check that the cylinder (15) or three-way valve (2)
does not stick.
4 The three-way valve
normally requires no maintenance. If the coil has broken, e.g. due to over voltage, replace
the coil by a new one. If the valve is probable to be blocked by dirt, it can be dismantled for
cleaning, provided that special care is taken. Do not damage the sealing faces. Check that
all parts are mounted correctly. If further troubles, replace the valve by a new one.
5 Check according to section 22.7.1 and section 22.7.2
DBAC042854 22-15
22-16 DBAC042854
Wärtsilä Vasa 32 Instruction Manual 23. Instrumentation and Automation
23. Instrumentation and Automation
23.1 Monitoring equipment mounted on the engine
23.1.1 Instrument panel v6
The instrument panel (1, Fig 23-1 and Fig 23-2) is flexibly suspended on three rubber
elements at the free end of the engine. The following instruments are included:
Manometer for: Sensor code

P302
● starting air before the engine
P106
● fuel oil before the engine
P209
● lube oil before the engine
P407
● high temperature (HT) water before the engine
P408
● low temperature (LT) water pressure before the engine
P601
● charge air
Instrument for engine speed S707
Running hour counter K701
The connection pipes to the manometers are provided with valves, which make it possible
to change the manometers during operation.
The instruments require no service. Erroneous or damaged instruments should be repaired
or changed at the first opportunity.
The rubber elements for suspension of the instrument panel, are to be checked after longer
operating periods and to be replaced by new ones, if necessary.
23.1.2 Thermometers v6
● exhaust gas thermometer for each cylinder (2)

● lube oil before (3) and after (4) the lube oil cooler
● HT water before (5) and after (6) the engine
● HT water after the turbocharger (7)
● charge air in the air receiver (8)
● LT water before (9), between (10) and after the coolers (11)
● fuel before the engine (12)
Erroneous and damaged thermometers are to be replaced by new ones at the first
opportunity.
DBAC042854 23-1
23. Instrumentation and Automation Wärtsilä Vasa 32 Instruction Manual
4 8 T601 T202 10
P201
P203
P202 5
P301 9
P102 P103 3
P403
P402 L105
11
14 S708 21 7 2 T501...T518 6
T402
T401
E705
S710
E708
1
12 M701 L202
Fig 23-1 Monitoring equipment, In-line engine WS-32-322352 v1
23-2 DBAC042854
6 T601 8 P402
7 13 T501...T518
T401 P301
T402 11
12
P202
9 5
P203
P201
P403
P102
14 14 2 E705 S710
S708 S709
E708 L105
11
T202 T701...T708 M701 L202 9
Fig 23-2 Monitoring equipment, V-engine WS-32-22353 v1
23.1.3 Combined visual pressure drop indicators and alarm

switches v6
● Too high pressure drop across the lube oil filter when mounted on the engine P204.
● Too high pressure drop over the fuel filter when mounted on the engine P103.
DBAC042854 23-3
23.1.4 On/off switches v6
1 Alarm switches: A standard system for alarm switches has been developed for VASA
32. In the system a distinction is made between main engines and auxiliary engines.
The following list shows the standard switches for each type of engine:
Alarm switches Code ME AE

too low lube oil pressure P202 X X
too low prelube oil pressure P203 X X
too low HT water pressure P402 X
too low LT water pressure P403 X
too low fuel oil pressure P102 X X
too high pressure drop over the fuel filter P103 X X
too high pressure drop over the lube oil filter P204 X X
too high HT water temperature T402 X X
too high lube oil temperature T202 X X
too high charge air temperature T601 X X
too low lube oil level (wet sump engines, only) L202 X X
engaged turning device E708 X X
tripped mechanical overspeed device S710 X X
pressure switch connected to the air receiver for X X

control of the load dependent cooling system
starting air pressure P301 X X
overload E705 X X
high main bearing temperature, V32 engines T701...T708 X X
fuel pipe leakage, In-line engines L101, L102 X X

V-engines L101...L104
too high exhaust gas temperature after cylinder T501...T518 X X
2 Two-step switches for engines which are equipped with the load dependent
cooling system:
Two-step alarm switches ME AE

too high lubricating oil temperature T202 X X
23-4 DBAC042854
3 Stop switches: The following switches for automatic stop are mounted on the engine as
standard:
● too low lube oil pressure (P201)
● too high cooling water temperature (T401)
4 Other switches: The following switches can be supplied as extra equipment:
● fuel oil temperature before the engine
● LT water temperature before the engine
● charge air pressure
● air pressure before the engine
● electro-pneumatic overspeed trip device
The switches may, due to continuous development, differ from the above stated
standard system.
23.1.4.1 Check of switches v1
All switches are pre-adjusted at the factory.

Check the function of all switches at intervals recommended in chapter 04. If any switch is
suspected to be wrongly set or broken, it should immediately be checked and, if necessary,
adjusted or replaced by a new one. Pressure and temperature switches can be checked
during operation.
1 Temperature switches: The switches are fitted into special pockets and can thus be
lifted off for checking also during operation. The check should be carried out so that the
sensor part of the switch is inserted into liquid, e.g. oil, which is slowly heated.
Watch at which temperature the micro switch breaks. The correct temperature is stated
in section 01.1 . and is normally stamped on the switch as long as the switch has not
been adjusted to another temperature. Connect the switch correctly when mounting.
Also the pockets are to be removed and cleaned when the systems are emptied for
other reasons.
2 Pressure switches: The manometer of the instrument panel may be utilized for
checking during operation as follows:
● Shut the ball cock on the common pipe to the manometer and the switch.
● Carefully open the pipe union nut on the pressure switch so that the pressure switch
gives a signal.
The correct pressure is stated in section 01.1. and is normally stamped on the switch as
long as it has not been adjusted to another pressure.
The alarm switch for too low prelube oil pressure is set for rising pressure and, thus, this
method does not give the correct value. A rough check can however be made when
taking into consideration that the switch will display a value about 0.2 bar lower at falling
pressure.
DBAC042854 23-5
3 Pressure drop indicator: When checking the fuel and lube oil switch it is enough when
the connection before the filter is accessible.
When checking the alarm pressure of the switch an adjustable overpressure device and
a manometer are to be connected to the switch connection before the filter (the higher
pressure).
The pressure is raised until the indicator at the end of the switch operates and the
manometer pressure can be read.
The pressure is to be 1.5 ± 0.3 bar.
4 Other micro switches: These switches can easily be checked when the engine is out of
operation, e.g.
● The mechanical overspeed trip device is tripped manually (chapter 22., section 22.5)
and should give alarm.
● The control shaft is turned until the load indicating switch operates. Check which load
this corresponds to.
CAUTION
Never set any of the alarm or stop switches out of function.
If any of the switches gives a false alarm the reason should be found out, and the fault
should be remedied immediately.
23-6 DBAC042854
23.1.5 Transducers for remote measuring v6
The engine is as standard supplied ready for connection of the following transducers:
1 Temperatures: The connection points are located next to the respective local
thermometers unless otherwise stated.
● charge air in the air receiver
● lube oil before and after the oil cooler
● HT water before and after the engine
● HT water before and after the turbocharger
● inlet LT water
● exhaust gases for the individual cylinders
● exhaust gases before (13) and after (14) the turbocharger.
2 Pressures: The connection points are located at the pipes of the respective
manometers on the instrument panel.
● charge air
● lube oil before the engine
● inlet LT water
● fuel oil after the filter
● starting air
● HT water before the engine
3 Miscellaneous:
● transducers for turbocharger speed (S708, S709)
● detector for crankcase smoke (M701)
● load indicator
In the instrument specification supplied with the engine documentation, it is specified
which transducers should be installed, as to type as well as to manufacturing.
23.2 Despemes Speed Measuring System for Diesel

Engine v1
23.2.1 Introduction v1
DESPEMES — Diesel Engine Speed Measuring System — is an electronic speed measuring

system especially designed for diesel engines in marine and stationary installations.
The following functions are included in the equipment:
● measuring of engine speed
● 4 speed-controlled relay functions
● measuring of one or two turbocharger speeds
● 3 additional relay functions as option
DBAC042854 23-7
23.2.2 Theory of Operation v1
23.2.2.1 Diesel engine speed v1
The engine speed is sensed by means of a touchfree, inductive proximity switch mounted
to count the cogs passing its sensing head when the engine is running.
The frequency output from the sensor, proportional to the engine speed, is converted to a
DC-voltage of 0 - 10 V. This voltage is buffered and fed out to be measured by the remote
voltage-measuring, panel mounted, speed indicators.
23.2.2.2 Relay functions v1
The speed signal is transferred to the relay driver circuit, controlling the relay functions.
There are 4 separate relays, which can individually be adjusted to switch at any speed of
the engine speed range, additionally with an individually adjustable delay.
The relays have two change-over contacts with a breaking capacity of 110 V DC/0.3 A or 24
V DC/1 A.
23.2.2.3 Turbocharger speed v1
A magnetic sensor is attached against the end of the turbocharger shaft, sensing its speed.
The sinusoidal voltage from the sensor is amplified and converted to a square wave signal
before being converted into a speed proportional DC-voltage.
23.2.2.4 Digital output v1
The speeds can be measured as a frequency with a frequency counter.
NOTE
The frequency is not equal to the numerical value of the speed. The actual
conversion factors are written on the printed circuit cards.
23.2.2.5 Additional relay functions v1
Additional triple-relay card with voltage-controlled relays can be supplied as option.

The relays can be controlled by engine speed or by an external DC-voltage or with a
potentiometer.
23.2.3 Functional circuit cards v1
The DESPEMES speed measuring system includes the following printed circuit boards:
1 Power supply
DC/DC 24 V DC
alt. 48...110 V DC............................................................................................................ C1
2 nDE measuring converter with relay function
for engine speed.............................................................................................................. C2
23-8 DBAC042854
3 Relay I
3 speed-controlled relay functions with optional delay................................................... C3
4 nTC measuring converter
for one or two turbochargers........................................................................................... C4
5 Relay II
3 voltage-controlled relay functions with optional delay................................................. C5
23.2.3.1 C1, Power supply DC/DC v1
Supply voltage:.....................................................................................18...40 V DC smoothed

.......................................................................................................................alt. 40...160 V DC
Output voltage:......................................................................................................±12 V ±0.5 V
Output current:............................................................................................................±500 mA
Output ripple:...............................................................................................................±100 mV
Ambient temperature:..........................................................................................- 25 ... + 71°C
Short-circuit-proof:.....................................................................................by current limitation
Isolation voltage:...........................................................................................2 kV, 50 Hz, 1 min
...........................................................................................................................5 kV, 1.2/50 µs
Fuse:...............................................................................................................1.6 A, 5 x 20 mm
The power supply is short-circuit-proof and overheating protected. A green light emitting
diode indicates that voltage is provided.
D13
DC A
DC
R29 (+)
R21 (-)
F1
1 3 13 15 17
- + - +
U IN +-12V
A. O/P adjust
Fig 23-3 Power supply C1 WS-32-322354 v1
DBAC042854 23-9
23.2.3.2 C2, nDE measuring converter with relay function for the
engine speed v1
Prerequisites
1 Theory of operation: The speed sensor is a touchfree proximity switch attached against
a cogwheel to count the cogs passing. The output from the sensor is a square-wave
frequency proportional to the engine speed.
The frequency is converted to a DC-voltage proportional to the input frequency. This
voltage flows through a buffer which provides the measuring voltage for the remote
speed indicators. The same buffered voltage operates the relay.
The switchpoint can be adjusted over the whole speed range with an adjustable delay.
Frequency output can be used for measuring the speed digitally.
There is an on-card precalibrated test function which simulates a certain engine speed
and can be used for checking the system.
2 Adjustment procedures:
● The analog speed measuring signal 0 - 10 VDC
The card is accurately precalibrated at the factory. Nevertheless, if a recalibration is
required, there is a potentiometer, P501, at the utmost left hand side of the card. When
turning CW, the output will increase and vice versa.
● The relay switchpoint and delay
The switchpoint is preadjusted at the factory. However, if an adjustment is required, the
procedure is as follows:
P502: switchpoint: the middle potentiometer
P503: delay: at the right hand side of the card
Procedure
1 Determine the nDE-card amplification:

nmax (rpm) = Umax [V DC]
2 Calculate corresponding output voltage at specified relay switching speed:
nx (rpm) x Umax (V DC)

Ux (V DC) =
nmax (rpm)
3 Adjust P502 to the calculated TP4 voltage:

Ex: VASA 32: Specified switching speed: 620 rpm
1000 rpm =^ 10V DC
620 rpm x 10 V DC
U620 = = 6.2 V
1000 rpm
Adjust the TP4 voltage to 6.2 V
The delay can be determined by bridging TP3 and counting the delay time until the relay
turns on and the LED lights up.
Test points
23-10 DBAC042854
TP1: The pulse train from the speed sensor or the calibrating frequency when TP3 is
bridged.
TP2: The unbuffered output from the frequency/voltage converter: 0 - 10 V DC, depending
on the engine speed.
TP3: Bridging the points, using eg. a small screwdriver, the test oscillator will start. ( The
sensor cable must be disconnected.)
TP4: The P502 adjusted voltage corresponding to the relay switchpoint wanted.
TP5: The P503 adjusted voltage corresponding to the specified delay.
Technical specification
Inputs:
Frequency:...............................................................................................................0...8000 Hz
..................................................................................................................12 V pk square wave
Supply voltage:...............................................................................................+12 V, -12 V, 0 V
Current consumption:.............................................................................................Max. 40 mA
Outputs:
Frequency:...............................................................................................12 V pk, square wave
......................................................................................................................short-circuit-proof
Voltage:....................................................................................................................0...10 V DC
..........................................................................................................15 mA, short-circuit-proof
Unlinearity:......................................................................................................................±0.1 %
Temperature coefficient:.............................................................................................0.03 %/K
Relay function
Switchpoint:................................................................................0...100 % of measuring range
Delay:..........................................................................................................................0...10 sec
Contacts:..............................................................................................2 change-over contacts
Breaking capacity:.............................................................................................110 V DC/0.3 A
............................................................................................................................24 V DC/1.0 A
Test
Test point:.........................................................................................Approx. 80 % of full scale
Ambient temperature:.............................................................................................- 25...+71°C
3
1
2
TP5
TP2
TP1
TP3
fU
+2s
2 9 30 29 31 13 15 17
n f +
- +
+12V
0...10V
1. Output 2. Switchpoint 3. Delay
Fig 23-4 nDE measuring converter C2 WS-32-322355 v1
DBAC042854 23-11
23.2.3.3 C3, Relay Card v1
Prerequisites
1 Theory of operation: The card includes three relays each relay having two change-over
contacts. The output voltage from the nDE-card: C2 is supplied to three comparators
where the relay switchpoints can be individually adjusted for each relay, optionally with
adjustable delay.
The relays operate either according to the closed circuit principle or to the open circuit
principle.
The relays can be programmed for either delay on operate or release or without delay.
The third relay channel can be programmed with self-holding, demanding external reset.
One change-over contact of the relay is, however, needed for this operation. A green or
red light emitting diode indicates that the relay is switched on.
2 Adjustment procedures: The switchpoint of the relays are adjustable with
trimpotentiometers. The testpoints indicate the adjustment.
PT601, TP1..........................................................................................................relay nDE1
P602, TP2............................................................................................................relay nDE2
P603, TP3............................................................................................................relay nDE3
Procedure
1 Determine the amplification of the nDE-card:

nmax (rpm) = Umax [V DC]
( nmax is normally 1000 rpm and Umax 10 VDC on VASA 32)
2 Calculate the voltage corresponding
the rotation speed at which the relay switches on.
nx (rpm) x Umax (V DC)

Ux (V DC) =
nmax (rpm)
3 Adjust the channel potentiometer

to the calculated value of the TP voltage.
By short-circuiting TP3 on the nDE-card ( C2 ) the possible delay of the relays can de
determined. Respective trimpotentiometers are P604, P605, P606.
NOTE
During the test, the adjusted switchpoint of the relay can be adjusted to a value
below the test voltage, if this is higher than the voltage generated by the test
oscillator (TP3 at card C2).
Technical specification
Inputs:
Supply voltage:................................................................................................. +12 V, 0, -12 V
Current consumption:............................................................................................. max 60 mA
Control voltage:...................................................................................................... 0...10 V DC
Outputs:
3 relays, each having two changeover contacts.
23-12 DBAC042854
Switchpoint:......................................................................... 0...100 % of the measuring range

Delay:........................................................................................................................ 0...30 sec.
Breaking capacity:............................................................................................ 110 V DC/0.3 A
........................................................................................................................... 24 V DC/1.0 A
Ambient temperature:............................................................................................. -25...+71°C
3a
2a
1a
3
1
n 1 DE n 2DE n 3 DE
TP3
TP2
TP1
2 8 4 7 9 5 10 26 16 18 23 12 19 30 28 31 29 24 27 13 15 17
- 0 +
0...10V +-12VDC
I. Relay 1. Delay 1 1a. Switchpoint 1 adj. 2. Delay 2 2a. Switchpoint 2 adj. 3. Delay 3 3a.
Switchpoint 3 adj.
Fig 23-5 Relay Card C3 WS-32-322356 v1
DBAC042854 23-13
23.2.3.4 C4, TC-card: Measuring converter for one alt. two

turbochargers v1
1 Theory of operation: The sine wave signal of the turbocharger speed sensor is
amplified and transmitted to a squarewave signal. This can be measured by a frequency
counter.
The square wave frequency signal is converted to a speed-proportional voltage 0...10 V.
This is buffered and forms the measuring voltage for the remote speed indicators.
The card may consist of two channels.
2 Adjustment procedures: The analog output re-adjustment can be done by means of
the potentiometers P701 and P711.
P701 : nTC1
P711 : nTC2
When turning the pot. CW, the output will increase and vice versa.
3 Technical specification:
Inputs:
Frequency:..........................................................................................................0...8000 Hz
...................................................................................................................> 100 mVpp sine
Supply voltage:.............................................................................................+12 V, 0, -12 V
Current consumption:.........................................................................................max 35 mA
Outputs:
Frequency:.................................................................................................................12 Vpp
.....................................................................................................10 mA, short-circuit-proof
Voltage:.........................................................................0...10 V, 15 mA, short-circuit-proof
Unlinearity:................................................................................................................± 0.1 %
Temperature dependence:.................................................................................< 0.03 %/K
n TC 2
n
TC1
n
TC2 1
P 711
P 701
fU fU
21 22 23 6 20 11 14 2 13 15 17
- +
n f n f +- 12VDC
1. Output 1 2. Output 2
Fig 23-6 TC-card C4 WS-32-322357 v1
23-14 DBAC042854
23.2.3.5 C5 Relay II v1
1 Theory of operation: The card consists of 3 voltage-controlled relays, each having one
change-over contact.
Any external voltage between 0 and 10 V DC can be used as control. The switchpoints
and delays are adjustable. LED indicates an activated relay.
2 Adjustment procedures: See adjustment instruction for C3 relay card.
3 Technical specification:
Inputs:
Control in:...........................................................................................................0...10 V DC
Supply voltage:.............................................................................................+12 V, 0, -12 V
Current consumption:.................................................................................................60 mA
Outputs:
3 relay functions, each having one change-over contact.
Switchpoint:...........................................................................0...100 % of measuring range
Delay:.....................................................................................................................0...30 sec
Breaking capacity:........................................................................................110 V DC/0.3 A
.......................................................................................................................24 V DC/1.0 A
Ambient temperature:.........................................................................................-25...+71°C
II
3a
2a
1a
3
1
4 5 6
TP3
TP2
TP1
2 8 4 7 26 16 18 30 28 31 13 15 17
- 0 +
0...10V +-12VDC
II. Relay 1. Delay 1 1a. Switchpoint 1 adj. 2. Delay 2 2a. Switchpoint 2 adj. 3. Delay 3 3a.
Switchpoint 3 adj.
Fig 23-7 Relay II C5 WS-32-322358 v1
DBAC042854 23-15
23.2.4 Engine Speed Sensor v1
1 Theory of operation: The sensor is an inductive, touchfree proximity switch supplied

with +12 V and 0 V DC. The third pin is a speed-proportional pulse train.
The electronics of the sensor is resin-moulded into a tubular housing of nickel plated
brass with external thread of 18x1.5 mm. The three-wire cable is connected by means of
a four-pole connector (Euchner BS4 ).
2 Mounting the sensor Turn the engine until the top of a cog is visual in the sensor
mounting hole. Screw the sensor completely in. Unscrew it and tighten it well to the
shown sensing displacement (see Fig 23-8).
A
+12VDC
1 2
SIGNAL
4 3
GND
2.5mm A-A
A
Fig 23-8 Engine speed sensor WS-32-322359 v1
The output signal (terminal 55 in the electronic box or TP1 on the nDE-card) should now
be appr. 12 V DC. If the sensor is between two cogs, the output will show appr. 0 V.
NOTE
The engine must not run while the sensor is mounted.
23-16 DBAC042854
23.2.5 Turbocharger Speed Sensor v3
1 Theory of operation: This sensor is magnetic, therefore it does not require any voltage
supply.
The sensor head is split by a yoke causing a sinusoidal output voltage when a magnetic
material passes its sensing head. The metal housing is threaded to 12 x 1.25 mm.
On the BBC type VTR, the turbocharger housing and a disc with six holes in the end of
the turbocharger shaft is prepared for these types of sensors.
When the turbocharger rotates and the above mentioned holes pass the sensor head, a
sinusoidal voltage is generated. The cable is connected by means of a four-pole
connector (Euchner BS4).
2 Mounting the sensor: Screw the sensor completely in and then unscrew it for a sensing
gap about 2 turns.
NOTE
A B
A
1
2
GND
3
A-A
B. 2.5 mm = 2 turns on the sensor
Fig 23-9 Turbocharger speed sensor FIG-322360A v3
23.2.6 Adjustments of the Despemes cards v1
Adjustments of the Despemes cards

Card Function Adj. Measured at Ind. Remarks
DBAC042854 23-17
Adjustments of the Despemes cards

Designati V Hz
on
C1 Power supply R21/R29 LED Adjustment not recommended

DC/DC
C2 Rot. speed of engine P501 TP2 TP1 Tach 1000 RPM=417 Hz=10 VDC
nDE
Fuel lim. control P502 TP4 LED Diagram A.
Set point: 100 RPM below nominal or idling
speed
2 s. delay P503 TP5 TP1 LED Diagram B

Set point: 2 seconds on-delay
Simulation of running TP2 TP1 Tach Make shortcirc. at TP3 and disconnect
engine engine pickup
C3 Relay 1: Engine running P601 TP1 LED 1 Hour count., prelub. control blocking
Relay (300 rpm) signals, diagram A
card
Delay P604 P604 LED 1 0...30 s, diagram C.
mid Set point: No delay
Relay 2: Optional or P602 TP2 LED 2 Diagram A

115 RPM Set point: 115 RPM on 4-cyl. engines with
start motor.

mid Set point: 20 s. offdelay on 4-cyl. engines
with start motor.
Relay 3: Overspeed P603 TP3 LED 3 Diagram A.

protection Set point: 15 % over nominal speed

mid Set point: No delay.
C4 Rot. speed of P701 TP2 TP1 Tach 30.000 RPM=3.000 Hz=10 VDC
nTC turbocharger (Setting valid for ABB, VTR-type
turbochargers).
Rot. speed of P711 TP4 TP3 Tach For V-engines only, setting as above.
turbocharger
C5 Varies Optional card.

Relay Adj. method as C3.
card
See Fig 23-10 for diagrams and testpoints.
NOTE
All measurements are to be performed between testpoints (TP) and internal
system gnd. A gnd point can be found above terminal 11 on the motherboard,
or e.g. at terminals 26 or 28.
23-18 DBAC042854
A VASA 32
V C2, TP4, C3, TP1, 2, 3
12
10
4 LED 1 TP 3
2 P701 P601 TP 1
P711 P604 P501
200 400 600 800 1000 rpm TP 1 TP 1 TP 2
LED 2
B VASA 32 P602
V C2, TPS
10
P605
TP 2
9 TP 2 TP 4
8 P502
7 TP 3 LED 3 P503 LED
6 TP 4 P603 TP 5
5 P606 R29
4 LED R21
TP 3
3
2
1
1 2 3 4 5 6 7 8 9 10 sec.
C5 C4 C3 C2 C1
GND
C VASA 4R32
V C3; P604, P605, P606
10
8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
6 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
5 10 15 20 25 30 sec.
Fig 23-10 Despemes box, internal layout WS-32-322371 v1
DBAC042854 23-19
23.2.7 Governor Speed Sensor v1
1 Theory of operation: This sensor is magnetic, therefore it does not require any voltage
supply.
The sensor causing a sinusoidal output voltage when a magnetic material passes its
sensing head. The metal housing is threaded to 5/8"-18. The sensor is mounted on the
bracket of the electrical turning device, see Fig 23-11.
When the flywheel rotates and the teeth of the gear rim pass the sensor head, a
sinusoidal voltage is generated.
2 Mounting the sensor: Screw the sensor completely in. Unscrew it and tighten it well to
the shown sensing displacement, see Fig 23-11.
NOTE
m
m
1.0
Fig 23-11 Governor speed sensor WS-32-322333 v1
23-20 DBAC042854
23.2.8 Troubleshooting procedures v1
START
Is the Supply
on Switch the
green LED terminals
lighting? power on
29+
30-?
Defective fuse? Replace the card
Replace the fuse
Power supply ready

for operation
Fig 23-12 1. Power supply DC/DC WS-32-322361 v1
Power supply
Polarity Terminal Card connector
Operating voltage + 29 3
- 30 1
Output +12 V 24 17
GND 26 15
DBAC042854 23-21
Power supply
-12 V 13
START
Output
Power supply Test program 1
0...10V DC OK?
Relay
activates Pulse input Test program 5
Replace (LED turns on) from the sensor
the card at any speed? * or osc.?
Output
0...10V DC Replace
TP2? the card
Check and
adjust if
necessary
Short
circuit or
line breakage
on output
n DE -card ready Clear fault

for operation
Fig 23-13 2. nDE-measuring converter with relay function WS-32-322362 v1
nDE-measuring converter
Terminal Card connector
Frequency in 55(+) 9
23-22 DBAC042854
nDE-measuring converter
57(-) 15
Measuring voltage 25(+) 2
26(-) 15
Pulse output 58(+)
59(-)
*) V-meter reading: Sensor output 5.8 V DC. Osc. about 4.2 V DC.
START
The Analog
relays operate output
at any speed of Test program 2
0...10V DC
the engine? from nDE ?
Replace the card
Check and
adjust if
necessary
Relay card ready

for operation
Fig 23-14 3. Relay card WS-32-322363 v1
DBAC042854 23-23
START
Analog
output Supply
voltage Test program 1
0..10V DC?
OK?
Replace
Pulse output? the card
Check and
adjust if
necessary
Sine-
wave voltage
from sensor? Check the censor
Replace
the card
n TC -card ready
for operation
Fig 23-15 4. nTC-measuring converter with 2 channels WS-32-322364 v1
nTC-measuring converter
Channel 1 Channel 2
Pulse input Terminal 10(+), 11(-) 39(+), 40(-)
Card connector 21(+), 22(-) 20(+), 11(-)
Pulse output Terminal 12(+), 13(-) 41(+), 42(-)
Card connector 23 14
Voltage output Terminal 8(+), 9(-) 37(+), 38(-)
23-24 DBAC042854
nTC-measuring converter
Card connector 6 2
START
Pulse-
train, pro-
portional to Voltage supply Test program 1
the engine speed OK?
on n DE /TP1
?
12 VDC
between pins 1(+) Check the connec-
and 3(-) on the tion line
sensor conn.
Adjust the
sensor for
symmetrical
output when
the engine is
running Adjust acc. to fig. 23-8
NOTE! Output
signal changing
state when the eng.
Max +- 0.25 turns is turned
Unscrew the sensor

and check it against
a metallic surface
Output
Replace signal channing Remount the sensor
the state depending to a sufficient
sensor on sensing sensing gap
gap?
Sensor ready
for operation
Fig 23-16 5. Engine speed sensor WS-32-322365 v1
DBAC042854 23-25
23-26 DBAC042854
Wärtsilä is a global leader in complete lifecycle power solutions for the marine and energy markets.
By emphasising technological innovation and total efficiency, Wärtsilä maximises the environmental
and economic performance of the vessels and power plants of its customers. Wärtsilä is listed on the
NASDAQ OMX Helsinki, Finland.
See also www.wartsila.com
WÄRTSILÄ® is a registered trademark. © 2011 Wärtsilä Corporation.
Wärtsilä Services Main Office Vaasa, Finland

24hrs Phone +358 10 709 080
Switchboard +358 10 709 0000
Fax +358 10 709 1380
Find local offices at www.wartsila.com/addresses

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Instruction Manual

Date of issue 8.11.2011

Engine type 8R32

Engine number 4161

Wärtsilä service numbers

24hrs Phone +358 10 709 080

00. Contents, instructions, terminology....................................................................................................... 00-1

01. Main Data, Operating Data and General Design................................................................................... 01-1

02. Fuel, Lubricating Oil, Cooling Water....................................................................................................... 02-1

02B. Oil requirements & oil quality............................................................................................................. 02B-1

02C. Raw water quality............................................................................................................................... 02C-1

03. Start, Stop and Operation........................................................................................................................ 03-1

03.6. Start after a prolonged stop (more than 8 h)....................................................................................... 03-8

04. Maintenance Schedule............................................................................................................................ 04-1

05. Maintenance Tools................................................................................................................................... 05-1

06. Adjustments, Clearances and Wear Limits............................................................................................ 06-1

07. Tightening Torques and Use of Hydraulic Tools................................................................................... 07-1

08. Operating Troubles, Emergency Operation........................................................................................... 08-1

09. Specific Installation Data......................................................................................................................... 09-1

10A. Lubricating Oil Level Monitoring........................................................................................................ 10A-1

11. Crank Mechanism: Crankshaft, Connecting Rod, Piston..................................................................... 11-1

11.4.3. Removal of balancing shaft gear................................................................................................. 11-16

11A. Piston Overhaul................................................................................................................................... 11A-1

12. Cylinder Head with Valves....................................................................................................................... 12-1

12A. Testing the cylinder tightness............................................................................................................ 12A-1

13. Camshaft Driving Gear............................................................................................................................. 13-1

14. Valve Mechanism and Camshaft............................................................................................................ 14-1

14.1.2. Inspection of valve mechanism parts............................................................................................ 14-2

15. Turbocharging and Air Cooling............................................................................................................... 15-1

16. Injection System ...................................................................................................................................... 16-1

17. Fuel System.............................................................................................................................................. 17-1

18. Lubricating Oil System............................................................................................................................. 18-1

18.2.3. Assembling of lubricating oil pump............................................................................................... 18-5

19. Cooling Water System............................................................................................................................. 19-1

20. Exhaust System........................................................................................................................................ 20-1

21. Starting Air System.................................................................................................................................. 21-1

22. Control Mechanism.................................................................................................................................. 22-1

22.1. Overview of Control Mechanism......................................................................................................... 22-1

23. Instrumentation and Automation............................................................................................................ 23-1

00. Contents, instructions, terminology

00.1 About this manual v3

00.2 General operation and maintenance instructions v4

Driving end and free end

Operating side and rear side

Fig 00-1 Terminology and cylinder designations GUID-EFDD4F57-5723-40A8-A337-269460B6CF67 v1

Top dead centre and bottom dead centre

00.4 Designations and markings

00.4.1 Bearing designation v5

Fig 00-2 Bearing designation W20AP-200053 v2

Camshaft gear bearings

Upper and lower bearing shells

00.5 Risk reduction v2

00.5.1 Use of symbols v2

00.5.2 General identified hazards v2

Identified hazard, hazardous situation Concerned Protection and Notes

Identified hazard, hazardous situation Concerned Protection and Notes

00.5.3 Hazards due to moving parts v1

00.5.4 Hazards due to incorrect operating conditions v1

● Overspeed or explosion due to air-gas mixture in the charge air