Manual w200 Wartsilla

W200
00
Contents - Instructions - Terminology
0936 Page 1
W200
Contents - Instructions - Terminology ......................................................................................3
00.1.General remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
00.2.General rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
00.2.1.Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
00.2.2.Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
00.2.3.Safety precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
00.3.Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
00.3.1.Designation of cylinders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
00.3.2.Location of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
00.3.3.Crankshaft and camshaft bearings (see fig. 00-04 ) . . . . . . . . . . . . . . . . . . . . . . . . . 8
00.3.4.Other definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Page 2 0936
W200 Contents - Instructions - Terminology 00.
00. Contents - Instructions - Terminology

00.1. General remarks
The purpose of this manual is to give the user a guide for operation
and maintenance of the engine. This manual has been prepared
using the manufacturer’s best knowledge and experience. The ma-
nual is part of the documentation supplied with the engine.
It is very well imaginable that, before starting or during performing
particular jobs, you have questions to which the manual gives no
answer. In this case do not take any unnecessary risks, contact your
local Wärtsilä Service network.
Wärtsilä reserves the right to minor alterations and improvements
due to engine development without obligation to enter the corres-
ponding changes in this manual.
The operation and/or maintenance work described in this Manual
must only be carried out by trained technicians specialized in these
type of engines.
Make sure that everyone working on the engine has this manual at
his disposal and understands its contents.
Ensure that all equippment and tools for maintenance are in good
condition.
Use only genuine parts to ensure the best efficiency, reliability and
lifetime of the engine and its components.
No settings modification can be brought without a prior written ap-
proval from Wärtsila. Modifying the settings may affect the warran-
ty.
The customer will be solely responsible in the following cases
(among other things) :
• For failure caused by neglecting to consult the engine do-
cumentation, resulting in engine troubles, short lifetime of
components, personal injury or damage to property or en-
vironment.
• For faulty treatment or bad engine operating, even when
the circumstances are not described in the engine docu-
mentation.
• For any consequence resulting from incorrect translation
or interpretation of the original engine documentation
supplied with the engine.
0936 Page 3
00. Contents - Instructions - Terminology W200
00.2. General rules

00.2.1. Operation
Normal operation and supervision includes all activities ensuring a
smooth and trouble free operation of the complete installation at
the lowest costs as well as the guarantee of the safety of all the
employees working on that installation. The good running of the
engine depends mainly on the engine support quality.
Note : It is recommended to keep a logbook for each engine and to

record engine parameters and maintenances performed.
00.2.2. Maintenance
1 Before removing any components, check that the sys-
tems concerned have been drained and pressure released. When
dismantling, immediately seal off oil, fuel and air holes with adhe-
sive tape, suitable plugs, clean cloths, etc…
2 When replacing a worn or damaged part that has an
identification mark indicating the cylinder or bearing number,
mark the new part in the same manner at the same spot. Each
replacement should be recorded in the engine logbook and the
reason for the replacement clearly explained.
3 Some gasket material loses part of its compression
ability after some time. For security, check all bolt connections
of joints where gaskets have been renewed.
4 Make the engine ready for operation after each mainte-
nance job. Run the engine and check proper working.
5 After reassembling, check that all screws and nuts are
tightened and locked, if necessary.
00.2.3. Safety precautions
Warning : Improper practices or carelessness can cause burns, cuts, mu-

tilation, asphyxiation or other bodily injuries or even death.
Read and understand all the safety precautions and warnings
before performing any repair. This list contains the general
safety precautions that must be followed to ensure personal
safety.
• Make sure the work area surrounding the product is dry,

well lit, ventilated, free from clutter, loose tools, parts,
ignition sources and hazardous substances. Be aware of
hazardous conditions that can exist.
• Always wear safety glasses, gloves and protective shoes
when working.
• Rotating parts can cause cuts, mutilation or strangulation.
Page 4 0936
• Do not wear loose-fitting or torn clothing. Remove all

jewelry when working.
• Disconnect the battery (negative [-] cable first) and dis-
charge any capacitors before beginning any repair work.
Disconnect the air starting motor if equipped to prevent
accidental engine starting. Put a “Do Not Operate” tag in
the operator’s compartment or on the controls.
• Use ONLY the proper engine turning gear to rotate the en-
gine manually.
• If an engine has been operating and the coolant is hot, al-
low the engine to cool before you slowly loosen the filler
cap and relieve the pressure from the cooling system.
• Do not work on anything that is supported ONLY by lifting
jacks or a hoist. Always use blocks or proper stands to
support the product before performing any service work.
• Relieve all pressure in the air, oil, fuel and the cooling sys-
tems before any lines, fittings, or related items are re-
moved or disconnected. Be alert for possible pressure
when disconnecting any device from a system that uses
pressure. Do not check for pressure leaks with your hand.
High-pressure can cause personal injury.
• To protect the environment, liquid refrigerant systems
must be properly emptied and filled using equippment that
prevents the release of refrigerant.
• To avoid personal injury, use a hoist or get assistance
when lifting components that weigh 25 kg or more. Make
sure all lifting devices such as chains, hooks or slings are
in good condition and are of the correct capacity. Make
sure hooks are correctly positioned. Always use a
spreader bar when necessary. The lifting hooks must not
be side-loaded.
• Follow the safety instructions written on all water treat-
ment products.
• To avoid burns, be alert for hot parts on products that have
just been turned off, and hot fluids in lines, tubes, and
compartments.
• Always use tools that are in good condition. Make sure you
understand how to use them before performing any
service work. Use ONLY Wärtsilä parts.
• Always use the internal part number (SPC) in accordance
with the Spare Parts Book for all replaced fasteners. Do
not use fastener tools of lesser quality if case of replace-
ment.
• Do not perform any repair when tired or after consuming
alcohol or drugs that can impair your vigilance. Avoid in-
halation of vapors, ingestion, and prolonged contact with
used engine oil.
0936 Page 5
Each engine door and engine component cover shall be in place

while the engine is in normal operation, except when
troubleshooting.
00.3. Terminology
00.3.1. Designation of cylinders.
According to ISO 1204 and DIN 6265, the designation of cylinders
begins at the Flywheel end. The A Bank is on the operating side and
the B Bank is on the rear side.
The most important terms used in this manual are defined as fol-
lows.
FREE END
FLYWHEEL END
Fig. 00-01
a) Operating side (A side) : The longitudinal side of the engine

where the operating devices are located (start and stop, instru-
ment panel, speed governor or engine control system).
b) Rear side (B side) : The longitudinal side of the engine opposite
the operating side.
c) Flywheel end : The end of the engine where the flywheel is lo-
cated.
d) Free end : The end opposite to the flywheel end.
Page 6 0936
00.3.2. Location of valves

Exhaust valve
Inlet vlave
Fig. 00-02
A. Inlet valve
B. Inlet valve
C. Exhaust valve
D. Exhaust valve
Fig. 00-03
0936 Page 7
00.3.3. Crankshaft and camshaft bearings (see fig.

00-04 )
10 9 8 7 6 5 4 3 2 1 0
5 4 3 2 1 0 00
00
A 00
5 4 3 2 1 0
Fig. 00-04
a) Crankshaft bearings : the shielded bearing (closest to the fly-

wheel) is bearing N° 0. The first standard bearing is bearing N° 1,
the second N° 2, etc... Thrust bearings are numbered 00 (outer,
closest to the flywheel) and 0 (inner, furthest from the flywheel).
b) Camshaft bearings : like the crankshaft bearings, the thrust bear-
ings are numbered 00 (outer, closest to the flywheel) and 0 (in-
ner). The first standard bearing is N° 1, the second N° 2, etc.
c) Camshaft bushing : the camshaft bushing located close to the fly-
wheel is N° 0. The second is N° 1. Thrust bearings are designated
by numbers 0 (inner) and 00 (outer).
Page 8 0936
00.3.4. Other definitions

a) Counterclockwise rotating engine : when the engine is viewed
from the flywheel end, the crankshaft rotates counterclockwise.
b) Bottom Dead Centre (BDC) : position of the piston when the
turning point of the stroke is reached at the bottom of the cylinder.
c) Top dead Centre (TDC) : position of the piston when the
turning point of the stroke is reached at the top of the cylinder.
Note : How to identify the TDC : see Chap 06.
During a complete working cycle corresponding to two revolutions

of the crankshaft in a four-stroke engine, the piston reaches the Top
Dead Centre twice :
TDC at scavenging
The first time when the exhaust stroke of the previous working cy-
cle ends and the intake stroke of the following one begins. Exhaust
valves as well as inlet valves are then partly open and scavenging
takes place. If the crankshaft is turned back and forth in this TDC
area, both exhaust and inlet valves tend to open or close, a fact that
indicates the piston is near top position which is called TDC at
scavenging.
TDC at firing
The second time is at the end of the compression stroke and before
the working stroke starts. Slightly before this TDC the ignition takes
place and therefore this TDC can be defined as TDC at firing. In this
case, all valves are closed and do not move if the crankshaft is
turned.
0936 Page 9
Page 10 0936
W200
01
Main data, operating data and
general design
0936 Page 1
W200
Main data, operating data and general design.....................................................................5
01.1.W200 engine main data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
01.2.Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.1.Engine block (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.2.Main bearings (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.3.Cylinder liner (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
01.2.4.Flywheel housing (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.5.Free end cover (see chap. 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.6.Crankshaft (see chap. 11). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.7.Connecting rod (see chap. 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.8.Piston (see chap. 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.9.Piston rings (see chap. 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
01.2.10.Cylinder head (see chap. 12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.11.Camshaft drive (see chap. 13) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.12.Camshaft & valve mechanism (see chap. 14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.13.Fuel-oil system (see chap. 17) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.14.Lubricating oil system (see chap. 18) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
01.2.15.Cooling water system (see chap. 19). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
01.2.15.1.Low temperature circuit (see chap. 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
01.2.15.2.High temperature circuit (see chap. 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
01.2.15.3.Cooling water unit (see chap. 19) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Page 2 0936
W200
01.2.16.Exhaust gas and turbocharging system (see chap. 15 and 20) . . . . . . . . . . . . . . . . . . 11

01.2.17.Starting system (see chap. 21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
01.2.18.Emergency shutdown device (see chap. 22) . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
01.2.19.Automation system (see chap. 23) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
01.3.Engine views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
01.3.1.A side (W200 PhD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
01.3.2.B side (W200 PhD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
01.3.3.A side (W200 PhC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
01.3.4.B side (W200 PhC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
01.3.5.A side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
01.3.6.B side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
01.3.7.Free end side (W200 PhC and W200 PhD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
01.3.8.Flywheel end (W200 PhC and W200 PhD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
01.3.9.Free end side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
01.3.10.Flywheel side (W200 Ph1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
01.3.11.Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
01.4.Reference and derating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

01.4.1.Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.Rating and service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.1.COP : Continuous Output Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.2.PRP : Prime Rate Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.2.3.LTP : Limited Time Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
01.4.3.Derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
01.4.3.1.Reference conditions for engine output derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
01.4.3.2.Engine output derating calculation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
01.4.3.3.Derating calculation in accordance with the altitude . . . . . . . . . . . . . . . . . . . . . . . . . . 26
01.4.4.Maximum limits for operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
0936 Page 3
W200
Page 4 0936
W200 Main data, operating data and general design 01.
01. Main data, operating data and general

design
01.1. W200 engine main data
Diesel engine
Engine type Single stage supercharging
aftercooler
Number of cycles 4
Number of cylinders 12 12 16 18
Bore stroke mm 200 x 240
Displacement per cylinder liter 7.54
Total displacement liter 90.5 90.5 120.6 135.7
Compression ratio 14.5/1
Vee angle 60°
Number of inlet valves/cyl. 2
Number of exhaust
2
valves/cyl
Number of turbochargers 1 2
Counterclockwise
Rotation from flywheel end
Firing order
Engine
Counter-clockwise rotation
type
12V200 See chapter 06
Lubricating oil volume in the engine

Engine type 12V200 16V200 18V200
Sump lube oil volume in liters 575 800 900
Oil volume between max. and min. marks
85 105 115
(in liters)
ca litres/mm 1,7 2,2 2,5
Aproximative cooling water volume in the engine (in liters)

Engine type 12V200 16V200 18V200
Engine only 350 450 550
0936 Page 5
01. Main data, operating data and general design W200
01.2. Engine description

01.2.1. Engine block (see chap. 10)
The engine block is made of nodular casted iron and cast in one
piece. It has a high rigidity and it is designed for minimum stress
concentration and deformation.
The engine has an underslung crankshaft held in place by main
bearing caps. The main bearing caps are of nodular cast iron and are
guided laterally by the engine block.
The air receiver is integrated into the top middle of the block be-
tween the cylinder banks in a vee angle of 60°. The cooling water
jackets are integrated in the engine block and can be changed.
The lubricating oil is supplied to the bearings and to the piston for
cooling occurs through a drilled channel in the middle of the engine
block and via the piston oil jets.
There is one camshaft in different parts per cylinder bank including
inlet and exhaust valve cams.
The bearing housings for the camshaft are fully integrated into the
engine block and located outside the cylinders.
There are large crankcase doors at the crankshaft and camshaft le-
vels on the two sides of the engine block in order to facilitate the
maintenance.
01.2.2. Main bearings (see chap. 10)

The main bearings consist of two replaceable precision type bearing
shells : the upper and the lower shell.
Both shells are peripherally slightly longer than the housing, thus
providing the shell fixation.
The main bearing located closest to the flywheel is an extra support
both to the flywheel and the coupling.
It is provided with four thrust washers for the axial guidance of the
crankshaft.
01.2.3. Cylinder liner (see chap. 10)

The cylinder liner is made of centrifugal casting of cast iron and
plateau-honed.
The jacket water is sealed off by two gaskets in the lower part and
dedicated paste at the collar level.
There is only metallic contact between the liner collar and the en-
gine block.
An antipolishing ring is located at the top of the cylinder liner.
Page 6 0936
01.2.4. Flywheel housing (see chap. 10)

The flywheel housing includes several functions. It serves as a pro-
tection for the flywheel.
Several integrated channels transport cooling water and lubricating
oil.
01.2.5. Free end cover (see chap. 10)

The torsional vibration damper is fully covered by the free end
cover. All engine driven pumps are installed on the free end cover.
There are as standard the twin cooling water pump and the lub-oil
pump unit including the main lubricating oil pump, the electric
pre-lubricating pump, and the fuel feed pump.
01.2.6. Crankshaft (see chap. 11)

The crankshaft is forged in one piece of a high tensile steel. Both the
journals and the crankpins have recessed fillets.
The counterweights are each bolted on by three screws, two coun-
terweights per crankthrow. They are positioned by locating pins
which avoid sliding due to torsional vibrations.
Both the gear wheel for pump drive and the torsional vibration
damper are bolted on at the free end.
Note : The extreme counterweight of the last crankshaft arm for V18
is made of tungsten with a reduced dimension and an equiva-
lent mass compared to the other counterweight.
01.2.7. Connecting rod (see chap. 11)

The connecting rod is forged in one piece and the cap is hydrauli-
cally tightened by two studs.
Note : The conrod totally machined for the last generation is forged.
The conrods are juxtaposed in the engine.
01.2.8. Piston (see chap. 11)

The piston is of composite type with an aluminium skirt and a steel
crown which are connected together by four studs and nuts.
The piston gallery is cooled via large flow oil jets. The piston skirt
and cylinder liner are lubricated by two holes in a groove of the pis-
ton skirt.
01.2.9. Piston rings (see chap. 11)

The piston ring set includes 1 chromium-ceramic plated compres-
sion ring, 1 chromium plated second ring and one chromium scraper
ring spring loaded. All piston rings are assembled in the crown.
0936 Page 7
01.2.10. Cylinder head (see chap. 12)

The cylinder head is made of grey cast iron. The thermally loaded
flame plate is efficiently water cooled.
The intermediate deck improves the cylinder head cooling as well as
the absorption of the mechanical loads on the cylinder head.
The high and robust design of the cylinder head enables only four
hydraulically tightened studs. The cylinder head features two inlet
and two exhaust valves per cylinder. The exhaust valve seat is water
cooled. The valves have stellite-coated seat faces and
chromium-plated stems.
01.2.11. Camshaft drive (see chap. 13)

The camshaft drive is fully integrated in the engine block.
The drive components are identical for the two camshaft sides.
The drive gear is shrunk on the crankshaft in case of Ph1 and
bolt-fitted for the other types.
01.2.12. Camshaft & valve mechanism (see chap.

14)
The camshafts are made of two pieces for the 12V, and three pieces
for the 16V or 18V.
The cams and bearing surfaces are case hardened. The pieces are
connected to one another by a flange connection and dowel pins.
The camshaft is supported by bearing bushes assembled in the en-
gine block.
The valve tappets are roller type.
01.2.13. Fuel-oil system (see chap. 17)

• High pressure circuit
The fuel-oil system is based on one cylinder (individual) injection
pumps with built in tappets in the multihousing (common casted
piece for injection pump and valve tappets).
The injection nozzle is located at the centre of the cylinder head.
The low pressure line is fully integrated in the multihousings.
The injection pumps with both low pressure line and high pressure
line are fully integrated in an hermetic “ Hot-Box ”.
• Low pressure circuit
The engine is standard equipped with an engine driven fuel-oil feed
pump, a manual priming fuel pump, full flow prefilters and a duplex
full flow fuel-oil filter.
If required, the priming fuel pump can be electrically driven.
01.2.14. Lubricating oil system (see chap. 18)

The lubricating oil module includes the wet oil sump, the pump unit,
the lubricating oil module and the by-pass centrifuge filter, the tem-
Page 8 0936
perature control (valves), the cooling and the filtration of the lubri-
cating oil.
The pump unit, including the driven gear lubricating oil pump and
the electrically driven pre-lubricating pump is externally and di-
rectly mounted on the free end cover.
The lube oil module is made of aluminium casting and assembled on
the block above the flywheel housing. The full flow filters are of
glass fiber cartridge type and horizontally assembled in the lube oil
module.
Additionally, the lubricating oil system includes a by-pass centrifu-
gal filter.
In order to improve engine thermal efficiency, it is possible to use a
lubricating oil cooler external to the engine and get back calories.
01.2.15. Cooling water system (see chap. 19)

The cooling water system consists of two separate cooling circuits :
the low temperature (LT) and the high temperature (HT) circuit.
The high temperature cooling water cools a part of the charge air,
the cylinders (jacket water), cylinder heads and the uninsulated part
of the exhaust system (the multiduct).
Both cooling water circuits are circulated by the twin pump. The
twin pump is a one shaft centrifugal pump with two impellers, one
for the low temperature circuit and the other one for the high tem-
perature circuit.
The temperatures of the cooling water are controlled by thermo-
static valve elements.
The thermostatic valves for both circuits are in the same casting,
CW (Cooling Water) control unit, assembled on the rear side of the
free end cover.
A standard cooling water system is an engine mounted pre-heating
system, including non-return valves, heating resistance and an elec-
trically driven circulating pump in the high temperature circuit.
01.2.15.1. Low temperature circuit (see chap. 19)

Cooling control water unit
From the cooling water control unit, the Low Temperature cooling
water goes to the LT pump and after into the free end cover.
One part of the water cooling system goes to the Charge Air Cooler
and returns to the free end cover through the water manifold and
two outer pipes.
The other part of the Low Temperature cooling water goes to the
flywheel end through an integrated channel in the side A of the en-
gine block.
From the engine block, the water goes further on to the flywheel
end then to the lubricating oil cooler (LOC) in the lub-oil module (if
the engine includes a lub-oil module). The water returns through a
0936 Page 9
pipe to the flywheel housing and through an integrated channel in

the side B of the engine block to the free end cover.
For a cooling water system with communicating LT and HT circuit
(see chap. 19) one part of the LT cooling water coming from the
LOC and the CAC goes to the high temperature cooling water circuit
and the other part goes to the COOLING WATER control unit. The
COOLING WATER control unit controls the temperature of the LT
water flow. If the temperature is “cold”, the water is by-passed to LT
water pump inlet and if the temperature is “hot”, the water is trans-
ferred to the central cooler.The cooled water returns to the LT wa-
ter pump through the cooling water control unit. (see chap. 19).
Preheating
To allow quick load application after starting, the cooling water sys-
tem is fitted out with a preheating system. This system permits to
preheat the cooling water to a temperature as near to the operating
temperature as possible, or to a minimum of 50°C in the HT circuit.
It consists of a group of thermo-plunger of 12kW output, activated
between 45 to 54°C and a circulating electropump.
However the engine can be started without preheating if the air in-
take is over 5°C.
01.2.15.2. High temperature circuit (see chap. 19)

From the cooling water control unit, the high temperature cooling
water goes to the HT pump inlet through the free end cover. From
the HT pump outlet and through the free end cover and the water
manifold, the HT cooling water goes into the jackets.
The water circulation between cylinders occurs through openings si-
tuated in the intermediate cylinder walls in the engine block. The
openings are in the lower cooling water space around the cylinder li-
ners. From the lower cooling water space the cooling water goes up
to the upper cooling water space with increased flow velocity for im-
proved cooling. After that the cooling water goes to the cylinder head.
In the cylinder head, the water is forced by the intermediate deck to
flow along the flame plate around the nozzle and the exhaust valve
seats, efficiently cooling all the components.
From the cylinder head, the water goes to the multiduct for cooling
the part of the exhaust gas system, which is not insulated. From the
multiduct the high temperature cooling water returns to the cooling
water control unit by the turbocharger bracket, the water box and a
pipe.
If the temperature is “cold”, the water is by-passed to HT water
pump inlet and if the temperature is “hot”, the water is transferred
to the central cooler.
Page 10 0936
01.2.15.3. Cooling water unit (see chap. 19)

The cooling water control unit controls the temperature of the HT
cooling water and the temperature of the LT cooling water thanks to
two thermostatic valve groups.
The thermostatic valve has a three way valve action in which the
water is 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 en-
gine, providing the quickest warm-up period possible. After
warm-up, the correct amount of water is by-passed and returns to
the HT pump for the HT cooling water and to the LT pump for the
LT water.
If the water temperature is too hot, the thermostatic valves will shut
off on the by-pass line for maximum cooling.
No adjustments are ever required on the HT and LT thermostatic
valve. The temperature is permanently set at the factory. The valve
is entirely self-contained, and no foreign body can damage or break
it.
The power creating medium uses the expansion of the element con-
tents which remains in a half-solid form and is highly sensitive to
temperature changes.
Each thermostatic valve is provided with four elements. If failure of
one element occurs, the remaining elements will take over with only
a slight change in operating temperature. Since flow is diverted ei-
ther to by-pass or heat exchanger, failure of an element would cause
no change in pressure drop.
The contents of the elements have an almost infinite fierce when
heated and are positively sealed. When the elements are heated, this
force is transmitted to the piston thus moving the sliding valve to-
wards the seat 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.
01.2.16. Exhaust gas and turbocharging system

(see chap. 15 and 20)
The multiduct is a cylinder specific multi-functional part. It is made
of special heat resistant alloy nodular iron.
The multiduct transfers the air from the air receiver, integrated in
the engine block, to the cylinder head.
The exhaust gases are led from the cylinder head through the
multiduct. The exhaust gases are water cooled in the multiduct.
Furthermore the multiduct transfers the exhaust gas from the cylin-
der head to the exhaust gas pipes, and the cooling water from the
cylinder head to the return channel which is integrated in the engine
block.
0936 Page 11
Exhaust pipe, gas piping system, turbocharger(s) are enclosed by

an insulation box in order to ensure low surface temperature.
01.2.17. Starting system (see chap. 21)

The starting system is based on one air starter per engine. A second
one can be added in option.
Additionally both the air consumption and the noise level are very
low. The flywheel is equipped with a gear ring.
01.2.18. Emergency shutdown device (see chap.

22)
The emergency shutdown device is electropneumatic.
The engine is equipped with an air container. In case of emergency,
a solenoid valve is energised and the compressed air from this con-
tainer activates pneumatic cylinders on each injection pump to set
fuel racks at minimum.
01.2.19. Automation system (see chap. 23)

The automation system consists of an electronic local display unit
(analog sensors) and binary sensors. As standard, each cylinder
temperature is measured. All emergency safeties (lubricating oil
pressure, high water temperature...) are managed by binary sensors.
The overspeed trip device is managed by magnetic sensor.
Page 12 0936
01.3. Engine views

01.3.1. A side (W200 PhD)
1 2 3 4 5 6
7
17
16
18
15 14 13 12 11 10
Fig. 01-01
1 Turbocharger air filter 10 Oil sump

2 Turbocharger 11 Crankcase door
3 Insulation box of turbochager 12 Camshaft cover
4 Exhaust pipe insulation box 13 Engine foot
5 Cylinder head 14 Water box
6 Lube oil module 15 Lube oil pump
7 Crankcase breather 16 Charge air cooler water pipes
8 Water pipes for lubricating oil module cooling 17 Charge air box
9 Flywheel housing 18 Air starter
0936 Page 13
01.3.2. B side (W200 PhD)
3 2 1 7 8
Fig. 01-02
1 Oil dipstick
2 Overpressure crankcase safety door
3 Air starter
4 Flywheel
5 Engine oil filter door
6 Centrifugal filter
7 Fuel filters
8 Manual fuel feed pump
Page 14 0936
01.3.3. A side (W200 PhC)

2 3 4 5 21
6
1
19
18
9
22
16
17 14 13 12 11 10 20
Fig. 01-03
1 Turbocharger air filter 12 Overpressure crankcase door

2 Turbocharger 13 Camshaft cover
3 Insulation box of turbochager 14 Engine foot
4 Exhaust pipe insulation box 16 Water box
5 Cylinder head 17 Lube oil pump
6 Lube oil module 18 Charge air cooler water pipes
7 Crankcase breather 19 Charge air box
8 Water pipes for lubricating oil module cooling 20 Air starter
9 Flywheel housing 21 Centrifugal filter
10 Oil sump 22 Manual fuel feed pump
11 Crankcase door
0936 Page 15
01.3.4. B side (W200 PhC)

7
1
6
4 3
Fig. 01-04
1 Circulating water pump

2 Preheating box
3 Oil dipstick
4 Overpressure crankcase safety door
5 Flywheel
Page 16 0936
01.3.5. A side (W200 Ph1)
Fig. 01-05
1 Thermoplunger
2 Manual fuel feed pump
3 Fuel filters
4 Water box
5 Preheating water pipes
6 Fuel pipes
7 Free end cover
8 Water circulating pump
0936 Page 17
01.3.6. B side (W200 Ph1)
4
1
12
3
11
6 8 6 5 7 9 13 10
Fig. 01-06
1 Turbocharger filter
2 Turbocharger
3 Flywheel
5 Oil dipstick
6 Overpressure crankcase door
7 Camshaft door
8 Engine foot
9 Oil sump
10 Lube oil pump
11 Lube oil filling
13 Water box
Page 18 0936
01.3.7. Free end side (W200 PhC and W200 PhD)

2
1 1 2
1
10
13 9
13 7
6 12
8
11
9
12
4
4
7 3
10
3 5
5 11
8
Phase D Phase C
Fig. 01-07
1 Turbocharger air filter

2 Insulation box of turbocharger
3 Oil sump draining point
4 Water box
5 Lube oil pump
6 Charge air cooler water pipes
7 Circulating water pump
8 Preheater box
9 Water pump
10 Oil pipe for turbocharger
11 Fuel pump
12 Sea water pump (option)
13 Charge air cooler
0936 Page 19
01.3.8. Flywheel end (W200 PhC and W200 PhD)

5 1
5 1
2 6
6
2 4
4
3
Phase C
Phase D
Fig. 01-08
1 Lube oil module

2 Water pipes for lubricating oil module cooling
3 Oil sump
4 Flywheel
5 Lube oil cooler
6 Oil pipe
Page 20 0936
01.3.9. Free end side (W200 Ph1)

2
5
8
6
7
9
4
Fig. 01-09

2 Insulation box of turbocharger
3 Water box
4 Lube oil pump
5 Charge air cooling water pipes
6 Water pump
7 Sea water pump location (in option)
8 Charge air cooler
9 Fuel pump
0936 Page 21
01.3.10. Flywheel side (W200 Ph1)

1
5
8
4
4
2
2
3
6
Fig. 01-10
1 Lube oil module

2 Water pipes for lubricating oil module cooling
3 Flywheel housing
4 Camshaft lube oil pipe
5 Lube oil cooler
6 Air starter location
7 Flywheel
8 Lube oil pipe
Page 22 0936
01.3.11. Top view
1 2 3
Fig. 01-11

2 Turbocharger
4 Lube oil module
5 Location of lube oil cooler
0936 Page 23
01.4. Reference and derating conditions

01.4.1. Reference conditions
Suction air temperature 25 °C
Altitude or atmospheric pressure 110 or 100 m or kPa
Fuel oil temperature 50 °C
Fuel oil quality DMX
Glycol percentage 0 %
Drop pressure across the clean air filter 25 mbar
Exhaust gas pressure 30 mbar
CAC inlet cooling water temperature 50 °C
HT outlet cooling water temperature 100 °C
Fuel heat value 42700 KJ/kg
01.4.2. Rating and service conditions

Service conditions according to ISO 8528/1, reference conditions ac-
cording to ISO 3046/1 (see section 01.4.1).
Depending of the site conditions, three engine exploitation types are
possible :
01.4.2.1. COP : Continuous Output Power

Continu power without time limitation between the stated mainte-
nance intervals, no overload allowed.
01.4.2.2. PRP : Prime Rate Power

Prime power output without time limitation between the stated
maintenance intervals but with load limitation ; maximum permissi-
ble average power during 24 hours is 90 % of full load.
01.4.2.3. LTP : Limited Time Power

Limited time running output for up to 500 hours per year, no over-
load allowed.
Note : Use will be strictly limited to stand-by applications.
Page 24 0936
01.4.3. Derating
01.4.3.1. Reference conditions for engine output derat-
ing
Application PRP LTP COP
Output @ 1500 rpm 195 kW/cyl 215 kW/cyl 180 kW/cyl
Output @ 1200 rpm 167 kW/cyl 183 kW/cyl 150 kW/cyl
90 kPa 90 kPa 90 kPa
Pra
(1000 m) (1000 m) (1000 m)
Tra 45°C 25°C 35°C
Tcra 50°C 50°C 50°C
nm 0.80 0.80 0.80
01.4.3.2. Engine output derating calculation

According to ISO 3046 part 1, engine output on site (Px) is calcu-
lated from reference output (Pr) with the following formula :
Fig. 01-12
Designation and symbols :

• Pra reference pressure
• Psite site pressure
• Tra reference ambient air temperature (°C)
• Tx site ambient air temperature (°C)
• Tcra reference CAC inlet cooling water temp (°C)
• Tcx site CAC inlet cooling water temperature (°C)
0936 Page 25
01.4.3.3. Derating calculation in accordance with the al-

titude
For projects at high altitude, the following guidelines shall be
respected :
Altitude [m]
Guideline
Min Max
0 3500 m Derating according to 01.4.3.2.
- Derating according to 01.4.3.2.
- Multiply result by safety factor for getting site output
3500 m 5000 m - Forward derating calculation to your Wärtsilä representative
- If necessary, due to surging problem, ask your Wärtsilä representative for turbochar-
ger adaptation.
a) calculate α according to 01.4.3.2.

b) calculate β according to altitude
β = [(100 - 0.0053 * (H site m - 3500)]/100
Px = α x β x Pr
Example for derating calculation :

Site hypotesis :
Px : 4000 m
Tx : 25°C
Tcx : 50°C
= 0,768
Fig. 01-13
Page 26 0936
01.4.4. Maximum limits for operating conditions

Condition Reference Min. value Max. value
Fuel (ISO-F) DMX - DMB
Suction air temperature (°C) 25 0 60
Altitude / air pressure (m/kPa) 110 / 100 - 5000 / 54.0
Glycol percentage (%) 0 - 40
Pressure drop across filter (mbar) 25 - 50
Exhaust gas back pressure (mbar) 30 - 50
LT inlet cooling water temp. (°C) 50 0 65
LT outlet cooling water temp. (°C) 100 100
Fuel inlet temperature (°C) 50 30 63
Time-unlimited engine load (% of COP) - 100
0936 Page 27
Page 28 0936
W200
02
Fuel, lubricating oil, cooling water
0936 Page 1
W200
Fuel, Lubricating Oil, Cooling Water .........................................................................................3
02.1.Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
02.1.1.General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
02.1.2.Fuel specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
02.2.Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
02.2.1.Minimum fresh oil characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
02.2.2.Approved lube oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
02.2.2.1.Engine oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
02.2.2.2.Oil for air starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
02.2.2.3.Oils for Woodward speed governors UG-8 and UG-A . . . . . . . . . . . . . . . . . . . . . . . . . . 7
02.2.3.Condemning limits for oil in service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

02.2.4.Main properties of a lubricating oil in service . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
02.3.Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
02.3.1.General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
02.3.2.List of approved products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
02.3.3.Product use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
02.3.4.Product references . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
02.3.5.Raw water quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
02.3.6.Water treatment product checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
02.3.6.1.Laboratories addresses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
02.3.7.Sample type analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

02.3.8.Treatment replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
02.3.9.Water level compensation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
02.3.10.Water draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Page 2 0936
W200 Fuel, Lubricating Oil, Cooling Water 02.
02. Fuel, Lubricating Oil, Cooling Water

02.1. Fuel
02.1.1. General
Diesel fuel performs two major functions in Wärtsilä engines :
• It supplies all the energy for the engine.
• It cools and lubricates the precision parts of the engine’s
fuel pump and injectors.
Wärtsilä engines will run on a great variety of fuels, but some fuels
will give better performance, higher efficiency, improved reliability,
or lower maintenance costs than others. Fuel must be selected
based on overall operating costs, not just on the price.
The values in this table are the limit data’s for fuel oil characteristics
in accordance with ISO 8217 : 1987(E).
Properties Units Values Limits General description

Too high viscosity will increase fuel pressures in the injection
cSt
line. If limits are not respected, there is a risk to initiate cracks
Viscosity 1.4 min. or leaks in these components (injection pump, nozzle, high
or
at 40°C 11 max. pressure pipes).
mm²
Too low viscosity will increase cavitation and may cause
plunger seizures.
Cetane number is a measure of the starting and warm-up cha-
Cetane number 35 min. racteristics of a fuel. In cold weather or in service with prolon-
ged low loads, a higher cetane number is recommended.
Diesel fuels contain varying amounts of different sulphur
compounds which increase oil acidity. A practical method of
neutralizing high acids from higher sulphur fuels is to change
oil more frequently or use a higher BN (Base Number) oil or
both.
mg/kg 2000 max.
Sulphur content or
Note : Catalyst failures caused by the use of fuels with higher
sulphur levels than recommended are not warranted.
m/m 0.2% max.
The use of high sulphur fuel (0.5% above maximum sulfur
mass) will result in sulphate formation in the exhaust gas un-
der continuous high loads use conditions. High sulphur fuel
will also shorten the life of certain components in the exhaust
system, including the oxidation catalyst.
Flash point °C 43 min.
This is a legal requirement with regard to the hazards of petro-
leum based fuels.
Pour point
winter quality
°C 0 max. The pour point of the LDO fuel shall be between 15°C and
20°C. To be pumpable, the whole fuel system has to be kept at
Pour point
summer quality
°C 6 max. least 10°C above the pour point value.
0936 Page 3
02. Fuel, Lubricating Oil, Cooling Water W200
Properties Units Values Limits General description

Water % v/v 0.03 max. The amount of water and solid debris in the fuel is generally
classified as water and sediment. It is good practice to filter
fuel while it is being put into the fuel tank. More water vapor
condenses in partially filled tanks due to tank breathing cau-
sed by temperature changes. Filter elements, fuel screens in
Sediment by
extraction
% mm 0.07 max. the fuel pump and fuel inlet connections on injectors must be
cleaned or replaced whenever they become dirty. These
screens and filters, in performing their intended function, will
become clogged when using a poor or dirty fuel and will need
to be changed more often.
Carbon residue The tendency of a diesel fuel to form carbon deposits in an en-
% mm 0.25 max.
Ramsbottom gine can be estimated by determining the Ramsbottom or
Ramsbottom on
% mm 0.2 max.
Conradson carbon residue of the fuel after 90 percent of the
10% residue fuel have been evaporated.
Gravity is an indication of the high-density energy content of
the fuel. A fuel with a high density (low API gravity) contains
Density at 15°C kg/m3 900 max. more BTU’s per gallon than a fuel with a low density (higher
API gravity). Under equal operating conditions, a high-density
fuel will yield better fuel economy than a low-density fuel.
The cloud point of the fuel is the temperature at which crys-
Cloud point °C max. tals of paraffin wax first appear. Crystals can be detected by a
cloudiness of the fuel. These crystals will cause filters to plug.
The small amount of non-combustible metallic material
Ash % mm 0.01 max. found in almost all petroleum products is commonly called
ash.
Acid number
Using fuel with higher acid numbers can lead to higher levels
of wear than wished.
Vanadium mg/kg 0 max. Too high content will increase risk of corrosion.
02.1.2. Fuel specifications

Fuels conforming to the specifications below can be used without
prior restriction. If no fuel specification is included in this list,
please compare its analysis results with limits in the table above.
• U.S. standard ASTM D975-1994 N°1-D and N°2-D.
• ISO fuel oil F-DX, ISO 8217 marine fuel oil F-DMX, F-DMA
and F-DMB.
• British standard BS 2 869 A1, A2 and B1.
• French syndical specs. CSR.09 and CSR.10 Q, FOD N°1
and FOD N°2.
Be aware that the quality of fuel oils generally continues to de-
crease due to changing refinery techniques.
Page 4 0936
02.2. Lubricating oil

In general, a lubricant must perform nine functions to ensure an effi-
cient operation of the engine :
• Start the engine
• Prevent wear
• Reduce friction
• Protect from rust
• Keep engine clean
• Reduce deposits
• Cool engine parts
• Seal combustion gases
• Non-foam.
For diesel engines, a good lubricating oil must have, among others,
very efficient detergent and dispersing properties. Detergency is re-
quired to avoid deposits on the hot parts of the engine in contact
with oil (mainly pistons and segments) and to neutralize sulphuric
acid produced by the combustion of the sulphur content of the fuel.
Dispersing properties are necessary to prevent sludge formation
from soot and oil oxidation products. The Base Number value, mea-
sured in mg KOH / g of oil, is a good indication of the lubricant’s de-
tergent properties. The higher the fuel sulphur content, the higher
the BN. Limit values for the BN are set by Wärtsilä regarding the fuel
sulphur content (See chap. 2.2.1)
02.2.1. Minimum fresh oil characteristics
The requirements requested by Wärtsilä for fresh lubricating oil

properties are described in the table below. Most of the data related
to physical oil properties are common for gas and diesel engines but
some differences are logically pointed out for the BN and ash
values.
Diesel Engines
Base oils Only virgin base oils must be used
Viscosity grade SAE 40 or MULTIGRADE
Viscosity index minimum 95
10 for fuel contenting up to 0.5 % sulphur

Base Number from 10 to 15 for fuel contenting up to 1 % sulphur
in mg KOH / g from 15 to 30 for fuel contenting within 1 to 2 %
sulphur
Foaming characteris- Sequence I : max. 100/0 ml

tics Sequence II : max. 100/0 ml
ASTM D892 Sequence III : max. 100/0 ml
0936 Page 5
02.2.2. Approved lube oils

02.2.2.1. Engine oils
Viscosity BN
Supplier Commercial brand name Type
@ 100°C, cSt mg KOH/g
Rotella (U.S.A) 15W40 15.7 11.5

Sirius X SAE 40 14.5 17
Shell
Myrina X 15W40 14.0 17
Gadinia Oil 40 (SL0391) SAE 40 14.4 12
FAMM TEXACO Taro 16XD40 SAE 40 14.5 16
(Texaco + Chevron) CHEVRON Delo 1000 Marine SAE 40 14.4 12
MHP154 / Seamax Extra 40 SAE 40 13.5 15
TLX 204 SAE 40 14.0 20
Castrol
TLX 304 SAE 40 14.0 30
Tection 15W40 15.0 12
BP Energol HPDX 40 SAE 40 14.5 12
Rubia FP40 SAE 40 15.5 17
Disola M 4010 SAE 40 14.2 10
Disola M 4012 SAE 40 14.2 12
TotalFinaElf Disola M 4015 SAE 40 14.2 14
Disola M 4020 SAE 40 14.0 20
Aurelia XL 4025 SAE 40 14.0 25
Aurelia XL 4030 SAE 40 14.0 30
Primrose Oil Syn-O-Gen 711 5W40 15.0 12
Statoil Marway SP 40 SAE40 14.0 12
Marbrax CCD-410-AP SAE 40 14.5 12
Marbrax CCD-415 SAE 40 13.5 15
Petrobras
Mobilgard 1 SHC 20W40 14.4 15
Mobilgard HSD 15W40 13.6 10
ExxonMobil
Mobil Delvac Super 1300 15W40 13.6 10
Exxmar CM Super 40 SAE 40 14.8 15
Motorex MC Plus 10W40 14.9 11.8
Page 6 0936
02.2.2.2. Oil for air starter
Brand Name
Gali ETG 10
BP Energol HLP 32
Elf Olna, Visga 32
TotalFinaElf Total Equivis ZS 32
Fina Hydrau HV 32
Esso Nuto HP 32, Oleo Fluid HM 32
ExxonMobil
Mobil DTE 13M
Motul Rubric 32
Shell Tellus
02.2.2.3. Oils for Woodward speed governors UG-8 and

UG-A
Brand Name
BP Vanellus D1 5W40
Elf Excellium 5W40
TotalFinaElf Total Quartz 9000 5W40
Fina First 5W40
Esso Ultron Diesel 5W40
ExxonMobil
Mobil Delvac 1, Mobil 1 5W40
Castrol Syntruck 5W40
Shell Helix Diesel Ultra 5W40
Warning : When a lubricating oil is used without our approval, the

responsibility concerning the efficiency of the oil and the en-
gine striclty falls on the user / owner of the engine concerned.
In case a lubricating oil of a not approved brand is used, the
warranty of the engine will immediately become null and
void.The customer will in that case hold Wärtsilä harmless and
indemnify Wärtsilä from any claim and so on.
02.2.3. Condemning limits for oil in service

Beyond the absolute value, the very fast change of the under
mentionned parameters is a good indication of the engine’s condi-
tion. The table below describes when the oil must be drained and
0936 Page 7
changed without awaiting the normal drain interval as specified in

the Maintenance Manual (see chap. 04) :
Diesel version limits Unit Method Action
max. - 20%, + 45% of the

Viscosity @ 40°C cSt ASTM D445
initial value
max. - 20%, + 25% of the
Viscosity @ 100°C cSt ASTM D445
initial value
Flash Point
min. 170°C °C ASTM D 93
Pensky-Martens
Closed Flash Point min. 190°C °C ASTM D 92
Total insolubles max. 2% %w ASTM D 893/4055 CHANGE OIL
max. - 40 % of the initial

Base Number mg KOH/g ASTM D 2896
value
Total Acid Number NONE mg KOH/g ASTM D 664
Nitration by IR NONE Abs/cm Abs. @ 1700 cm-1
Oxidation by IR max. 20% Abs/cm Abs. @ 1625 cm-1
Water max. 0.3% %w ASTM D95/1744
Metal content NONE NONE ICP / ASTM D 5185 + Inspection of : *
Fe 40 max. ppm NONE cyl. units (endoscope)
Pb 20 max. ppm NONE bearings
Cu 15 max. ppm NONE bearings
Sn 10 max. ppm NONE bearings
Cr 10 max. ppm NONE piston rings
Al 20 max. ppm NONE pistons / bearings
Ni 10 max. ppm NONE
Si 20 max. ppm NONE air filters
* Refer to the table for more precise correspondance between

metal wear and engine component.
If metal concentrations are outside the limits described in the table
above, an other analysis must be immediately ordered and in case
the results are confirmed, the related engine components must be
inspected.
Page 8 0936
02.2.4. Main properties of a lubricating oil in ser-

vice
Viscosity
It is a property of prime importance for any lubricant and also a very
good indication of the oil condition. An Increase of viscosity in
diesel engine oil is usually due to soot, insolubles and wear debris.
Oxidation (heavy weight compounds formation by
polycondensation) can also cause viscosity increase to a certain
extent. The viscosity decrease is mainly due to fuel dilution. This
phenomenon is also detected on the reduction of the flash point.
For multigrade oils, viscosity loss can also be observed because of
mechanical shearing of the polymers used for viscosity index
improvers.
Alkalinity / Acidity
If the lubricant alkalinity becomes too high, the life duration of
some components prone to acid corrosion (e.g. CuPb bearings) can
be shortened, viscosity can increase and the accumulation of
varnish and deposits can lead to pistons and segments wear. Corro-
sive wear is more commonly associated with combustion and oxida-
tion products results from the attack of sulphuric acids or organic
acids on iron surfaces.
Alkalinity is brought by the detergent additives to neutralise acid
combustion products. In diesel applications, sulphuric acid, formed
by oxidation of the sulphur content of the fuel, is one of the major
compounds.
Measuring the Base Number (or BN) allows the control of the lubri-
cant’s alkalinity and its determination is of prime importance for
diesel engines. The BN is measured in mg KOH / g of oil. The
method described by ASTM D2896 is generally used.
Oxidation / Nitration
After contact with oxygen from air and high temperatures, hydro-
carbons are oxidised and transformed or polymerised in long oxy-
genated hydrocarbons chains. Furthermore, oxidation intermediate
products can react with the nitrogen oxides, formed during the com-
bustion and contained in the blow by gas, to build very corrosive
nitro-oxygenated hydrocarbons.
Oil degradation by oxidation can be very harmful because it
leads to :
• the corrosive wear of metal surfaces by corrosive and
volatil acids
• viscosity increase by oil polymerisation
• engine deposits of sludge and varnish
• filter plugging by sludge.
0936 Page 9
Oxidation and nitration are measured by infrared spectroscopy. Be-

cause of high temperature and therefore high oxidation rate, these
parameters are, together with viscosity, the most important data for
natural gas engine's oil condition in service.
Insolubles
The word “insolubles” describes all the products which are
non-soluble with the lubricating oil. They are mainly carbonaceous
materials like soot, dust and wear particles and organic oxidation
products.
Usually two solvents are used : n-pentane and toluene. The first
solvent coagulates all the insoluble components whereas only oxi-
dation products are soluble in the second one.The difference of
mass between n-pentane and toluene insolubles gives a good indica-
tion of the oil oxidation level used. Sometimes the insoluble oil con-
tent can be measured by filtration on a membrane.
For diesel engines the insoluble content is higher than that of natu-
ral gas engines, mainly because the amount of insoluble combustion
residue is greater when burning liquid fuel.
Insolubles lead to engine deposits of sludge and varnish but they
can also, to a certain extent, help to lubricate hot parts like valves
and valve seats.
Flash Point
It is the minimal temperature at which a product’s vapour can be
momentarily ignited by a flame. Two methods are generally used in
parallel depending if the oil is confined in an open or a closed cup :
ASTM D 92 Cleveland Open Cup method (preferred for engine oils)
and D 93 Pensky-Martens Closed Tester method.
The flash point is only measured for diesel engine oils because it is a
very good indication of fuel dilution problems and it can confirm
viscosity loss results.
Water content
The presence of water in lubricant can lead to sludge formation by
hydrocarbons hydrolysis, oil emulsion, additives demixtion... It can
also lead to seize by lack of lubricity.
The presence of water in oil may be an indication of leakage of
coolant on cylinder heads, liners seals or oil cooler, cracks on liner
or head, sump condensation problems and low temperature opera-
tion.
Coolant leakage is generally proved by detection of mineral salts
like sodium, bore, potassium, silicon... coming from the coolant for-
mulation even if certain of these elements are part of the initial fresh
oil. Sometimes the presence of water is not detected because it is
evaporated or decanted at the bottom of the sump. In that case,
coolant leakage can be suspected by the presence of the above men-
tioned salts or by glycol products detection.
Page 10 0936
Wear metals, contaminants and additives

The wear metal level in lubricating oil for a given engine depends on
the type of service, the drain interval, the oil filters change inter-
vals...
Metal concentrations are usually low and gradually increase with
the oil life, except after the first running hours when the engine is
cleaned by the oil and metal concentrations usually present a non
negligeable stabilized level.
Inductively-Coupled Plasma is the method usually chosen for metal
detection in the lubricating oil.
Some of the most common metals measured by ICP and their
significance are :
• Wear metals
– Iron (Fe) : usually indicates general component wear of
rings, liner, valve train, piston crown.
– Lead (Pb) : shows wear of bearings, piston skirt.
– Aluminium (Al) : can indicate wear of main bearings and
also of piston crown.
– Chromium (Cr) : can be a proof of segmentation
problems.
• Oil contaminants
– Silicon (Si) : this element is very often associated with
dust in the air intake or breather.
– Boron (B), Sodium (Na), Potassium (K) : these three ele-
ments are commonly found as additives in coolant and
their presence in an engine oil may indicate an internal
water leak.
• Oil additives
– Magnesium (Mg), Calcium (Ca), Barium (Ba) :
Dispersent/Detergent additives to enhance the oils ability
to clean and neutralize acids.
– Zinc (Zn) : Anti-Wear additive to enhance the oil's ability
to reduce friction.
– Phosphorous (P) : Extreme Pressure additive to provide
protective film under extreme pressure.
– Molybdenum (Mo) : Solid anti-wear additive used in some
heavy duty oils.
– Silicium (Si) : Sometimes used in antifoamant additives.
0936 Page 11
02.3. Cooling water

02.3.1. General
The cooling water must always be treated to prevent corrosion, ca-
vitation and scale deposits in the engine cooling circuit. Depending
on weather conditions, the coolant shall also carry on anti-freezing
properties. For that purpose, cooling water additives or ready to use
coolants have been tested and approved for the engines.
We would like to point out that the good follow-up of the engine
cooling water treatment is a very important parameter to limit the
risk of damage and reduce maintenance costs.
Indeed, the non- respect of the following conditions :
a) Use of an homologated water treatment product ;
b) Follow-up of the water treatment efficiency
can have important consequences like irreversible degradation of

the main engine components (block, cylinder heads, liner, covers,
exchangers, thermostatic elements) and also of aluminium parts.
Exemple : Cylinder head degradation.
WITHOUT WATER TREATMENT WITH WATER TREATMENT
Note : It is strictly forbidden to run the engine without water

treatment, even for short duration tests.
Note : When the ambient temperature is below 0°C and in order to

prevent cooling water freezing and engine knockdown, it is
necessary to use antifreeze and anticorrosion products.
Page 12 0936
02.3.2. List of approved products
BRAND PRODUCT DILUTION FREEZING PROTECTION
COOLELF SUPRA CHP ready to use protection of -7°C

COOLELFSUPRA ready to use protection of -25°C
ELF COOLELF SUPRA GF NP ready to use protection of -37°C
GLACELF CHP SUPRA to be mixed minimum 20 % for protection of -7°C
GLACELF SUPRA to be mixed minimum 30 % for protection of -18°C
HALVOLINE XLI to be mixed minimum 7.5 % , no antifreeze protection
minimum 33 % for protection of -20°C
TEXACO HALVOLINE XLC to be mixed minimum 40 % for protection of -27°C
minimum 50 % for protection of -40°C
HALVOLINE Extended Life ready to use protection of –22°C, -27°C, -40°C
SHELL GLYCOL SHELL TYPE D ready to use protection of -26°C
DIAMIGEL-6N ready to use protection of -35°C
TRIAGEL--6N ready to use protection of -20°C
ROHM
et DIAGEL--6N to be mixed minimum 20 % for protection of -9°C
HAAS
minimum 5 % , no antifreeze protection
DIA-PROSIM RD 25 to be mixed
minimum 10 % , for the first engine following
Note : It is strictly forbidden to run the engine with NALCOOL pro-

ducts or Elysator equippment due to bad feed-back on the en-
gine parts.
Warning : Do not mix RD25 with antifreeze / anticorrosion products.
Note : For the products to be mixed, more the mixture ratio is higher,
worse is the water cooling performance.
Note : Wärtsilä promotes the utilisation of “ready to use“ coolants

because the water quality is well controlled as well as the real
additive concentrations in the coolant.
0936 Page 13
02.3.3. Product use

a) ELF COOLELF- GLACELF Serie are based on a full organic
acid technology.
b) TEXACO HALVOLINE product is based on a full organic acid
technology.
c) GLYCOL SHELL type D product is based on a full organic acid
technology.
d) DIAGEL-6N contains ethylene glycol with both mineral (phos-
phates) and organic inhibitors.
e) DIAMIGEL-6N and TRIAGEL-6N are ready to use coolants ba-
sed on the same technolgy as the Diagel-N.
f) DIA-PROSIM RD 25 is a liquid formulation based on molybda-
tes, phosphates and other specific organic and inorganic inhibi-
tors.
Note : For cogeneration applications, it is mandatory to use inhibi-

tors based on an organic acid technology ie only Coolelf Supra,
Glacelf Supra and Texaco Havoline cooling water treatment
brands.
Warning : Concerning the products to be mixed, follow these

recommendations :
-> The mixture procedure (see chap. 02.3.2)
-> The raw water quality (see chap. 02.3.5).
Page 14 0936
02.3.4. Product references

Ordering
Brand Product Wrapping Test kit Obs.
ref
COOLELF SUPRA CHP

COOLELF MPG SUPRA
COOLELF SUPRA Barrel 208 l 56001669
ELF Laboratory
COOLELF SUPRA GF
GLACELF CHP SUPRA
GLACELF SUPRA Barrel 215 l WFE000091
HALVOLINE XLI
To order these products,
HALVOLINE XLC Barrel 215 l PAAG011312 please contact your Wärtsilä
TEXACO Laboratory Network
HALVOLINE Extended Life
Premixed coolants
SHELL GLYCOL SHELL TYPE D Laboratory
DIAMIGEL-6N Barrel 225 kg DLT614772
ROHM TRIAGEL-6N Barrel 225 kg 56008127 Laboratory
et
HAAS DIAGEL-6N Barrel 225 kg DLT614774
DIA-PROSIM RD 25 Jerrican 25 kg DLT612163 DLT612505
Note : When a product is used without our approval, the performance

of the engine remains at the responsability of the the user /
owner of the engine concerned. In case a product of a not appro-
ved brand is used, the warranty of the engine will immediately
become null and void. The customer will in that case hold
Wärtsilä harmless and will not be indemnified by Wärtsilä in
case of litigation.
02.3.5. Raw water quality

If a diluted water treatment product is used, the following points
have to be respected :
• The raw water must have following characteristics :
- Clear, without solid deposits
- Ph between 6.5 and 8.5
- Maximum hardness of 10° dH
- Maximum Chloride rate of 80 mg/l
- Maximum Sulphates rate of 150 mg/l.
Note : The maximum Chlorides level is 20 mg/l for exchangers con-

taining stainless steel.
0936 Page 15
• The mixture between water treatment product and raw

water must be :
- Done in a dedicated clean tank external to the engine.
- Mixed with an external pump before engine filling.
• Never use in water circuit :
- Sea water which causes severe corrosion and deposit formation
(even if supplied to the system in small amounts).
- Rain water which has a high oxygen and carbon dioxide content
(great risk of corrosion, unsuitable as cooling water).
02.3.6. Water treatment product checking

Following points are mandatory :
• Check the water treatment in accordance with the mainte-
nance schedule chapter 04,
• Replace the cooling fluid treatment in accordance with
the maintenance schedule chapter 04.
• Check carefully the additive concentrations in the water,
especially after maintaining the level up following a lea-
kage on the water circuit.
Only a specialized laboratory that is well informed about water
treatment characteristics can confirm the good concentration pro-
duct.
The list of the approved laboratories is given in chap. 02.3.6.1.
02.3.6.1. Laboratories addresses

a) ELF COOLELF- GLACELF Serie Code 5318
Samples of coolant must be sent for analysis in the ELF laboratory.
Because of the patented type of additves, only ELF laboratories are
able to measure correctly the concentrations of organic additives. A
“Diagofluid Multi” analysis program is required, samples must be
sent to the following address :
DIAGOPARC
Chemin du Canal
F-69630 SOLAIZE
(FRANCE)
Tel : + 33 (0)4 78026500
Fax : + 33 (0)4 78026533
b) TEXACO HALVOLINE Serie
As for ELF’s coolants, because of the patented type of additives,
only Texaco laboratories are able to measure the concentrations of
organic additives accurately. Samples can be sent for Europe to :
Texaco Belgium N.V.
Technologiepark
Zwijnaarde 2
Page 16 0936
B-9052 Ghent / Zwijnaarde

Belgium
Tel : + 32 (0)9 2407320
Fax : + 32 (0)9 2407320
c) GLYCOL SHELL Type D
For analysis contact your Wärtsilä representation.
d) DIAGEL-6N, DIAMIGEL-6N and TRIAGEL-6N
Sample can be sent to :
ORCHIDIS Laboratoire
Z.I. des Nations
90, rue du Professeur Paul Milliez
F-94506 Champigny / Marne Cedex – France
Tel : + 33 (0)1 55091020
Fax : + 33 (0)1 55091039
e) DIA-PROSIM RD 25
This coolant is a liquid formulation based on molybdates, phospha-
tes and other specific organic and inorganic inhibitors. A simple me-
thod of colourimetric determination of molybdates/phosphates was
developped. It can be bought from Wärtsilä France (see table on
Chap. 02.3.4.).
02.3.7. Sample type analysis

Unit Method
Hardness % weight ASTM D1119

Glycol type and content % vol.
Water content % vol. ASTM D1123
Density at 20°C kg/m3 ASTM D1119
pH ASTM D1287
Total dissolved solids mg/l ASTM D1888
Conductivity mS/m
Free alkalinity cm3 HCI 0.1N ASTM 78101
Freezing point °C
Boiling point °C ASTM D1120
Foaming at 25°C, vol ml
ASTM D1881
Foam stability sec
Freezing protection °C
Sulphate content ppm ASTM D516 or D4327
Chloride content ppm ASTM D512 or D4327
0936 Page 17
Unit Method
Aluminium content ppm

Iron content ppm
Copper content ppm ICP
Tin content ppm
Ammonia content ppm
Concentrations of active compo- depending on the type
nents (nitrites, phosphates, molyb- ppm of water treatment
dates...) used
02.3.8. Treatment replacement

If you change the additive brand or if you use an additive for the
first time, it is necessary to use the following method :
1 Carefully drain the water circuit.
2 Rinse with the demineralized water and dispersant
(contact the additive supplier to choose the best dispersant).
3 Fill in the water circuit with demineralized water.
4 Put the engine in operation with load for one hour (to be
sure that the thermostatic valves are opened).
5 Take a water sample and measure the phosphate content.
6 Rinse the water circuit with demineralized water.
7 Analyze the result of water sample : if the phosphate
content is >0,5 g/l, return to point 1. If the phosphate content is
<0,5 g/l, you can fill in the engine with the new treatment.
Warning : Never use caustic or non-dedicated products to clean the en-

gine. Before performing this operation, contact your Wärtsilä
representative.
02.3.9. Water level compensation

a) Product ready to use
To compensate the water level, use the product only ! Never use un-
treated water.
b) Product to be mixed
In case of level compensation with untreated water, run the engine
a few times and check the water analysis result. If the result is not
OK, add some product to protect the engine.
02.3.10. Water draining

It is mandatory to replace water treatment regularly in accordance
with the maintenance schedule (see Chap. 04).
Page 18 0936
W200
03
Start, stop and operation
0936 Page 1
W200
Start, Stop and Operation ................................................................................................................5
03.1. Pre - lubricating sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

03.1.1. Pre-lubricating procedure : continuous application . . . . . . . . . . . . . . . . . . . . . . . . 7
03.1.2. Pre-lubricating procedure : fast start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
03.1.3. Pre-lubricating procedure : immediate start . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
03.2. Pre-heating sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
03.3. Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
03.3.1. Start after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
03.3.2. Before starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
03.3.3. Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
03.3.3.1. Manual start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
03.3.3.2. Automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
03.3.4. Starting procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

03.3.4.1. Engine start procedure for pre-heated engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
03.3.4.2. Engine start procedure for non-preheated engines. . . . . . . . . . . . . . . . . . . . . . . . . . . 15
03.3.4.3. Pre-lubricating procedure for immediate start after engine shutdown . . . . . . . . . . . . . . . . 16
03.3.5. Starting for a measurement test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

03.3.5.1. Engine cranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
03.3.5.2. Starting for a monthly test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
03.4. Running-in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
03.4.1. Running-in without load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
03.4.2. Running-in with load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
03.4.2.1. Engine at 1500 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
03.4.2.2. Engine at 1200 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Page 2 0936
W200
03.5. Normal operation supervision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

03.5.1. Every day or every 50 running hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
03.5.2. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
03.5.3. Operation data record. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
03.6. Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
03.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
03.6.2. Emergency stop procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
03.6.3. Normal stop procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
03.6.4. Delayed stop procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
03.6.5. After stoppage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
03.6.6. W12V200 : Operation data record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
03.6.7. Miscellaneous data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
03.6.8. W18 & W16V200 : Operation data record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
03.6.9. Miscellaneous data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
03.6.10. W12V200 : Operation data record for running in . . . . . . . . . . . . . . . . . . . . . . . . . 37
03.6.11. W18 & W16V200 : Operation data record for running in . . . . . . . . . . . . . . . . . . . . . 38
0936 Page 3
W200
Page 4 0936
W200 Start, Stop and Operation 03.
03. Start, Stop and Operation

03.1. Pre - lubricating sequence
To ensure a correct filling of the lubricating oil circuit before engine
start, pressure indicator (float, hot wire or pressure switch) at
turbocharger should not manage pre-lubrication sequence any
more. Pre-lubrication sequence should now be managed by a timer
and pressure indicator at TC should only be a "low level" security.
Three different kind of procedures can be used. Depending on the

time allowed to start, it is recommended to use first a), then b) and
then c). The choice of the sequence may have an influence on some
engine components :
a) Continuous application : The engine is pre-lubricated one time

before starting (3 minutes).
b) Fast start : The pre-lubricating sequence is running when the en-
gine is stopped. Every three minutes, the pre-lubricating pump
runs for a short period. When an engine start is required, the
pre-lube pump is running for a short period before engine start
(about 10 s between start requirement and engine start).
c) Immediate start : the pre-lubricating sequence is running when
the engine is stopped. Every 3 minutes, the pre-lubricating pump
runs for a short period. When the start is required, the engine can
immediately start without additional pre -lubricating.
Note : After oil sump draining or lube oil filter exchange, three
pre-lubrications of 180 seconds (90 seconds between each)
should be achieved before engine start.
0936 Page 5
03. Start, Stop and Operation W200
Logical diagram explanation
START Start of procedure
no
IF
yes
ACTION
END End of procedure
Fig. 03-1
Page 6 0936
03.1.1. Pre-lubricating procedure : continuous ap-

plication
Fig. 03-2
0936 Page 7
03.1.2. Pre-lubricating procedure : fast start
Fig. 03-3
Page 8 0936
03.1.3. Pre-lubricating procedure : immediate

start
Fig. 03-4
0936 Page 9
03.2. Pre-heating sequence

Pre-heating is needed for :
· Emergency genset or genset starting at nominal speed :
1200 rpm or 1500 rpm (without idling at 600 rpm) ;
· When ambient temperature is less than 20 °C.
Fig. 03-5
Page 10 0936
03.3. Start
03.3.1. Start after overhaul
1 Perform a complete visual inspection of the genset.
2 Check/adjust valve clearances. For guidance values, see
Chap. 06.
3 Activate the solenoid manually for the overspeed trip de-
vice. Check that all injection pump racks move to values in accor-
dance with Chap. 16.
4 Check that :
• the connection between the speed governor and injection
pumps is correctly set (especially the injection pump rack
position) and does not jam,
• all connections are properly locked,
• the injection pump racks move freely in the pumps.
5 Check the safety devices, especially the metal particles de-
tector.
6 Check the cooling water system for leakage, especially :
• the lower part of the cylinder liner
• the oil cooler
• the charge air cooler
7 Start the pre-heaters and vent the water circuit.
8 Start the pre-lubricating pump. Vent the lubricating oil fil-
ters (see Chap. 18.2 & 18.6) and check that :
• lubricating oil appears from all bearings and lubricating
nozzles, from the piston cooling oil outlet and from the
valve mechanism
• there is no leakage from the pipe connections inside or
outside the engine (crankcase doors opened).
Note : Note that the crankshaft has to be turned in order to get oil
through all connecting rods and valve yokes.
9 Vent the fuel oil circuit, open the delivery pipe of the injec-
tion pumps and use the manual fuel pump.
03.3.2. Before starting

Before starting the engine, check that :
1 The lubricating oil level is correct during the pre-
lubricating sequence.
2 The fuel system is in running order :
• Fuel tank is full
• Fuel gate is open
• Fuel circuit is vented.
0936 Page 11
3 Both cooling water systems, LT and HT water circuits, are

in running order :
• Correct pressures
• Circulating water sufficiently pre-heated and pre-
circulated to heat the engine
• Vent the circuit after pre-heating.
4 The oil level in the governor is correct.
5 Voltage to control system to ensure alarm functions.
6 Check the control shaft system and the injection pump
rack (see Chap.16).
7 All covers and protecting shields have to be mounted be-
fore starting the engine.
Note : Covers should only be removed occasionally for measurements

and checks, and they must be immediately mounted again. Ne-
ver leave the engine running when covers are removed.
03.3.3. Starting
Be careful : Before a manual start, either remote or automatic, check that
the pre-lubricating sequence defined according to the engine
application (see Chap. 03.1.) is operational.
03.3.3.1. Manual start

1 Turn the crankshaft two revolutions.
2 Disengage the turning gear from the flywheel.
3 Check that the automatic alarm and stop devices are set
in start position (see Chap. 23).
4 Start the pre-lubricating oil pump. Check that the
pre-lube sequence is in accordance with Chap. 03.1.
5 When starting authorisation is done, push start button
until the engine starts firing :
• If the engine does not start, refer to troubleshooting in
Chap. 08. Three starts can be attempted. Each attempt
must not exceed 5 seconds.
• In case of starting and stopping due to an alarm, the reason
should be checked and repaired before restarting. Use the
troubleshooting list in Chap. 08.
6 Check the water, lube oil and fuel oil circuits for exter-
nal leakages.
7 Check water pressures (see values Chap. 03.6.6 to
03.6.11), vent the water circuit if necessary.
Page 12 0936
03.3.3.2. Automatic start

If the engine has been out of operation for more than a week, the
first start is to be carried out manually according to Chap. 03.3.1.
Note : Engines with automatic starting must be tested once a week.
The pre-lubricating sequence is given in Chap. 03.1.
03.3.4. Starting procedure

Pre-lube pump must run during starting, until the 2 bar oil pressure
switch is activated.
On pre-heated engines (see Chap. 03.2.), engine speed is limited to
idle when HT water temperature is less than 40 °C.
On non pre-heated engines (see Chap. 03.2.), the engine is warmed
up 3 minutes at idle speed and 5 minutes at rated speed. However,
the engine can take load before the end of this warm up period if HT
water temperature is higher than 40 °C.
Pay special attention to possible external leakages of water, lube oil
and fuel oil circuits.
Check the water pressures (see values Chap. 03.6.6 to 03.6.11) , vent
the water circuit during running if required.
0936 Page 13
03.3.4.1. Engine start procedure for pre-heated engi-

nes
Fig. 03-6
Page 14 0936
03.3.4.2. Engine start procedure for non-preheated en-

gines
Fig. 03-7
0936 Page 15
03.3.4.3. Pre-lubricating procedure for immediate

start after engine shutdown
Fig. 03-8
Page 16 0936
03.3.5. Starting for a measurement test

03.3.5.1. Engine cranking
When the engine is stopped for a period of more than 3 days, it is
recommended to crank the engine every three days :
a) Open the venting decompressor on the cylinder heads (use the
T-handle wrench 808001).
b) Wait for the pre-lubrication pump to start, then turn the en-
gine for one and half turn (see Chap. 11-5).
c) Close the venting decompressor on the cylinder heads.
d) The engine is ready to start.
03.3.5.2. Starting for a monthly test
In case the engine has been stopped for more than one month, it is
recommended to do a monthly test. Every month :
a) Start the engine.
b) Load the engine up to 100% load. This loading should be done
in the following steps :
• 25 % load for 30 minutes
• 100 % load for 1 hour.
If 100% load can not be reached, the minimum loading is 75 % for 1
hour.
c) Let the temperatures stabilize.
d) Note engine parameters.
e) Unload the engine and stop it according to the delayed stop
procedure (see Chap. 3.6.4).
Note : This test lasts around 3 hours.
0936 Page 17
03.4. Running-in
After a conrod bearing, liner and piston or a cylinder head overhaul,
follow the running-in program, as closely as possible. If the program
can not be followed, follow the first part with no load, then gradu-
ally increase the load to 100 % in at least 4 hours.
1 If the engine has been dismantled, follow the commissio-
ning check list, or at least check that :
• The stop manual lever has been tested.
• The following protections have been done :
– Lube-oil pressure sensor (PT201, PSZ201-1, PSZ201)
– Lube-oil temperature sensor (TE201, TSZ201)
– HT water temperature sensor (TE402, TSZ402)
– LT water temperature sensor (TE451, TSZ451)
– Overspeed safety device (ST173)
– Pre-heating sensor (TE440 ou TS440, TSZ441)
– Detection float of oil before turbocharger (PT271)
– Sump oil level (LS 204)
– Metal Particles Detector (QS241).
For more information, please refer to Chap. 23.
Sensor description
Code Function Code Function
TE 101 Fuel temperature TE 402 HT water temperature after engine
PT 101 Fuel pressure PT 401 HT water pressure before engine
LS 103A (*) A bank fuel leakages PT 451 LT water pressure before engine
LS 103B (*) B bank fuel leakages TE 401 HT water temperature before engine
PDS 113 Pressure leakage through fuel filter TE 451 LT water temperature before engine
TE 440 ou
Preheating
TS 440
PSZ 201 Low lube oil pressure (idle speed) TSZ 441 (*) Preheating fault
PSZ 201-1 Low oil pressure (nominal speed) TSZ 451 High LT water temperature before engine
TE 501A/B to
PT 271 Turbocharger oil pressure Exhaust gas temperature
TE 509A/B
TE 201 Oil lubrication temperature before engine TE 601 Supercharging air temperature after cooler
PT 201 Oil pressure before engine (after filter) PT 601 Supercharging air pressure after cooler
L S 204 Lube oil level inside sump
PDS 243 Pressure leakage through oil filter ST 173 Overspeed
PT 301 Air starter pressure SE 167 Speed regulation
PSZ 311 Low control air pressure GS 792 Turning gear
TSZ 402 High HT water temperature after engine
* in option
Page 18 0936
03.4.1. Running-in without load
Time Speed Load

(mn) (rpm) (kW)
0 0 0
2 0 0
3 800 0
8 800 0
9 0 0
20 0 0
21 800 0
23 800 0
24 1000 0
26 1000 0
27 1200 0
29 1200 0
33 0 0
50 0 0
51 800 0
53 800 0
54 1000 0 Fig. 03-9
56 1000 0
57 1200 0
59 1200 0
60 1500 0
a) After the first step at 800 rpm during 5 minutes, stop the en-
gine and :
· Open visiting doors.
· Verify the lateral conrod clearance.
· Note the lube-oil and the HT water temperatures.
· Verify the conrod temperatures. Typically, for 5 minutes
of engine running, the conrod temperatures should be at
50°C ± 5. Normally, the maximal temperature gap is 5°C
between the conrods.
If there is a problem, do not continue the running-in without detec-
ting the origin of the of the problem (call Wärtsilä representative).
0936 Page 19
b) You must stop the engine after the first step at 1200 rpm :
• Open visiting doors.
• Verify the lateral conrod clearance.
• Note the lube-oil and the HT water temperatures.
• Verify the conrod temperatures. Typically, the conrod
temperatures should be at 80°C ± 5. Normally, the maxi-
mal temperatures gap between the conrods is 5°C.
Should a problem occur, do not continue the running-in without
finding its origin (call Wärtsilä representative).
c) Restart the engine and go to Rated Speed (1200 rpm or 1500
rpm) step by step (see previous page). At the end of the speed
tests, set idle and rated speed to normal running values before
starting loading (settings you find before starting the running-in).
d) When the engine is at Rated Speed :
• Switch the button in energized position on the engine con-
trol panel.
• Close the breaker.
• Switch the button in load position on the engine control
panel and progressively start loading like in the following
program (see chap. 03.4.2).
Warning 1 : Do not stay more than 1 minute at 1500 rpm without load.
Warning 2 : When you increase or decrease the load, make a lot of steps.
Page 20 0936
03.4.2. Running-in with load

03.4.2.1. Engine at 1500 rpm
Time Speed Load
(mn) (rpm) (kW)
0 0 0
2 0 0
3 800 0
5 800 0
6 1000 0
8 1000 0
9 1200 0
11 1200 0
12 1400 0
14 1400 0
15 1500 0
16 1500 0
20 1500 25
50 1500 25
55 1500 50
95 1500 50
100 1500 25 Fig-03-10
105 1500 25
110 1500 50
115 1500 50
120 1500 75
155 1500 75
160 1500 50
165 1500 50
170 1500 25
175 1500 25
180 1500 50
185 1500 50
190 1500 75
195 1500 75
200 1500 100
245 1500 100
250 1500 75
255 1500 75
260 1500 50
265 1500 50
270 1500 25
275 1500 25
280 0 0
0936 Page 21
a) After the full load step, you have finished the running-in. Stop
the engine and proceed to the standard controls :
• Rocker arm clearances.
• Oil filters changing.
• Fluids level checking.
After that, you can use the engine normally.
03.4.2.2. Engine at 1200 rpm

Time Speed Load
(mn) (rpm) (kW)
0 0 0
2 0 0
3 800 0
5 800 0
6 1000 0
8 1000 0
9 1200 0
11 1200 0
20 1200 25
50 1200 25
55 1200 50
95 1200 50
100 1200 25
105 1200 25
110 1200 50
115 1200 50
120 1200 75 Fig. 03-11
155 1200 75
160 1200 50
165 1200 50
170 1200 25
175 1200 25
180 1200 50
185 1200 50
190 1200 75
195 1200 75
200 1200 100
245 1200 100
250 1200 75
255 1200 75
260 1200 50
265 1200 50
270 1200 25
275 1200 25
280 0 0
Page 22 0936
a) After the full load step, you have finished the running-in. Stop
the engine and do the standard controls :
• Rocker arm clearances
• Oil filters changing
• Fluids level checking.
After that, you can use the engine normally .
0936 Page 23
03.5. Normal operation supervision

03.5.1. Every day or every 50 running hours
1 Read all thermometer and pressure gauges and the load of
the engine. Compare the values read with those at corresponding
load and speed in the Acceptance Test Records and curves given
in Chap.03.5.3.
2 Check the indicator for pressure drop in fuel filters.
When the pressure drops across the filters, the pressure in the sys-
tem decreases. Very low pressure (less than 0.5 bar) reduces the
engine performance and may cause uneven load distribution be-
tween the cylinders (risk of breakdown !). Too high pressure drop
may also result in the deformation of filter cartridges (risk of injec-
tion pump seizure).
3 Check the indicator for pressure drop on the lubricating
oil filters. Too large pressure drop indicates clogged filter cartrid-
ges, which results in reduced oil flow of the lube oil pump when
the by-pass valve is open. Reduced oil pressure results in increa-
sed wear.
4 Check the lube oil level in the oil sump/oil tank through a
simple control of the water content : a drop of oil in 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.
5 Check that the ventilation (de-aerating) of the engine's
circulating water system (the expansion tank) is working. Check
that the leakage from the telltale hole of the circulating water
pumps is not excessive.
6 Check the quantity of leak-fuel from the draining pipes.
7 Check that the drain pipes of the air coolers are open.
8 Check that the telltale holes of the oil coolers and the cir-
culating water coolers are open.
9 If the option exists on your turbocharger, 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.
Page 24 0936
Condensation in charge air coolers
60
f=40
50 f=60 f=80 f=100
40
30
20
10
0
10
20
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
Fig. 03-12
Example : If the ambient air temperature is 35°C and the relative hu-
midity is 80 %, the water content in 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 approx. 3.5 bar (ambient pressure + air mani-
fold pressure), the dew point will be 55°C (see Fig. 03-12.). If the air
temperature in the air manifold is only 45°C, the air can only contain
0.018 kg/kg (see Fig. 03-12). The difference, i.e 0.011 kg/kg
(0.029-0.018) will appear as condensed water.
03.5.2. General
1 No automatic supervision or control arrangement can re-
place the observations of an experienced engineer. LOOK at and
LISTEN to the engine !
2 Strong gas blow-by past the pistons is one of the most dan-
gerous 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 ex-
ceeds 65 mm H2O, check the crankcase venting system ; if in or-
der, dismantle the pistons for inspection.
3 Operation at loads between 0 % and 20 % of rated out-
put should be limited to a maximum of 100 hours continuously by
loading the engine between 70 % and 100 % of rated load for one
hour before continuing the low load operation or shutting down
the engine.
Important : Idling and rating without load (i.e. main engine de clutched, ge-
nerator set disconnected) should be limited as much as pos-
sible.
03.5.3. Operation data record

Make a copy of Chap. 03.6.5 to 03.6.11 in order to follow your en-
gine parameters.
0936 Page 25
03.6. Stop
03.6.1. General
The engine can always be stopped following the delayed stop proce-
dure.
Caution : Before working on the engine, make absolutely sure that :

- the automatic start and the priming pump are disconnected,
- the air valve and fuel valve before the engine are closed.
There are 2 different stop procedures :

a) Emergency stop procedure : due to a shutdown cause (see
Chap. 03.6.2.).
b) Delayed stop procedure : due to a delayed stop request (see
Chap. 03.6.4. ).
When the engine stops and the speed decreases below a certain li-
mit, the system for alarm, stop and speed remote control will be dis-
connected and the signal lamp indicating that the engine is running
goes out. In engines equipped with automatic lubricating oil priming
pumps, the pump will be started at the same time.
Note : When shut-down solenoid is energised from the automatic

shut-down system due to some disturbance, the engine will
stop as in remote stop. Before this, an alarm device will nor-
mally initiate an alarm signal indicating the reason for the
shut-down.
When the engine stops because of overspeed, the electro-pneumatic

overspeed trip device may have tripped.
Page 26 0936
03.6.2. Emergency stop procedure

The engine is stopped via control air on fuel rack (fuel oil racks are
set to minimum fuel position when using control air). In the mean-
time an engine stop order is given to the speed governor. The proce-
dure ends with a 30 seconds post lubrication.
Fig. 03-13
In case of stoppage due to an alarm, carefully note the reason for

the stoppage (alarm, monitoring device message,...) before any re-
set.
0936 Page 27
03.6.3. Normal stop procedure

First, the engine is cooled and then stopped via the speed governor
(fuel oil racks are set to minimum fuel position without using con-
trol air). The procedure ends with a 30 seconds post -lubrication.
Fig. 03-14
Page 28 0936
Genset control panel description
Fig. 03-15
0936 Page 29
Fig. 03-16
Page 30 0936
03.6.4. Delayed stop procedure

First, the engine is cooled and then stopped via the speed governor
(fuel oil racks are set to minimum fuel position without using con-
trol air). The procedure ends with a 30 seconds post--lubrication.
Fig. 03-17
In case of stoppage due to an alarm, carefully note the reason for

the stoppage (alarm, CMR message, ...) before any reset.
0936 Page 31
03.6.5. After stoppage

1 Move the stop lever to STOP position. The time of slo-
wing down offers a good opportunity to detect possible disturbing
sounds.
2 The indicator valves closed, if the engine is to be stopped
for a long time, it is also advisable to cover the exhaust pipe ope-
ning.
3 Every two days, pre-lubricate the engine and turn the
crankshaft into a new position to reduce the risk of corrosion on
journals and bearings when the engine is exposed to vibrations.
Page 32 0936
03.6.6. W12V200 : Operation data record

Customer :
Engine type : Serial N° :
Engine using :
Sensors Criteria
Date Min. Max.
Running hours h ./. ./.
Speed SE167 rpm ./. ./.
Power kW ./. ./.
Engine room temperature °C ./. ./.
Atmosphere pressure bar ./. ./.
LT water before engine TE451 °C 55°C
Fuel before engine TE101 °C 50°C
T Charge air after cooler TE601 °C 70°C
Lube oil before engine TE201 °C 78°C
HT water after engine TE402 °C 92°C
CMR panel °C
Starting air PT301 bar 7b 11 b
Fuel PT101 bar 5b 6b
HT water before engine PT401 bar 4b 4,5 b
P
LT water before engine PT451 bar 3b 3,5 b
Charge air after cooler PT601 bar ./. ./.
Lube oil before engine PT201 bar 4,2 b 5b
Side
A B A B A B A B
Cyl. 1 TE501 A/B °C 550°C
Cyl. 2 TE502 A/B °C 550°C
C Cyl. 3 TE503 A/B °C 550°C
H Cyl. 4 TE504 A/B °C 550°C
T Cyl. 5 TE505 A/B °C 550°C
Cyl. 6 TE506 A/B °C 550°C
Average °C (1)
Voltage
A Ampere
Cos Phi
Raw water T° before cooler °C
Raw water T° after cooler °C
Engine water T° before cooler °C
Engine water T° after cooler °C
S
Raw water P° before cooler bar
Raw water P° after cooler bar
Engine water P° before cooler bar
Engine water P° after cooler bar
P° before raw water pump bar
(1) See chap. 23
T = Temperature - P = Pressure - CHT = Cylinder Head Temperature

A = Alternator - S = System
0936 Page 33
03.6.7. Miscellaneous data

Safety tests : Name : Unit :
Oil
Brand : Type :
B.N.:
Water treatment
Brand : Type :
pH :
Fuel type : DMX - DMA - DMB
Observations
For the Customer For Wärtsilä Service
Page 34 0936
03.6.8. W18 & W16V200 : Operation data record

Customer :
Engine using :
Sensors Criteria
Date Min. Max.
Running hours h ./. ./.
Speed SE167 rpm ./. ./.
Power kW ./. 3600
Engine room temperature °C ./. ./.
Atmosphere pressure bar ./. ./.
LT water before
TE451 °C 55°C
engine
Fuel before engine TE101 °C 50°C
T Charge air after cooler TE601 °C 70°C
Lube oil before engine TE201 °C 78°C
HT water after engine TE402 °C 92°C
CMR panel °C
Starting air PT301 bar 18 b 20 b
Fuel PT101 bar 5,7 b 6,3 b
HT water before en-
PT401 bar 4b 4,5 b
gine
P
LT water before en-
PT451 bar 3b 3,5 b
gine
Charge air after cooler PT601 bar ./. ./.
Lube oil before engine PT201 bar 4,8 b 5,2 b
Side
A B A B A B A B
Cyl. 1 TE501 A/B °C 550°C
Cyl. 2 TE502 A/B °C 550°C
Cyl. 3 TE503 A/B °C 550°C
Cyl. 4 TE504 A/B °C 550°C
CHT Cyl. 5 TE505 A/B °C 550°C
Cyl. 6 TE506 A/B °C 550°C
Cyl. 7 TE507 A/B °C 550°C
Cyl. 8 TE508 A/B °C 550°C
Cyl. 9 TE509 A/B °C 550°C
Average °C (1)
Voltage
A Ampere
Cos Phi
Raw water T° before cooler °C
Engine water T° before cooler °C
Engine water T° after cooler °C
S Raw water P° before cooler bar
Engine water P° before cooler bar
Engine water P° after cooler bar
(1) See chap. 23

0936 Page 35
03.6.9. Miscellaneous data

Oil
Brand : Type :
B.N.:
Water treatment
Brand : Type :
pH :
Fuel type : DMX - DMA - DMB
Observations
For the Customer For Wärtsilä Service
Page 36 0936
03.6.10. W12V200 : Operation data record for run-

ning in
Customer :
Engine using : Max load : Idle speed : Rated speed :
Sensors Unit Date
Running hours h
rp Ra- Ra-
Speed SE167 Idle Rated Rated Rated
m ted ted
No
Power kW No load 25 % 50 % 75 % 100 %
load
Engine room temp. °C
Atmosphere press. bar
Max Max Max Max Max Max
LT water bef eng. TE451 °C 45 47 49 51 53 55
Fuel before engine TE101 °C 30 34 38 42 46 50
Ch. air after cooler TE601 °C 55 58 61 64 67 70
T
Lube oil bef eng. TE201 °C 68 70 72 74 76 78
HT water after eng TE402 °C 70 74 78 82 86 92
CMR panel °C
Starting air PT301 bar 7-11 7-11 7-11 7-11 7-11 7-11
Fuel PT101 bar 3,5-6 5-6 5-6 5-6 5-6 5-6
HT water bef eng. PT401 bar >2,5 4-4,5 4-4,5 4-4,5 4-4,5 4-4,5
P LT water bef eng. PT451 bar >2,5 3-3,5 3-3,5 3-3,5 3-3,5 3-3,5
1,5-2,
Ch. air after cooler PT601 bar / 0,1 0,2-0,5 0,5-1 1-1,5
5
Lube oil bef eng. PT201 bar >2,5 4,2-5 4,2-5 4,2-5 4,2-5 4,2-5
Side Side Side Side Side Side
A/B Max A/B Max A/B Max A/B Max A/B Max A/B Max
Cyl. 1 - TE501 A/B °C 300 350 380 420 500 550
C Cyl. 2 - TE502 A/B °C 300 350 380 420 500 550
H Cyl. 3 - TE503 A/B °C 300 350 380 420 500 550
T Cyl. 4 - TE504 A/B °C 300 350 380 420 500 550
Cyl. 5 - TE505 A/B °C 300 350 380 420 500 550
Cyl. 6 - TE506 A/B °C 300 350 380 420 500 550
Average °C (1)
Voltage
A Ampere
Cos Phi
Raw water T° bef cooler °C
Eng water T° before cooler °C
Eng water T° after cooler °C
S Raw water P° bef cooler bar
Eng water P° before cooler bar
Eng water P° after cooler bar
(1) See chap. 23

0936 Page 37
03.6.11. W18 & W16V200 : Operation data record

for running in
Customer :
Engine using : Max load : Idle speed : Rated speed :
Sensors Unit Date
Running hours h
Ra- Ra- Ra-
Speed SE167 rpm Idle Rated Rated
ted ted ted
No No
Power kW 25 % 50 % 75 % 100 %
load load
Engine room temp. °C
Atmosphere press. bar
Max Max Max Max Max Max
LT water bef eng. TE451 °C 55 55 55 55 55 55
Fuel before engine TE101 °C 50 50 50 50 50 50
T Ch. air after cooler TE601 °C 55 58 61 64 67 70
Lube oil bef eng. TE201 °C 76 76 76 76 77 78
HT water after eng TE402 °C 92 92 94 96 97 97
CMR panel °C
Starting air PT301 bar 30 30 30 30 30 30
Fuel PT101 bar 3,5-6 5-6 5-6 5-6 5-6 5-6
4-4,
HT water bef eng. PT401 bar >2,5 4-4,5 4-4,5 4-4,5 4-4,5
5
3-3,
P LT water bef eng. PT451 bar >2,5 3-3,5 3-3,5 3-3,5 3-3,5
5
0,5- 1,5-2,
Ch. air after cooler PT601 bar / 0,1 0,2-0,5 1-1,5
1 5
4,2-
Lube oil bef eng. PT201 bar >2,5 4,2-5 4,2-5 4,2-5 4,2-5
5
Side Side Side Side Side Side
A/B Max A/B Max A/B Max A/B Max A/B Max A/B Max
Cyl. 1 - T501 A/B °C 300 350 380 420 500 550
Cyl. 2 - T502 A/B °C 300 350 380 420 500 550
Cyl. 3 - T503 A/B °C 300 350 380 420 500 550
C Cyl. 4 - T504 A/B °C 300 350 380 420 500 550
H Cyl. 5 - T505 A/B °C 300 350 380 420 500 550
T Cyl. 6 - T506 A/B °C 300 350 380 420 500 550
Cyl. 7 - T507 A/B °C 300 350 380 420 500 550
Cyl. 8 - T508 A/B °C 300 350 380 420 500 550
Cyl. 9 - T509 A/B °C 300 350 380 420 500 550
Average °C (1)
Voltage
A Ampere
Cos Phi
Raw water T° bef cooler °C
Eng water T° before cooler °C
Eng water T° after cooler °C
S
Raw water P° bef cooler bar
Eng water P° before cooler bar
Eng water P° after cooler bar
(1) See chap. 23

Page 38 0936
W200
04
Maintenance schedule
0936 Page 1
W200
Maintenance Schedule ..........................................................................................................................3
04.1.General Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
04.2.Power plant & Marine applications (1500 rpm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

04.2.1.Engine running more than 1500 hours/year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
04.3.Power plant & Marine applications (1200 rpm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

04.3.1.Engine running more than 1500 hours/year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
04.4.Power plant & Marine applications (standby mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

04.4.1.Engine running less than 1500 hours/year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Page 2 0936
W200 Maintenance Schedule 04.
04. Maintenance Schedule

04.1. General Remarks
The maintenance of your engine depends largely on the operating
conditions. The intervals of the time shown in this schedule should
not be exceeded during the warranty period or the warranty shall be
waived. The non-respect of schedules may lead to serious break-
downs and hazardous operating conditions for which Wärtsilä shall
not be liable. Moreover, the time between the different mainte-
nance operations can vary, depending on the application and the
duty of your engine. Wärtsilä worldwide service organisation is
available to supply original spare parts, qualified field service engi-
neers and dedicated training programs to perform all maintenance
activities.
Note : The maintenance schedules below are for normal operating

conditions :
- All specifications (see chapter 02)
- Back-pressure : 5 kPa Max.
1 Before performing any maintenance activity, read the

paragraphs relating to one or more specific questions.
2 When doing maintenance work, keep the working area
perfectly clean and tidied.
3 Before removing any items, check that the systems con-
cerned have been drained and are not under pressure or electrical
power. After removal, immediately stop up the oil, gas and air in-
lets and outlets with tapes or plugs.
4 When replacing a damaged component, note down each
replacement and location in the engine log book and state the rea-
sons for the replacement.
5 After refitting, make sure that all nuts and bolts are pro-
perly tightened and locked, see chapter 07.
Note : Wärtsilä France may change the quantities, parts and periodi-
cities depending on product development or engine operating
conditions.
Warning : Before working on the engine, make sure that all pressure
lines are released. The engine is locked out and tagged out.
0936 Page 3
04. Maintenance Schedule W200
04.2. Power plant & Marine applications (1500 rpm)

04.2.1. Engine running more than 1500 hours/year
X° Engine with Paulstra couplings - X°° If engine equiped with
X°°° Check the date on the hose, in accordance with chapter 07
XX means operation to do only one time on new component or after overhaul
Servicing checks and maintenance operations
M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
y t hours hours hours hours hours hours
k
h
01. GENERAL DESCRIPTION
Clean engine X
Look for leaks or other defects X
Record all engine parameters X
10. ENGINE BLOCK, CYLINDER LINERS
Check cylinder liners
X
(Boroscop inspection)
Replace main bearings X X
Replace liners X X
Replace Piston-rings X X X
Replace antipolishing ring X X X
Replace cover gaskets X X X
11. CRANKSHAFT, CONNECTING ROD, PISTON, DAMPER
Check the crankshaft alignment XX X X X
Check elastic mounting (under en-
X X X
gine) status and compression
Replace elastic mounting X°° X°°
Check engine coupling (replace if
X° X° X
necessary)
Replace connecting rod
X X X
(bearings, studs & nuts)
Check engine pistons X X
Take Damper silicone samples
X X X X
(12V-16V )
Replace Damper (only 12V-16V) X X
12. CYLINDER HEAD & VALVES
Check rocker arm
X X X
And replace if needed
Check and adjust valve clearances XX X X X X
Overhaul of cylinder heads X X X
13. CAMSHAFT DRIVE
Check camshafts X X X
Replace camshaft bushing X
Check camshaft gears X X
Check roller tappet X X
Replace roller tappet X
Page 4 0936

M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
k
h
15. TURBOCHARGING & INTERCOOLING
Check turbochargers clearances XX X X X X X
Clean compressor X X X X X
Replace turbochargers
X X X
bearings & clean T/C
Clean filtering cover around T/C si-
lencer X°°
(replace if necessary)
Replace filtering cover around T/C
X°° X°° X°° X°° X°° X°°
silencer
Clean T/C silencer
X°° X°° X°° X°° X°° X°°
Replace T/C silencer (if equipped) X°° X°°
Tighten the V clamps on T/C X°° X°° X°° X°° X°° X°°
Replace the V clamps on T/C X°° X°° X°° X°°
Overhaul charge air cooler X X X X
Replace the charge air cooler X X
16. INJECTION SYSTEM
Drain the fuel oil prefilter X
Clean the fuel oil prefilter X X X
Replace fuel prefilter element X X X X
Replace fuel oil cartridges X X X X X X
Lubricate fuel rack & fuel rack
X X X X X X
linkage
Check injectors X
Replace injectors X X X X
Replace fuel feed pump coupling
X X X X
spider
Clean fuel cooler X X X
Overhaul fuel feed pump X X
Replace injection pump head valve X
Overhaul injection pump X X X
Check mechanical state of flexible
hoses on fuel circuit (replace if X°°°
damaged)
Replace fuel hoses X X X
18. LUBRICATING OIL SYSTEM
Check Lube-oil level
X
(adjust level if necessary)
Take oil samples for analysis X X X X X X
Change lube oil X X X X X X
0936 Page 5

M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
k
h
Replace lube oil filter cartridges on
X X X X X X
engine
Replace lub oil filter cartridges on
X°° X°° X°° X°° X°° X°°
turbo (12V Ph1 )
Clean centrifugal filter X X X X X X
Overhaul centrifugal filter X X X X
Clean oil cooler X X X
Overhaul lub oil module X
Overhaul lub oil pump X
Replace lube oil pump X
Change thermostatic valves X X
Replace prelub pump coupling spi-
X X X
der
Check mechanical state of lube oil
X°°°
hoses (replace if damaged)
Replace lube oil hoses X X X
19. COOLING WATER SYSTEM
Check water level X
Check water treatment (1) X X X X X
Clean venting pipes X X X X X
Clean water coolers X X X X
Overhaul of water pump & sea wa-
X X
ter pump
Replace water pump X
Check mechanical state of water
X°°°
Replace water hoses X X X
20. EXHAUST SYSTEM
Replace exhaust bellows X
21. STARTING AIR SYSTEM
Check oil level of lubricating de-
X
vice of the air starter (only 18V)
Check air starting system X X X X X X
Check the starting gear status X X X
Lubricate the turning gear X X X X X X
X°°°
Replace flexible hoses X X X
Page 6 0936

M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
k
h
22. CONTROL MECHANISM GOVERNOR
Check governor’s oil level X
Replace governor’s oil X X X X X
Check governor’s gear status X X X
Governor overhaul X X
Check tightening and status of gov-
X X X X X
ernor linkage
Replace joint balls on governor
X X X
linkage
23. INSTRUMENTATION & AUTOMATION
Simulate safety devices action X X X X
Check pressure safety devices
X X X
(replace if damaged)
Replace temperature safety de-
X X X
vices
Check and tighten electrical con-
X
nections on engine
X X X X
nections on all electrical cabinets
Check setting value of the safety
X X X
sensors
Check the MPD (Metal Particle De-
tector) and the electrical connec- X
tion
Replace MPD X X X
Replace all sensors devices X
Replace wiring, all electrical boxes,
X
control pannel
Check batteries voltage X
GENERAL
Check correct tightening of main
X X X X X X
sub assemblies
(1) Replace water treatment every 2 years
0936 Page 7
04.3. Power plant & Marine applications (1200 rpm)

04.3.1. Engine running more than 1500 hours/year
M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
k
h
Clean engine X
X
Replace liners X X
Replace Piston-rings X X
Replace antipolishing ring X X
Replace cover gaskets X X
X X X
Replace engine coupling X° X° X
X X
X X X X
(12V-16V )
Check rocker arm
X X
Overhaul of cylinder heads X X
13. CAMSHAFT DRIVE
Page 8 0936

M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
k
h
X X X
lencer X
X°° X°° X°° X°° X°° X°°
silencer
Clean T/C silencer
X°° X°° X°° X°° X°° X°°
Replace T/C silencer (if equipped) X°° X°°
X X X X X X
linkage
Check injectors X
X X X X
spider
Clean fuel cooler X X X X
Replace injection pump head valve X X
Overhaul injection pump X X
damaged)
X
0936 Page 9

M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
k
h
X X X X X X
engine
X°° X°° X°° X°° X°° X°°
turbo (12V Ph1 )
X X X
der
X°°°
Check water level X
X X
ter pump
X°°°
20. EXHAUST SYSTEM
X
X°°°
Page 10 0936

M1 M2 M3 M4 M5 M6
M
W
D o 1500 3000 6000 12000 24000 48000
e
To do every : a n
e
k
h
X X X X X
ernor linkage
X X X
linkage
X X X
X X X
vices
X
nections on engine
X X X X
Check setting value of the sensors X X X
tion
Replace MPD X X X
X
control pannel
GENERAL
X X X X X X
sub assemblies
0936 Page 11
04.4. Power plant & Marine applications (standby mode)

04.4.1. Engine running less than 1500 hours/year
M1 M2 M3 M4 M5 M6
M
W
D o
e 1 2 3 6 12 18
To do every : a n
e year years years years years years
y t
k
h
Clean engine X
X
Replace liners X X
Replace Piston-rings X X X
Replace antipolishing ring X X X
Replace cover gaskets X X X
X X X
Replace engine coupling X° X° X
X X X
X X X X
(12V-16V )
Check rocker arm
X X X
Overhaul of cylinder heads X X X
13. CAMSHAFT DRIVE
Page 12 0936

M1 M2 M3 M4 M5 M6
M
W
D o
e 1 2 3 6 12 18
To do every : a n
y t
k
h

X X X
lencer X
X°° X°° X°° X°° X°° X°°
silencer
Clean T/C silencer
X°° X°° X°° X°° X°° X°°
Replace T/C silencer X°° X°°
X X X X X X
linkage
Check injectors X
X X X X
spider
Clean fuel cooler X X X
Replace injection pump head valve X
Overhaul injection pump X X X
damaged)
X
0936 Page 13

M1 M2 M3 M4 M5 M6
M
W
D o
e 1 2 3 6 12 18
To do every : a n
y t
k
h
X X X X X X
engine
X°° X°° X°° X°° X°° X°°
turbo (12V Ph1 )
X X X
der
X°°°
Check water level X
X X
ter pump
X°°°
20. EXHAUST SYSTEM
X
X°°°
Page 14 0936

M1 M2 M3 M4 M5 M6
M
W
D o
e 1 2 3 6 12 18
To do every : a n
y t
k
h

X X X X X
ernor linkage
X X X
linkage
X X X
X X X
vices
X
nections on engine
X X X X
Check setting value of the sensors X X X
tion
Replace MPD X X X
X
control pannel
GENERAL
X X X X X X
sub assemblies
0936 Page 15
Page 16 0936
W200 & W220
05
Maintenance tools
0936 Page 1
W200 & W220
Maintenance Tools ..................................................................................................................................3
05.1.General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
05.2.Tooling calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
05.3.Lifting tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
05.4.Instructions for use and maintenance of hydraulic clamping tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

05.4.1.Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
05.4.2.Types of problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
05.4.3.Reminder of instructions for use and safe practice . . . . . . . . . . . . . . . . . . . . . . . . . 5
05.4.4.Bleeding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
05.4.5.Tool storage and maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
05.4.6.Instructions for the maintenance of hydraulic jacks . . . . . . . . . . . . . . . . . . . . . . . . 7
05.4.6.1.Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
05.4.6.2.Removal procedure (see Fig. 05.02) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
05.4.6.3.Reassembly procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
05.4.7.Instructions for the choice and use of connecting rod hydraulic jacks . . . . . . . . . . . . . . . 10
05.4.7.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
05.4.7.2.How to identify each type of connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
05.4.7.3.How to choose the right jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Page 2 0936
W200 & W220 Maintenance Tools 05.
05. Maintenance Tools

05.1. General Information
The maintenance of an engine requires some special tools developed
during the engine design.
Some of these tools are supplied with the engine and others are
available through your Wärtsilä Network.
The tools required for a particular installation may vary greatly, de-
pending on the use and service area .
Standard tool sets are therefore selected to perform basic operations .
A list of dedicated tools is available in Chapter 8.00 of the Spare Parts
Catalogue.
05.2. Tooling calibration

Tools such as torque wrenches and pressure gauges, identified in the
Spare Parts Catalogue are elements of precision requiring a periodic
calibration.
Periodic calibration will have to be carried out by an approved
organism (according to the rules in force in the country).
Note : It is very important to use dedicated tools for all the mainte-
nance operations listed in chapter 04.
05.3. Lifting tools

The lifting tools identified in the Spare Parts Catalogue have been cer-
tified "EC Standard" and have been submitted to load tests.
Each tool is dedicated to a quite specific use and must not be used for
other purposes.
Any degradation of the tools involves their reject.
0936 Page 3
05. Maintenance Tools W200 & W220
05.4. Instructions for use and maintenance of hydraulic

clamping tools
Note : Check the maintenance schedule (chap 04) to know the opera-
tions and select the tools needed to perform them.
05.4.1. Introduction
Hydraulic clamping tools greatly facilitate heavy and physically tiring
assembly work. The method consists in applying hydraulic pressure
to the surface of a ram in a cylinder, also known as an hydraulic
tensioner, and in transforming this pressure into a tensile force on the
stud (e.g. cylinder head stud). Nonetheless, the use of these tools re-
quires to respect carefully a number of safety instructions for the pre-
vention of accidents.
In exceptional cases, unexpected problems may arise because of very
frequent use, ageing of materials or material homogeneity, damage
during transport or set-up, ingress of impurities or other damage, un-
suitable hydraulic fluid or improper operation and overloading.
05.4.2. Types of problems

With highly loaded components, such as hydraulically pre-stressed
screwed assemblies or dynamic tools using high pressures and forces
during the clamping operation, three types of problem in particular
may cause accidents, injuries or damages to the machine if these jobs
are performed without respecting safety instructions :
a) Breaking of highly loaded components when the pressure is in-
creased (tightening or loosening, inspection) e.g. with engine
bolts, tie rod nuts, press rams. As pressure builds up, the elastic
energy resulting from the applied load is abruptly released in such
a manner that the broken parts are driven in the direction of the
force, i.e along the line of the bolt or press axis. These problems
only occur when the pressure is increased, i.e during pumping or
when the tightening device submitted to full pressure is addition-
ally stressed by strong juddering.
b) Needle-like or fan-like hydraulic oil leakages which can cause
eye or skin injuries up to a distance of one meter. These streams of
hydraulic oil are caused by leaks due to torn sealing devices, burst
hoses or broken valves.
c) Breakage of piston and connecting rod bolts while the engine
is running may cause major damage to the engine.
The causes may be tightening without regard to the corresponding
instructions, application of incorrect pressure, failure to connect a
hose, failure to click a hose coupling in place, failure to tighten a nut
fully, incorrect press mounting, omitting to check the torque value at
the end of an operation (number of turns of nut not recorded).
Page 4 0936
05.4.3. Reminder of instructions for use and safe

practice
a) Before any use :
1 Clean the working area so that the tool and engine compo-
nent mating surfaces are free from foreign bodies.
2 Check the oil level of the pump and make sure that the
right type of oil is used and top up if necessary.
3 Check the condition of hoses and hose couplers :
• Tightening of end fittings
• Cleanliness of couplers
• External appearance of the hose
Note : Scrap the equipment if doubtful.
4 Check that tensioner rams are returned to their lowest po-

sition (top surface of the ram lower than that of the cylinder head
jack body or flush with that of the connecting rod jack body ).
Otherwise, the rams may be re-aligned when the hydraulic line
assembly is connected, with the discharge valve open.
5 Check that the external surface of the ram, in zone A
where there is the greatest fatigue is in perfect condition. Scrap
the hydraulic tensioner if the slightest deformation is found in
zone A of the ram.
Fig. 05-01
6 Check the validity of the manometer calibration.

b) During use :
1 Position jacks, hoses, etc precisely,making sure that
the nut is centered and moves freely.
2 Check that the circuit has been bled (see Chap. 05.4.4).
3 Check if the hydraulic circuit is sealed.
No leaks are allowed. If leaks are found, recondition the faulty parts,
then bleed the circuit.
4 Do not exceed the recommended pressures.
0936 Page 5
5 Check that the pressure gauge works correctly. Re-

move the gauge if a malfunction is found, then have it appraised
and reconditioned by the relevant departments if necessary.
6 Check that couplers are properly connected. Safety
sleeves normally return to their initial position when
couplers are perfectly connected.
Caution ! During pumping (pressure increase phase), no one must stand

in line with the bolt or the press.
Remain at a safe distance from high-pressure presses and
hoses (turn your face away, do not touch parts with your
hands) until full pressure is reached.
7 Gradually increase the pressure to the required value

with the hydraulic pump.
Caution ! Never exceed the indicated pressure!
8 When loosening, a loosening pressure of a maximum of 5%

above the tightening pressure may be needed. If the nut still can-
not be loosened, another problem (for example, seized due to
rust) has to be corrected.
9 Do not strike loaded presses, nuts, bolts, etc. forcefully.
10 The effect of the tightening operation has to be
checked (nut rotation).
11 High-pressure hoses must neither be bent nor guided
in excessively tight curves around edges.
12 Damaged components must neither be re-used nor re-
paired.
13 After tightening, pump rams must be returned to their
lowest position. To this end, fully open the discharge valve of the
pump (to prevent a high flow-back resistance).
05.4.4. Bleeding
Bleed each unit of the hydraulic line in turn, up to the end of the line
(pressure gauge).
05.4.5. Tool storage and maintenance

Correct maintenance and storage is necessary to keep hydraulic tools
in good working order and to ensure they are safe to use. The
following requirements must be observed :
a) ambient temperatures from 10 to 30°C are the most suitable
so that plastic parts (seals, HP hoses) do not age prematurely and
the hydraulic fluid is maintained at the right viscosity.
b) Keep tools away from dust, foreign bodies, chemicals or
fluids to prevent corrosion and chemical or mechanical damage
to precision finished surfaces and parting planes.
Page 6 0936
c) High-pressure hoses must not be excessively bent.

d) When overhauling, use only original spare parts as ensuring a
correct operation often depends on seemingly trivial things (e.g.
correct hardness of rings-seals).
e) At regular intervals, check the accuracy of pump pressure
gauge readouts.
05.4.6. Instructions for the maintenance of

hydraulic jacks
05.4.6.1. Introduction
Any leakage at the jack level requires its disassembly and then its re-
conditioning. This work entails bleeding of all tooling involved .
05.4.6.2. Removal procedure (see Fig. 05.02)

1 Separate the spacer (item 1) from the jack.
2 Connect the jack to the hydraulic pump.
3 Put the jack in a pan to collect the oil from th jack.
4 Pressurise the jack until the piston (item 3) is fully ex-
tended (major visible leaks).
5 Disconnect the jack and disassemble the piston (item 3)
and the body (item 2) : hold the body and hit the piston on the bot-
tom of the pan to separate the assembly.
6 Remove the O-ring (item 4) and the anti-extrusion ring
(item 5) from the piston.
7 Remove the O-ring (item 6) and the anti-extrusion ring
(item 7) from the body (item 2).
8 Visually check working surfaces. Remove :
• any burrs using an oilstone
• signs of wear by rubbing down in a circular movement
(use fine emery cloth).
Note : The jack shall be scrapped if the working surfaces are deeply
scored.
0936 Page 7
4
3
1 7
Fig. 05-02
05.4.6.3. Reassembly procedure

a) Assembly of the sealing kit :
Note : Anti-extrusion rings (item 4) are always installed opposite the

pressure side (outer side).
1 First of all, install the anti-extrusion rings. Make sure

that they are perfectly seated in their grooves.
2 Make sure that O-rings (item 5) are not twisted when fit-
ted.
Note : Smear the friction surfaces (item 3) with hydraulic oil.
Piston side
5
4
Fig. 05-03
Page 8 0936
Cylinder side
4 3 5
Fig. 05-04
0936 Page 9
05.4.7. Instructions for the choice and use of con-

necting rod hydraulic jacks
05.4.7.1. Introduction
There are three types of connecting rods.
The aim of this operating instruction is to :
• define the hydraulic jack type to be used according to the
connecting rod stud dimensions
• define if the spacer type delivered with the connecting rod
jacks is necessary according to the nut type
• define the way to mount the hydraulic jacks on the con-
necting rods.
05.4.7.2. How to identify each type of connecting rod

Check the dimensions of the nuts and the studs according to the fol-
lowing pictures.
Stud Nut
Fig. 05-05a
M27 type connecting rod M30 type connecting rod
M27 cylindric nut M30 chamfered nut M30 cylindric nut
Fig. 05-05b
Page 10 0936
Note : See chapter 07 to find the hydraulic jacks references and

tightening pressure.
05.4.7.3. How to choose the right jack

a) First case with M30 chamfered nuts
Jack M30/65mm spacer
Spacer 65mm high
Fig. 05-06
Caution : Only use the 65 mm high spacer.
b) Second case with M30 cylindrical nuts
0936 Page 11
Jack M30/65mm+5 mm spacer
Spacer 5mm high
Fig. 05-07
Precaution : Only in this case, it is necessary to use a 5 mm high spacer, in

addition to the 65 mm spacer, in order to reach a 70 mm height.
c) Third case with M27 cylindrical nuts

Straight coupling 90 degrees coupling
Fig. 05-08
Page 12 0936
Fig. 05-09
0936 Page 13
Page 14 0936
W200
06
Adjustment, clearances and measurement
records
0936 Page 1
W200
Adjustment, Clearances and Measurement Records .......................................................3
06.1.Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
06.2.Determination of the Top Dead Centre. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

06.2.1.General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
06.2.2.Determination of the TDC (see Fig. 06-1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
06.2.3.Position of TDC’s on the flywheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
06.2.3.1.TDC positions on flywheel for 12 V engine CCW rotation . . . . . . . . . . . . . . . . . . . . . . . . 5
06.2.3.2.Firing order, for 12V engine CCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
06.2.3.3.TDC positions on flywheel for 16 V engine CCW rotation . . . . . . . . . . . . . . . . . . . . . . . . 6
06.2.3.4.Firing order, for 16V engine CCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
06.2.3.5.TDC positions on flywheel for 18 V engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
06.2.3.6.Firing order for 18V engine CCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
06.3.Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
06.3.1.Valve timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
06.3.2.Other set values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Page 2 0936
W200 Adjustment, Clearances and Measurement Records 06.
06. Adjustment, Clearances and Measure-

ment Records
06.1. Introduction
The aim of this chapter is to inform the user about the essential
points to check during engine maintenance. It specifies the points of
adjustment and measurement to carry out in correlation with the
various levels of maintenance (see chapter 04).
06.2. Determination of the Top Dead Centre

06.2.1. General
The determination of the Top Dead Centre (TDC) is essential to cor-
rectly adjust:
• the engine timing,
• the angular graduated ring of the flywheel,
• the index mounted on the flywheel housing.
We consider that the cylinder heads and the rocker assembly are al-
ready installed on the engine block. To determine the piston TDC,
measure the piston lift in the cylinder head using a gauge. The gauge
goes through the injector housing into the cylinder head in contact
with the top of the piston head.
0936 Page 3
06. Adjustment, Clearances and Measurement Records W200
06.2.2. Determination of the TDC (see Fig. 06-1)

1 Set up the tool gauge (item 6) (SPC 8480004, see the
Spare Part Catalogue chap. 830) instead of the injector.
2 Turn the crankshaft in the normal operating direction of
the engine until the moving (X) mark corresponds to the fixed
mark of the gauge (item y), see Step I (fig 06-01) .
3 Make a mark (B) on the flywheel (item 1), facing the index
(item 2), see Step I.
4 Continue to crank the engine in the operating direction,
see Step II. The (X) mark moves upwards, then downwards, see
Step III.
5 Move (X) mark well below the fixed index (item y).
6 Turn the engine in the reverse direction to bring the
two too-ling marks face to face (x and y), see Step IV.
7 Make a new (C) mark on the flywheel in front of the index
(item 2). The corresponding mark TDC of the cylinder involved is
(D), which is midway between the 2 (B) and (C) marks.
8 Remove the gauge (item 6).
9 When the TDC of an A side cylinder is marked, it is easy
to find the TDC of the cylinder on the opposite side on the engine,
e.g.B2 using A2 as follows : in the manual operating direction, mea-
sure 60° of rotation after the A side TDC mark (D).
Determination of the Top Dead Centre
6
Y Y Y Y
x x
x
5 x
4 2
D
3
B B B B C
1
I II III IV
Fig. 06-1
Items 1 . . . . . . . . . . . . . . . . . . . . . . . . . . Flywheel
2 . . . . . . . Index secured to engine block
3 . . . . . . . . . . . . . . . . . . . . . . Engine block
4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston
5. . . . . . . . . . . . . . . . . . . . . . Cylinder head
6. . . . . . . . . . . . . Piston movement gauge
Page 4 0936
06.2.3. Position of TDC’s on the flywheels

For V12 and V16 engines, we have the TDC's of 2 cylinders of the
same bank at the same flywheel angular position. Once the TDC of a
cylinder is marked, it is possible, by scribing on the flywheel, to find
the TDC’s of all other cylinders. The table below gives the relation-
ship between the TDC’s.
12V200 16V200 18V200
A6 & A1 A8 & A1
A5 & A2 A7 & A2
N° of the cylinders A4 & A3 A6 & A3
with the same mar- A5 & A4
king (naming of cy- 1 mark per
linders complying cylinder
with the standard B6 & B1 B8 & B1
in force) B5 & B2 B7 & B2
B4 & B3 B6 & B3
B5 & B4
Figures 06-2 to 06-4 give the angle values between different TDC
marks.
06.2.3.1. TDC positions on flywheel for 12 V engine

CCW rotation
A1 - A6 B4 - B3 A4 - A3 B2 - B5 A2 - A5 B6 - B1
0° 60° 120° 180° 240° 300°
Note : Several flywheels for 12V engine have been marked in CW rota-
tion. In this case, see the following table :
A1 - A6 B4 - B3 A4 - A3 B2 - B5 A2 - A5 B6 - B1
0° 300° 240° 180° 120° 60°
0936 Page 5
06.2.3.2. Firing order, for 12V engine CCW
A1 - B4 - A4 - B2 - A2 - B6 - A6 - B3 - A3 - B5 - A5 - B1 - A1
60° 60° 60° 60° 60° 60° 60° 60° 60° 60° 60° 60°
Fig. 06-2

CCW rotation
A1 - A8 B7 - B2 A7 - A2 B4 - B5 A4 - A5 B6 - B3 A6 - A3 B8 - B1
0° 30° 90° 120° 180° 210° 270° 300°
Note : Severval flywheels for 16V engine have been marked in CW ro-
tation. In this case, see the following table :
A1 - A8 B7 - B2 A7 - A2 B4 - B5 A4 - A5 B6 - B3 A6 - A3 B8 - B1
0° 330° 270° 240° 180° 150° 90° 60°
Page 6 0936
06.2.3.4. Firing order, for 16V engine CCW
A1 - B3 - A3 - B2 - A2 - B5 - A5 - B8 - A8 - B6 - A6 - B7 - A7 - B4 - A4 - B1 - A1
30° 60° 30° 60° 30° 60° 30° 60° 30° 60° 30° 60° 30° 60° 30° 60°
A1-A8
0 30°
B3-B6
300°
B8-B1
270° 90°
A5-A4 A3-A6
120°
B2-B7
210°
B5-B4 180°
A2-A7
Fig. 06-3

A1 B5 A5 B9 A9 B3 A3 B6 A6 B8 A8 B2 A2 B4 A4 B7 A7 B1
0° 20° 80° 100° 160° 180° 240° 260° 320 340° 40° 60° 120° 140° 200° 220° 280° 300°
Note : Several flywheels for 18V engine have been marked in CW rota-
tion. In this case, see the following table :
A1 B5 A5 B9 A9 B3 A3 B6 A6 B8 A8 B2 A2 B4 A4 B7 A7 B1
0° 340° 280° 260° 200° 180° 120° 100° 40° 20° 320° 300° 240° 220° 160° 140° 80° 60°
0936 Page 7
06.2.3.6. Firing order for 18V engine CCW
A1 - B5 - A5 - B9 - A9 - B3 - A3 - B6 - A6 - B8 - A8 - B2 - A2 - B4 - A4 - B7 - A7 - B1 - A1
20° 60° 20° 60° 20° 60° 20° 60° 20° 60° 20° 60° 20° 60° 20° 60° 20° 60°
A1
B8 B5
0
340° 20°
A6 A8
320° 40°
B1
B2
300° 60°
A7 280° 80° A5
100° B9
B6 260°
240° 120°
A3 A2
220° 140°
B7 B4
200° 160°
A4 180° A9
B3
Fig. 06-4
Page 8 0936
06.3. Adjustment
06.3.1. Valve timing
Inlet valve open Exhaust valve close
Inlet valve close Exhaust valve open
Fig. 06-5
06.3.2. Other set values

a) Valve clearance (cold engine)
Inlet valve Exhaust valve
Bimetal valve 0,4 mm 0,8 mm
Note : It is very important to check and readjust the valve clearances

if necessary.
b) Opening pressure of fuel injection valve

• 380 ± 10 bar
c) Lift value of the injection cam timing
See Chap. 13.3.
0936 Page 9
Page 10 0936
W200
07
Torque settings and use of hydraulic tools
0936 Page 1
W200
Torque settings and use of hydraulic tools............................................................................3
07.1.Torque settings for bolts, screws, nuts and FBO fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

07.1.1.Conventional bolts and screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
07.1.2.Fitting FBO couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
07.1.3.Specific torque settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
07.2.Additional information on charge air cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
07.3.Friction conical rings - mounting instructions (pump drive pinion) . . . . . . . . . . . . . . . . . . . . . . . . . . 26
07.4.Use of hydraulic tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

07.4.1.Hydraulic tightening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
07.4.2.How to recognize the hydraulic jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
07.4.3.Key points to check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
07.4.4.Main instruction rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
07.4.5.Hydraulic tool filling, bleeding and handling . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
07.4.6.Tightening / loosening procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
07.4.6.1.Hydraulic tightening procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
07.4.6.2.Hydraulic loosening procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
07.5.Instructions for assembly with Silicomet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

07.5.1.Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
07.5.2.Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
07.5.3.Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
07.5.3.1.Essential data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
07.5.3.2.Working procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
07.5.4.Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Page 2 0936
W200 Torque settings and use of hydraulic tools 07.
07. Torque settings and use of hydraulic

tools
Note : When using products such as Loctite, threads must be carefully
degreased with a solvent and left completely dry before apply-
ing threadlocker.
07.1. Torque settings for bolts, screws, nuts and FBO fit-
tings
07.1.1. Conventional bolts and screws
Unless otherwise stated, lubricate the threads and contact surfaces
of nuts, screws and bolts. Threadlocker is required in some cases.
Do not use Molykote or other similar lubricants that reduce the fric-
tion coefficient on the screw fittings which may consequently be
submitted to excessive tensile stress.
Nm = 0.102 kpm.
Hexagonal Hexagonal Torque value (Nm) *

Diameter head socket head Class 8.8 Class 10.9
M6 10 5 10 14
M8 13 6 25 34
M 10 16 8 48 70
M 12 18 10 80 120
M 16 24 14 200 300
M 20 30 17 400 570
M 24 36 19 700 980
* Lubricated with oil or coated with threadlocking Loctite.
It is advisable to tighten screws and bolts with a torque wrench.
0936 Page 3
07. Torque settings and use of hydraulic tools W200
07.1.2. Fitting FBO couplings

To avoid any risk of leakage from FBO couplings working loose, it is
essential to follow a few basic assembly rules.
a) The pipe ends must be cylindrical and free from burrs.
b) The distance between the two pipe ends or unions :
– double union
– reducer union,
must be less than 5 mm.
Fig. 07-01
c) The distance between the pipe end and the union coupling :
– male union adapter
– female union adapter
– T-joint
– elbow
– banjo,
must be less than 5 mm.
5 mm MAXI
Fig. 07-02
Page 4 0936
d) When fitting the union coupling on the pipe, lightly smear the
contact faces between the conical seal and the nut only with
Molykote BR 2 grease, ref : MGE 000075.
Grease
Grease
Fig. 07-03
Caution : It is strictly prohibited to grease the nut thread or the contact

face between the conical seal and the pipe.
e) It is necessary to use a torque wrench to tighten the nut of the

union coupling. The torque settings for the different pipe diame-
ters are shown in the table below.
f) Check after tightening : the conical seal must not be completely
closed at the tightening torque. If the clearance is 0 mm, the pipe
and the union have to be replaced.
Gap > 0 After tightening
Fig. 07-04
g) Torque settings
10,2 17,2 18
Pipe outer diameter (mm) 6 8
1/8
12 14 16
3/8 19
20
Torque (Nm) 32 40 47 50 60 70 80 95 95
21,3 33,7 40
26,9 28 44,5 48,3
Pipe outer diameter (mm) 22 25 3/4 30 32 35 38 42,4 45 1"1/2
1/2 1" 1"1/4
Torque (Nm) 100 125 140 160 180 220 220 250 300 300
Caution : Incorrect tightening may lead to the pipes working loose and
breaking.
0936 Page 5
07.1.3. Specific torque settings

Letters a, b, c etc... of Fig. 07-05 and Fig. 07-06 correspond to letters
a), b), c) etc... of the heading in the following pages.
d j i h k j l
q, r, s, t, u
e, f
b c
t v
n, o, p
g m a
Fig. 07-05
Fig. 07-06
Page 6 0936
a) Engine block
5
1
6
7
4
2
4
Fig. 07-07
Pos. Designation Torque (Nm)

1. Cylinder head stud (Use tool SPC 8030016) 150
2. Main bearing stud (Use tool SPC. 8030016) 150
Hexagonal socket screws.
3. Lubricate threads with oil. 700
4. Main bearing side screws See chap. 10
Oil spray screws.
5. 25
Apply Loctite 270, ref 184741060, on threads
Inspection door studs.
6. 10
Apply Loctite 243, ref 184741040 on threads,
7. Crankshaft and camshaft cover nuts 100
0936 Page 7
b) Crankshaft and flywheel
FIG. 07-08

780 ± 20
Crankshaft flange screw.
1. Lubricate contact surfaces and threads with Molykote G-n Plus, ref 182280700.
Use torque (x4) multiplier tool SPC8200003
195
Starter ring gear screw.
2. 80
Apply Loctite 243, ref 184741010, on the threads
Page 8 0936
c) C1) Crankshaft free end side for 12V and 16V
FIG. 07-09

in 3 steps :
Pump drive pinion screw at crankshaft free end side. 70
1. Use torque x4 multiplier tool, SPC8200003. 400 (*)
500 +0/+20 (**)
C2) Crankshaft free end side for 18V
FIG. 07-10

1. Pump drive pinion screw at crankshaft free end side. in 3 steps :
70
2. Intermediate piece screw at crankshaft free end side. 400 (*)
500 +0/+20 (**)
(*) or ( **) : if using the torque multiplier tool (4x), reference
SPC8200003, screw to the following torques :
(*) 400 Nm : Tighen to 100 Nm
(**) 500 Nm : Tighten to 125 Nm (0+/+20)
0936 Page 9
d) Camshaft
1 2
FIG. 07-11

Ph2 Ph1/C/D
1. Nut 182 110
2. Stud, apply Loctite 270, ref 184741060, to threads 50
e) Camshaft A side
FIG. 07-12

Ph2 PhC/D Ph1
3 Screw 282 110 62
4 Screw, apply Loctite 243, ref 184741040, on threads 80 25
5 Screw, apply Loctite 243, ref 184741040, on threads 25 25
7 Screw, apply Loctite 243, ref 184741040, on threads 80 25 80
Page 10 0936
f) Camshaft B side
5 Loctite AS312
5
4 4
6
6
3
3
PH1C version PH2 version
FIG. 07-13
Ph2 PhC/D Ph1
3 Screw, apply Loctite 243, ref. 184741040, on threads 282 110 62
4 Screw, apply Loctite 243, ref 184741040, on threads 25
5 Screw, apply Loctite 243, ref 184741040, on threads 80 25 -
6 Screw, apply Loctite 243, ref 184741040, on threads 25
g) Intermediate gear wheel
Fig. 07-14

Ph2 Ph1/PhC/D
1 Screw 755 600
0936 Page 11
h) Rocker gear and pre-chamber
4 1
3 5
FIG. 07-15
Torque (Nm) Torque (Nm)

Pos. Designation
PhC/Ph1 Ph2
1 Rocker bracket retaining screw 200 ± 5
in 2 steps : in 2 steps :
2 Guide housing retaining screw, with special washer 50 70
125 325
3 Yoke counter nut 50
4 Lever rocker assembly, counter nut 100
in 4 steps :
20
Injection support nuts.
5 30
Tighten both nuts.
40
50 / 0 +3
Page 12 0936
i) Multiduct/Exhaust manifold
4
2
2
A
5
1
Fig. 07-16

1. Multiduct screw 140
Exhaust maniforld retaining screw (with 6 washers D25, Din 2093, accor-
2. 30
ding to detail A)
3. Spring washer (x6) -
4. Exhaust manifold -
5. Multiduct -
0936 Page 13
j) Injection pump
Fig. 07-18
Torque
Pos. Designation
(Nm)
1. Hexagonal socket screw 50
3. Hexagonal socket screw 10
Erosion plug.
4. 80
Apply Loctite 243 on threads,ref 184741010.
Hexagonal socket screw.
5. Apply Loctite 243, ref 184741010. 10
6. Straight male stud fitting 25
7. Straight male stud fitting 30
8. Adjustable tee fitting 30
Control pressure valve fitting First tightening 10
9. (4 screws) Final tightening 33
Control pressure valve fitting (old model 1 screw) 200
Page 14 0936
k) Fuel injection line

see section h)
12
6,6
12
6
Fig. 07-19

Injection nozzle cap nut.
1. 380+20
Lubricate threads with Molykote G-N Plus.
2. Screws for protecting sleeve 25
5. Connexion piece to nozzle holder 60+5
6. Injection pipe cap nuts to connexion piece 50+5
Injection pipe cap nuts to injection pump.
7. Tighten until contact and loose of half a turn.
(See fig a or b).
0936 Page 15
l) Piston
Fig. 07-20

1. Piston head screw see chap. 11
m) Connecting rod
1 1
Fig. 07-21

1. Connecting rod stud 100
Page 16 0936
n) Coupling for alternator CENTA type
Alternator Engine
side side
Fig. 07-22

1. M16X45 250*
2. M24X45 730*
3. M16X60 215*
4. M30X80 500*
* with additional engine oil on the threads and below the screw
head.
0936 Page 17
o) Alternator coupling STROMAG
Engine side Alternator side
Fig. 07-23

1. Screw 1300
2. Screw 230
Page 18 0936
p) Alternator coupling PAULSTRA

2
1 4
Engine side Alternator side
6 7
Fig. 07-24

1. Screw 110
2. Screw 140
3. Screw 140
4. Screw 300
5. Screw 200
6. Screw 780
7. Hub that must be heated from 180° to 250°C for fitting and removal see chap 09
0936 Page 19
q) Single turbocharger
Fig. 07-25

1. Turbocharger hexagonal nuts 670
r) Twin turbocharger
2
Fig. 07-26

1. Screw 455
2. Screw 80
3. Screw 80
Page 20 0936
s) Flywheel housing
1
6 2
5
6 4
Fig. 07-27

1. Screw 25
2. Screw 25
3. Screw 25
4. Nut 80
5. Screw 80
6. Screw 700
7. Screw 200
t) Water pump driven gear
1 2
Fig. 07-28

Water pump impeller retaining screw (Loctite 243)
1. 250
ref 184741010
2. Water pump drive retaining screw See chap 7.3
0936 Page 21
u) Single turbocharger torques

For the screws in the table below, the following tightening torques
must be applied.
2
3
5
1 4
Fig. 07-29
Location Designation Tightening torques (Nm)

1 Shaft end nut 102
2 Cone / sealing plate bolt 102
3 Labyrinth sealing plate screw 29
4 Sealing ring - turbine end screw set 29
5 Sealing ring - compressor end screw set 29
6 Nozzle screw set 15
Page 22 0936
v) Twin turbocharger torques

For the screws in the table below, the following tightening torques
must be applied.
Tightening torques (Nm)

Designation Location
V12 V16 & V18
Filter V-clamp 1 60 60
Compressor casing V-clamp 2 60 60
Diffuser bolt connection 3 10 20
Turbine casing V-clamp 4 60 60
Exhaust elbow bolt 5 40 65
connection
Turbine casing bolt connection 6 65 65
Compressor casing bolt 7 105 105
connection
Fig. 07-30
0936 Page 23
07.2. Additional information on charge air cooler
Fig. 07-31
Fig. 07-32
Page 24 0936
Caution : For the charge air cooler fitting, it is necessary to use brand
new screws.
Screw types (following Fig. 07-26 and 07-27))

Engine type
A B C D
PHASE 1 SPC 3100144 SPC 3100144 SPC 3100144 SPC 3100144
Engine SN M12 X40 8.8 M12 X40 8.8 M12 X40 8.8 M12 X40 8.8
W200 : 120... (14 screws) (14 screws) (18 screws) (18 screws)
PHASE 2
SPC 3100202 SPC 3100077 SPC 3100173 SPC 3100119
Engine SN
M12 X45 10.9 M12 X45 8.8 M12 X50 8.8 M12 X50 12.9
W200 : 180...
(18 screws) (18 screws) (18 screws) (18 screws)
W220 : 120...
PHASE 1C SPC 3100202 SPC 3100077 SPC 3100173 SPC 3100119
PHASE D SPC 3100227 SPC 3100077 SPC 3100173 SPC 3100119
W200 : 124.../164... (18 screws) (18 screws) (18 screws) (18 screws)
PHASE D SPC 3100227 SPC 3100144 SPC 3100173 SPC 3100119
0936 Page 25
07.3. Friction conical rings - mounting instructions (pump

drive pinion)
Follow the mounting instructions below to assemble the two fric-
tion conical rings that connect the toothed drive gear and the fresh
water pump, sea water pump and lube oil pump shafts :
Tools required :
• 20 - 100 Nm torque wrench
• 8 mm male socket wrench with 1/2" square drive.
Caution : The screws (item 4) and conical friction rings (item 2) can be
used once only and should be changed systematically whenever
removed.
1 Clean the pump shaft and threads, the gear wheel (item
1), conical friction rings (item 2) and flange (item 3).
Caution : The underside of the heads and the threads of the screws (item
4) must be properly degreased.
2 Fit the conical rings (item 2) in pairs, in accordance

with the assembly drawing. Their outer diameter may be lightly lu-
bricated.
3
4, 5, 6
FIG. 07-33
Page 26 0936

1) 15
4 Water pump drive retaining screw 2) 30
3) 50
1) 20
5 Oil pump retaining screw 2) 40
3) 70
1) 15
6 Sea water pump retaining screw 2) 30
3) 50
3 Put Loctite 243 on the screw threads, except for those

coming with polyamide threadlocker from the manufacturer.
4 Fit the flange (item 3) and the screws (item 4).
Tighten the screws manually. Before the screw (item 4) touches
the flange (item 3), lubricate the underside of the screw head main-
taining the pump shaft horizontal to prevent oil getting onto the
thread. Check that the flange (item 3) is correctly in position (in
contact with the mating faces of the screw heads) and parallel to
the face of the gear wheel (item 1).
5 Tighten the screws (item 4) equally working in a cross-
wise pattern as shown in FIG. 07-34 below. Tighten in three stages
to the torque indicated in the table below.
3
1 4
1 5
3 2
4 2
FIG. 07-34
6 Check the torque values in the order the screws were tigh-
tened. Assembly is completed when the screws cannot be tighte-
ned beyond the specified torque.
7 Check the gear wheel is parallel to the flange.
0936 Page 27
07.4. Use of hydraulic tool

07.4.1. Hydraulic tightening pressure
a) Tightening with hydraulic tool
Fig. 07-35
To tighten the main bearings (item 1), connecting rods (item 2) and
cylinder heads (item 3), use :
• Automatic hydraulic pump SPC 8610022
• Manual hydraulic pump SPC 8610032
• Pressure gauge SPC 8610023
• Operating lever SPC 8610026
• Hoses SPC 8610024 + SPC 8610025
• Hydraulic jack rod SPC 8610026
Important : The hydraulic jacks to be used are different between main caps
(item 1), conrods (item 2) and cylinder heads (item 3). The
nominal pressure will depend on the hydraulic jack used (see
table next page).
Page 28 0936
Important : There are two different hydraulic jack types for the connecting
rods and the main bearings. Depending on the type used, the
nominal pressures are different.
First, check the markings on the hydraulic jacks.
Today jack versions :

Torque Pressure (bar)
Hydraulic
Pos. Designation of the jacks setting for Nominal Loosening Max
jack ref.
studs pressure pressure pressure
M36 nut-main bearing light hydraulic
1. 150 Nm SPC 8610036 960 980 1000
jack
SPC 8610027
2. M30 nut - connecting rods 100 Nm 650 670 680
SPC 86100012
SPC 8610035
3. M27 nut - connecting rod 100 Nm 650 660 680
SPC 8610034
4. M36 nut - cylinder heads 150 Nm SPC 8610033 600 620 630
Old jack versions :

Torque Pressure (bar)
Hydraulic
Pos. Designation of the jacks setting for Nominal Loosening Max
jack ref.
studs pressure pressure pressure
M36 nut-main bearing light hydraulic SPC 8610021 670 690 700
1. 150 Nm
jack SPC 8610033 710 730 740
2. M36 nut - main bearings 150 Nm SPC 8610021 560 580 590
Caution : Hydraulic tightening process is done in two stages. See the or-
der of procedure in Section 07.4.6.
Caution : The studs and nuts are overloaded if the maximum pressure is
exceeded. In this case, the studs and nuts must be obligatory
replaced by new brand studs.
If it is impossible to turn a nut when the maximum hydraulic pres-

sure is reached, look for corrosion on the thread, check the tool
condition and check whether the pressure gauge reading is wrong.
0936 Page 29
07.4.2. How to recognize the hydraulic jacks

1 Measure piston dia. (Ø P) and spacer length (L).
2 Check in the following table what your tool version is.
New Old
SPC 8610033 SPC 8610021
Dia.(P) mm Ø 55 Ø 47
length (L) mm 85 95
Fig. 07-36
The diameter P is increased in order to increase the tightening tool

lifetime.
07.4.3. Key points to check
Correct Bad
Fig. 07-37
In case of light distorsion on this area, the hydraulic jacks must be

rejected.
Page 30 0936
07.4.4. Main instruction rules

1 Check the hydraulic tightening tool especially in the
area showed in the previous drawing.
2 Drain the air out of oil circuit.
3 Do not stay above the hydraulic tightening tool during
hydraulic tightening.
4 Drain the tightening tool in order to put the piston in
lower position .
5 Follow the maintenance Manual about use modalities.
07.4.5. Hydraulic tool filling, bleeding and

handling
The hydraulic tool is composed of a high pressure hand pump with
a built-in oil tank, hoses with snap-on connectors, check valves, hy-
draulic heads (piston and cylinder) and a pressure gauge mounted
on the pump but not connected to the pressure end of the pump.
These components are connected in series, with the pressure gauge
last, to be sure that the pressure delivered to each head is correct.
The check valves of the hoses mounted in the snap-on connectors
are opened by the jack rod (fig. 07-38, item 8, SPC 8610026) located
in the centre of the male and female components. If the pins are
worn, the connector must be replaced as it may no longer open.
• It is recommended to use special hydraulic oil (see Chap.
05).
• It is recommended, when filling the high pressure pump
oil tank, to connect the hydraulic tool as indicated in Fig.
07-38. Before starting to fill, open the bleed valve (item 2)
and drain the heads (item 4) by pushing the piston. Then
fill the oil tank via the filler cap (item 1).
• After completing this operation, bleed the air by pressing
the pin located in the centre of the female part of the last
snap-on connector with your finger, after de-connecting
the pressure gauge. Continue pumping until the oil from
the connector contains no more air bubbles.
• Check the pressure gauge operation at regular intervals. A
calibration pressure gauge can be provided for this ; it can
be fitted to the opening (item 7), with the pump outlet
hose, directly connected to the pressure gauge valves,
which means air should only be vented when filling the oil
tank.
• If circumstances require an hydraulic tool to be used with
partly damaged couplings, loosen the air bleed screw to
open the passage to all the heads before closing the
connection.
0936 Page 31
Hydraulic tool heads
4. Hydraulic jack
8
8. Hydraulic jack rod

Hydraulic oil
FIG. 07-38
After using the hydraulic tool, always be sure to :

1 Open the bleed valve.
2 Remove all the pressure hoses.
3 Connect a hose between the pump and an hydraulic jack.
4 Screw the cylinder clockwise to expel the oil.
5 Connect the hose between the pump and another cylinder
and repeat operation 4.
Note : Each hydraulic jack can be used 1000 times, after which it
should be replaced (risk of fatigue fracture).
07.4.6. Tightening / loosening procedure

The tightening / loosening procedure for main bearings is described
in Chap. 10. The tightening / loosening procedure for connecting
rods is described in Chap. 11. The tightening / loosening procedure
for cylinder heads is described in Chap. 12. For each of the other
procedures, refer to the following section.
07.4.6.1. Hydraulic tightening procedure

1 Fit the studs to the torque stipulated in Chap. 07.1.3.
2 Clean the stud and nut threads carefully. Lubricate the
threads slightly with clean engine oil.
3 Tighten the nuts by hand, clockwise and then by means of
the rod make sure the nut is fully tightened.
4 Make a permanent mark (item 3) on the top of each stud
Page 32 0936
(item 2), in line with a nut manoeuvre hole ; make another mark on
the top of the nut in line with the first.
3
1. Nut
2. Dudgeon
2 3. Permanent mark
3
Fig. 07-39
5 Fit the hydraulic jacks on the studs. Take care to fit the
spacers parallel to the cylinder head edges (item 3).
Fig. 07-40
Note : You have to respect the orientation of the hydraulic spacer of

the jack to avoid exerting a pressure on the closed cylinder
head.
For connecting rods, turn the spacer so the rod can be inserted in
the nut holes during tightening.
0936 Page 33
6 Screw the hydraulic jacks and hand tight clockwise, un-

til they touch the bearing surface, and then release by a quarter
turn.
90°
Fig. 07-41
7 Connect the hoses like in the figure below, with the

pressure gauge at the end of the line.
Connecting rod and main bearing
Fig. 07-42
Cylinder head
Fig. 07-43
Page 34 0936
The pressure gauge selected must be of the class 2 type at least, and
preferably class 1.
8 If necessary, lower the pistons with a square wrench.
9 Apply pressure in the circuit to the value shown in the ta-
ble below.
Cylinder head 380 bars

Main bearing cap 500 bars
Connecting rod 380 bars
10 Tighten the nuts using the rod in the side holes.

11 Release pressure to allow the remainder of the oil to be cor-
rectly expelled.
12 Restore pressure in the circuit according to the value
shown in table Chap. 07.4.1.
13 Tighten again the nuts with the rod.
All the nuts should turn. If one or more do not turn, or turn too
much (i.e. more than 90° between step 9 and step 12), unscrew
all the nuts.
14 Slowly release the pressure.

15 Return the pistons to the low position, with a square
wrench, by draining oil away to the pump.
16 Remove the hoses.
17 Unscrew the hydraulic jacks.
18 Check that the mark made on top of the nut has rotated at
least through the angle shown in the following figures.
19 If the marking is not in accordance with the angles
shown on the following page, restart the operation at step 3 by
cleaning nuts and studs.
0936 Page 35
Connecting rod (M27)

50°
2
1
3
Before tightening After final tightening
Fig. 07-44
Connecting rod (M30)
Fig. 07-45
Cylinder head (M36)
Fig. 07-46
Page 36 0936
Main bearing cap
Fig. 07-47
07.4.6.2. Hydraulic loosening procedure

1 Fit the hydraulic jacks on the studs. Pay attention to the
spacer position.
2 Screw the hydraulic jacks and hand tight clockwise,
until they are against the contact surface, and then unscrew them
by 270° counter-clockwise.
270°
Fig. 07-48
3 Fit the hoses as shown in the figures, with the pressure

gauge at the end.
4 If necessary, lower the pistons with a square wrench.
5 Apply pressure in the circuit according to the value
shown in table Chap. 07.4.1.
6 Release the nut by about one turn (360°) with the rod.
7 Release the pressure slowly.
0936 Page 37
8 Return the pistons to the low position with a square key

by draining the oil away to the pump.
9 Remove the hoses.
10 Unscrew the hydraulic jacks and nuts.
11 Check the stud tightening torque.
Page 38 0936
07.5. Instructions for assembly with Silicomet

07.5.1. Introduction
Some engine components or sub-assemblies must be assembled
with Silicomet AS 312, ref 184751050.
07.5.2. Preparation
The mating surfaces to be assembled must be properly cleaned and
any grease removed.
Use a non fluffy cloth and the solvent ref. MGE000062.
Allow the appropriate drying or evaporation time for the product.
07.5.3. Instructions
07.5.3.1. Essential data
• Drill the end of the product application tube with a needle
dia 3 mm.
• Hardening time : from 10 minutes to 1 hour.
• Apply a fine bead of product (diameter not more than
3 mm).
Note : Do not cut off the application tube end.
• Optimal quality after 24 hours.

07.5.3.2. Working procedure
a) As a working rule, prepare and lay out the workstation before ap-
plying the product, so as to cut operation time to a minimum. Har-
dening time varies with ambient temperature.
Special cases : For parts with narrow contact surfaces (e.g. oil module brac-
ket), product polymerisation of 3 - 5 minutes will promote a
buffer phenomenon.
b) Fit the positioning rods in the part accommodating the compo-

nent to be assembled, so as to protect the silicone bead.
c) Mark the assembly contact surface and put silicone in the
middle of the surface and around fastening holes.
Note : A too large silicone bead may create an unequal and bad seal-
ing.
Warning : An excess of silicone on the mating surfaces could carry away a

flow in the different circuits and cause serious damage to the
engine, for example : clogging the lube-oil chanels, oil jets,
etc...
0936 Page 39
07.5.4. Cleaning
After assembly, clean off any excess product.
The product is easier to clean off when it has begun to polymerise.
If removing, cleaning can be done with a solvent ref. PAAG016770.
Follow the safety instructions : wear safety glasses and protective
gloves.
Page 40 0936
W200
08
Operating troubles
0936 Page 1
W200
Operating troubles ..................................................................................................................................3
08.1.Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
08.2.Air starter breakdowns and faults. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

08.2.1.Air starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
08.2.2.Air reducer (if equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
08.3.Turbocharging and air cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

08.3.1.Trouble, Causes, Remedies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
08.3.1.
08.4.Sensor troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Page 2 0936
W200 Operating troubles 08.
08. Operating troubles

08.1. Troubleshooting
For preventive measures, see Chap. 03 and Chap. 04. Some pos-
sible operating problems require prompt action. Operators should
acquire knowledge of this chapter for immediate action when nee-
ded.
INCIDENTS AND POSSIBLE CAUSES Checking / action
1. Crankshaft does not rotate at starting attempt
a) The turning device is engaged. see Chap. 11, 21
NOTE : Engine cannot be started when turning device is engaged.
However, before starting, always check that turning device is not engaged.
b) Starting air pressure too low. see Chap. 21
c) Starting air solenoid valve faulty. see Chap. 21
d) Automatic start-up sequence defective. see Chap. 03, 23
e) Air starter faulty. see Chap. 21
f) Engine in safety stop mode or emergency stop mode. see Chap. 23
g) Valve on air starting system closed. see Chap. 21
Crank manually the
h) External or internal conditions affecting free crankshaft rotation. crankshaft 2 turns
2. Crankshaft turns but engine fails to fire
a) Insufficient rotation speed (check starter motor condition). see Chap 08.2
b) Automatic shut-down device is not in start position. see Chap. 23
c) Load limit of control shaft or of governor is set at a too low value.
d) Faulty overspeed trip device solenoid valve. see Chap. 22
e) Governor is not operational. see Chap. 22
Fuel and injection system not vented, pipe connections between injection pumps and in- see Chap. 16, 17
f) jection valves not tightened. (18V, purge event)
g) Fuel filter clogged. see Chap. 17
Three-way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day tank see Chap. 17
h)
empty, fuel feed pump not started or faulty.
Very low inlet air temperatures (see preheating water system) due to bad quality of fuel
i) see Chap. 02
ignition.
Too low compression pressure.
j) Inlet or exhaust valve jamming in open position.
“Negative” valve clearance (strong blowing noise).
k) Air in the fuel system.
l) Injection linkage misadjusted.
m) Exhaust gas line blocked.
n) Fuel limiter setting
3. Engine ignites irregularly, some cylinders do not fire at all
a) Jamming valves, inadequate fuel supply, too low temperatures. see Chap. 06
b) Injection pump control rack wrongly adjusted. see Chap. 22
Injection pump faulty (plunger or tappet sticking, delivery valve spring brocken, delivery see Chap. 16
c)
valve stiking).
d) Injection valve faulty, Nozzle clogged. see Chap. 16
e) Piston rings ruined ; too low compression pressure. see Chap. 11
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation). see Chap. 22
0936 Page 3
08. Operating troubles W200

b) Some part of fuel control mechanism is jamming and prevents fuel admission. see Chap. 22
c) Fuel feed pressure too low. see Chap. 01
d) Loading automation outside engine faulty (e.g. controllable pitch propeller). see Chap. 23
e) Bad speed regulation parameters see Chap. 23
Knocks or detonations occur in engine
5.
WARNING : if reason cannot be found immediatly, stop the engine !
a) Big end bearing clearance too large (loose screw !). see Chap. 06, 07
b) Valve spring or injection pump tappet spring broken. see Chap. 12, 16
c) Inlet or exhaust valve jamming when open.
d) Too large valve clearances. see Chap. 06, 12
e) One or more cylinders badly overloaded. see Chap. 11
f) Injection pump / valve tappet (multihousing) guide block loose. see Chap. 16
g) Initial phase of piston seizure.
h) Insufficient preheating of engine.
i) Fuel injection timing wrong. see Chap. 13
j) Rocker arm problem.
k) Piston head / piston skirt separation.
l) Damper is not operational.
m) Liner failure.
6. Dark exhaust gases
a) Late injection (camshaft drive wrongly set). see Chap. 13
b) Injection pump control rack wrongly adjusted. see Chap. 22
c) Injec tion pump faulty (plunger or tappet sticking, delivery valve spring broken, delivery see Chap. 16
valve sticking).
d) Bad injection nozzle spray. see Chap. 16
Injector nozzle clogged.
Check the positions of
e) Engine overloaded. the fuel injection pump
racks
Insufficient charge air pressure :
- air intake clogged
f) - turbocharger compressor dirty see Chap. 04
- charge air cooler clogged on air side
- turbocharger turbine badly fouled.
7. Blue-whitish or grey-whitish engine exhaust gases
Excessive lubricating oil consumption due to :
- gas blow-by pass piston rings
- worn or broken oil scraper rings or worn cylinder liners
a) see Chap. 03, 06
- sticking compression rings
- compression rings turned upside-down
- ring scuffing (burning marks on sliding surfaces).
Blue-whitish exhaust gases may occasionally occur when engine has been idling for a
b)
lengthy time at low ambient temperature, or for a short time after starting.
c) Grey whitish exhaust gases due to water leakage from turbocharger or multiduct.
8. Excessive exhaust gas temperature from all cylinders
Check injection pump
a) Engine badly overloaded, test records. rack position.
Charge air temperature too high:
- charge air cooler clogged on water side or dirty on air side
b)
- water temperature to air cooler too high, water quantity insufficient
- engine room temperature abnormally high.
c) Excessive deposits in cylinder head inlet or exhaust ports. Do an endoscopic visit.
d) High exhaust pipe pressure after turbine .
Page 4 0936

Insufficient charge air pressure :
- air intake clogged
e) - turbocharger compressor dirty
- charge air cooler clogged on air side
- turbocharger turbine badly fouled.
9. Excessive exhaust gas temperature from one cylinder
Check the sensor signal
a) Faulty exhaust gas temperature sensor. loop. If necessary, re-
place it.
Exhaust valve :
- jamming when open Check the cylinder head.
b) - “negative” valve clearance see Chap. 12
- sealing surface blown by (burned)
Faulty injection valve :
- opening pressure too low
c) - sticking of nozzle needle when open see Chap. 16
- broken spring
- nozzle cracked.
Check if other exhaust
gas temperature are also
d) Late injection.
too high. see Chap. 14 &
16
e) Insufficient fuel supply (filter clogged). see Chap. 17
f) Injection pump faulty, fuel rack sticking in high load position. see Chap. 17
10. Insufficient exhaust gas temperature from one cylinder
place it.
b) Some part of fuel control mechanism jamming and prevents fuel admission. see Chap. 22
c) Fuel filter clogged. Change fuel filter.
d) Injection pump control rack wrongly adjusted. see Chap. 22
Injection pump faulty (plunger or tappet sticking, delivery valve spring broken, delivery see Chap. 16
e) valve sticking).
Test injection nozzle or
f) Injection valve faulty, nozzle hole clogged. injection test bench.
g) Leaky injection pipe or pipe fittings. Check fittings.
Exhaust gas temperature very unequal
11.
WARNING : causes high thermal overload in individual cylinders
place it.
Faulty injection valve :
- opening pressure too much low
b) - sticking of nozzle needle when open
- broken spring
- nozzle cracked or clogged.
c) Low fuel feed pressure. Check fuel feed pump
d) Insufficient fuel supply. Check fuel tank
e) Exhaust pipe or turbine nozzle ring partly clogged.
f) When idling, check if some cylinders fire or not.
Check inlet and exhaust
Too low compression pressure. valve.
g) Inlet or exhaust valve jamming in open position. Check if no “negative”
valve clearance.
h) Piston rings ruined, too low compression pressure. see Chap. 11
i) Injection pump control rack wrongly adjusted.
0936 Page 5

j) Injection pump faulty.
12. Lubricating oil pressure lacking or too low
In all cases, prelubricate the engine before restarting and start the engine with the prelube
pump in operation during 30s if the engine was stopped by a low lubricating oil pressure alarm
indication.
If the lubricating oil pressure stays equal to the prelube pump pressure, stop immediatly the en-
gine and check again the possible reason.
So, you protect your engine because you have at least the prelubricating pump pressure during
the starting sequence.
Check the pressure indi-
cator. If necessary, re-
a) Pressure indicator failure. Gauge pipe clogged. place it. Check pressure
signal loop.
b) Lubricating oil level in oil sump too low. see Chap. 18
c) Lubricating oil pressure control valve out of adjustment or broken. see Chap. 18
Start the prelubricating
pump, find the location of
the suction or the lea-
d) Lea kage or suction air in lubricating oil pipe connection. kage.
Lubricating oil pipes inside engine loosen or broken.
If leakage is due to FBO
coupling loosening, apply
instruction Chap. 18 & 07.
Drain a little the oil sump
in order to see the top of
e) Lubricating oil pipe crack in oil sump. the 2 pipes. Start the pre-
lube pump and check if
there is no leakage.
Analyse the lubricating
oil. In case of dilution,
f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. change the lubricating oil
and check the injector
nozzle.
Turn the crankshaft by
hand, check the fuel
pump coupling. If the fuel
g) Main lubricating pump failure. pump coupling doesn’t
turn, check the lubrica-
ting oil gear assembly and
the lubricating oil pump.
Check if the pressure be-
fore lubricating oil filter is
h) Oil filter badly clogged. correct. If not change the
lubricating oil filter.
Check if no bearing is
i) Bearing failure. melt.
see Chap. 18
13. Excessive lubricating oil pressure
In all cases, prelubricate the engine before restarting and start the engine with the prelube
pump in operation during 30s if the engine was stopped by a low lubricating oil pressure alarm
indication.
If the lubricating oil pressure stays equal to the prelube pump pressure, stop immediatly the en-
gine and check again the possible reason.
So, you protect your engine because you have at least the prelubricating pump pressure during
the starting sequence.
Check the temperature
indicator. If necessary,
a) Pressure gauge failure. Gauge pipe clogged. replace it. Check temper-
ature signal loop.
b) Lubricating oil pressure control valve out of adjustment or jamming. see Chap. 18
Page 6 0936

14. Lubricating oil temperature too high
a) Temperature indicator failure. indicator. If necessary,
replace it.
Check water pump.
Purge water and lubrica-
Insufficient cooling water flow through oil cooler (faulty pump, air in system, valve clo- ting oil system.
b) sed), too high raw water temperature. Check thermostatic
valve.
Check raw water system.
Clean the oil/water coo-
c) Oil cooler clogged, deposits on tubes. ler.
Check the setting point of
d) Faulty thermostatic valve. the thermostatic valves.
15. Oil consumption too high
a) Engine block pressure out of limits. see Chap. 8.1.27
b) Oil leakage.
16. Low lubricating oil in sump
a) Low lubricating oil level in oil sump. Check oil level using dips-
tick.
Check if there is a timer
scheduled in the electri-
cal panel (the default
b) Alarm appears when running even if the lubricating oil level is OK. must be prevented during
1 minute before indica-
ting alarm).
Check if the float is in the
right positionNC). Check
the wi-
c) Alarm ON when engine is stopped even if the lubricating oil level is OK.
ring.
Check if the float is free to
move.
17. Water in lubricating oil
a) Leak from oil exchanger. see Chap. 18
b) Free end leakage. see Chap. 18
c) Cylinder head, injector leakage. see Chap. 18
d) Water leak between cylinder liner and engine block (O-rings defective).
e) Oil module defective.
Abnormally high cooling water outlet temperature, difference
18.
between cooling water inlet and outlet temperatures too large
a) Temperature indicator failure. replace it. Check temper-
ature signal loop.
Check the setting point of
b) Thermostatic valve faulty.
the thermostatic valve.
Check cleanliness of wa-
ter
cooler.
c) Water cooler clogged, deposit on plate. Clean the engine and
change the water treat-
ment product if necessa-
ry.
Check water pump.
Purge air in the water sys-
d) Insufficient flow of cooling water through the engine, air in system, valve closed. tem.
Check thermostatic
valve.
0936 Page 7

19. High LT water temperature before engine (T404)
a) Temperature indicator failure. indicator. If necessary,
replace it.
Clean the raw water / coo-
b) Clogging of raw water / cooling water cooler.
ling water cooler.
Check raw water level
c) Problem on raw water circuit.
Check raw water pump.
Check LT water pressure.
d) Engine cooling water failure. Check cooling fans.
20. Low HT water pressure before engine (P402)
a) Pressure indicator failure. cator. If necessary, re-
place it.
Check the water pump. If
b) Water pump failure. necessary, replace it.
Check rotation of water
c) Water pump coupling failure. pump when the crank-
shaft turns.
Water in charge air receiver
21.
(escapes through drain pipe in air cooler housing)
a) Condensation (too low charge air cooling water temperature).
b) Air cooler leakage. See chap. 15
c) Leakage from multiduct. See chap. 20
22. High charge air temperature after cooler (T601)
a) Temperature indicator failure. replace it. Check the tem-
perature signal loop.
Clean charge air / water
b) Clogging of charge air / water cooler.
cooler.
Check if no exhaust gas
c) Recirculation of hot air.
suction.
23. High charge air pressure after cooler
a) Pressure indicator failure. place it. Check pressure
signal loop.
Check that the electrical
panel gives the real load
(possibility to read 2/4
load for example but in-
b) Engine overload. fact the load is 110 % load)
Check the mechanical
load limit and the inj-
ection pump rack.
24. Fuel oil temperature too high (T101)
a) Temperature indicator failure. replace it. Check temper-
ature signal loop.
Check water external co-
b) Water temperature before fuel cooler too high. oling system.
c) Fuel cooler clogged. Clean fuel cooler.
Check that pump is dri-
d) Fuel flow too low. ven by lubricating oil
pump shaft.
Page 8 0936

25. Low fuel-oil pressure (P102)
signal loop.
Turn the crankshaft and
check if the fuel pump
b) Fuel pump coupling failure. turns.
Check the fuel pump cou-
pling.
c) Fuel pump failure. Check fuel pump.
Check fuel filter and re-
d) Clogging of fuel filter.
place it if necessary.
26. Engine looses speed at constant or increased load
Engine overload, a further increase of fuel supply is prevented by the mechanical load li-
a) miter.
b) Load limit of control shaft or of governor is set at too low value.
c) Some part of fuel control mechanism jamming and prevents fuel admission.
d) Fuel and injection system not vented, pipe connections between injection pumps and in-
jection valves not tightened.
e) Fuel filter clogged.
Valve in fuel inlet pipe closed,
f) fuel day tank empty,
fuel feed faulty.
27. Engine block pressure too high
a) Liner and/or piston ring wear. see Chap. 11
b) Piston ring cracked. see Chap. 11
c) Blow-by outlet blocked.
Engine does not stop although stop lever is set in stop position
28.
or remote stop signal is given
Injection pump control rack wrongly set.
Trip the overspeed trip device manually. If the engine does not stop immediatly, block
a) fuel supply as near the engine as possible. Check adjustment
Before restarting the engine, the fault must be located and corrected. Great risk of overs-
peed.
Stop by means of stop le-
b) Faulty stop automation. ver.
Open the genset circuit
The engine is driven by generator or propeller or by another engine connected to same re- breaker.
c) duction gear.
see Chap. 23
d) The engine is burning its own lube-oil => danger Load the genset to stop it.
Engine shutdown due to low position of the float
29.
before turbocharger
a) Low lubricating oil level in oil sump. see Chap. 18
Purge air from lubricating
oil circuit.
b) Air in lubricating oil system. Check that there is no air
suction in the lubricating
oil circuit.
30. Engine stops
Lack of fuel :
- fuel filter clogged
a) - valve in fuel inlet pipe closed,
- fuel day tank empty,
- fuel feed pump faulty.
b) Overspeed trip device has tripped. see Chap. 08.32
0936 Page 9

c) Automatic stop device has tripped. see Control Panel
d) Faulty governor or governor drive. see Chap. 22
e) Stop due to safety pressure float before turbocharger. see Chap. 08.23
Engine overspeeds and does not stop
31.
although overspeed trip device trips
Injection pump rack wrongly set. Check adjustment
a) Load the engine, if possible. Shunt fuel supply. see Chap. 16
An overspeeding engine is hard to stop. Therefore,regularly check the adjustment of the
b) see Chap. 22, 23
control mechanism (the injection pump rack positions).
32. Engine shutdown due to overspeed
Check clearance bet-
ween sensor and flyw-
a) Sensor faulty. heel. Verify sensor signal
loop.
Check IVO and electrical
b) IVO fault. supply
Check the adjustment
with an electrical specia-
c) WOODWARD speed control. list from Wärtsilä Net-
work.
Adjust injection rack, see
d) Injection pump control rack wrongly set.
chap. 22.
Check water pump.
Insufficient flow of cooling water through the engine Purge air in the water sys-
e) Air in system tem.
Thermostatic valve closed. Check thermostatic
valve.
33. Engine shutdown due to control air pressure (P303)
signal loop.
Check connection on
b) Air leakage. ovespeed air system.
Check non-return valve.
Stop due to MPD (Metal Particle Dectector) activation
34.
(see also chap. 18.11)
Open the detector and
take the grid out.
a) In case of an emergency stop due to MPD activation On a white paper, check
and collect all fragments
found on the grid.
Clean the grid.
If the grid is damaged,
change it (see chap. 23).
If there are no metal particles (the contact could be activated by fibres including metal- Reassemble the grid on
b) the detector.
lic dust) : Reset the fault by pres-
sing twice the push but-
ton “Fault reset” on the
electrical panel.
Page 10 0936

Take the oil filter out and
check if there are some
particles (check the par-
ticles, steel or other).
Take the centrifugal fil-
ter out and check the
c) If there are metal particles :
deposit.
If there is no particle in-
side the filters, we can
start the engine again, af-
ter remounting all filters
and MPD.
Check that all conrods
are free. (Be careful, this
control must be done
when the conrods are
cold, otherwise this con-
trol is not efficient).
Check visually the cams-
haft and the roller state
If there are metal particles at the level of oil filter or centrifugal filter : (check them from ins-
pection doors).
Check turbocharger late-
ral clearance and
compressor part.
Inform the Wärtsilä local
network manager and do
not start the engine
again.
35. Turning gear (E707)
Check the sensor. If ne-
cessary, replace it. Check
a) Sensor failure. the wiring and the posi-
tion.
b) Turning gear engaged. Remove turning gear.
0936 Page 11
08.2. Air starter breakdowns and faults

08.2.1. Air starter
FAULT SOLUTION
1. Starter fails to run
a) No air supply. Check compressed air circuit
b) Starter defective. Inspect starter, repair or replace it, if necessary
Remove starter, check the turbine, clean the supply air
c) Turbine jammed by foreign matter.
pipes
d) Exhaust blocked. Remove exhaust, clear the pipe
e) Control solenoid valve or relay solenoid valve defective. Replace control or relay solenoid valve
2. Insufficient power
a) Insufficient air pressure. Check compressed air circuit
b) Restrictions in air circuit. Remove supply pipe to locate blocked or defective point
c) Pilot valve defective. Clean or replace
d) Pneumatic motor defective. Replace motor
Valve gummed (fault due to prolonged period of non op-
e) Examine parts, clean them and replace if necessary
eration)
f) Pneumatic motor defective Replace motor
08.2.2. Air reducer (if equipped)
POSSIBLE FAILURES CAUSES REMEDIES

No downline pressure when the reservoir is pres- Replace the membrane, see
Membrane damaged
surised chap. 21
Foreign particles between valve
and seat See chap. 21.
Remove the seat and valve as-
Upline / downline sealing fault when the pressure Valve or seat damaged
sembly by removing housing.
regulating valve is closed Valve gummed (fault due to pro-
longed period of non operation) Examine parts, clean them, and
replace if necessary.
Seat or valve seal damaged
Locate the leak using a “ snoop”
type foaming product
If the leak is at the needle or the
Leakage from one of the needles,
pressure gauge connector : use
Dome cap reservoir sealing fault through the pressure gauge
Loctite 3770 or Teflon
connector or the membrane
If the leakage is through the
membrane : replace the mem-
brane
Page 12 0936
08.3. Turbocharging and air cooling
Operating
Probable Cause Remedies
Problems
Foreign matter / debris jammed between the
The engine starts blade tips and the turbine shroud. The blade tips Clean and stop the ingress of foreign matter
to run but not the rub on the shroud.
turbocharger
Damaged bearings Check and replace with new bearings.
The turbine nozzle vane and blades are fouled. Clean the turbine side of the turbocharger as
needed.
Turbocharger
See the engine manufacturer’s instruction ma-
surging during Unbalance of engine cylinders. nual.
operation.
REMARK : Rapid changes in engine loading, especially during the stopping sequence, may cause
turbocharger pumping (see Chap. 15)
Turbine nozzle vane or blades fouled or dama- Clean the turbine side of the turbocharger or re-
ged. place the components.
Exhaust gas Insufficient air, e.g., fouled air filter. Clean as needed.
temperature hig- Excessive exhaust back-pressure. Identify the cause.
her
Charge air cooler fouled coolant temperature too high.
than normal.
Defective fuel injection system in engine.
REMARK : see the engine manufacturer’s instruction manual for other remedies.
Defective pressure gauge or leak at connection. Rectify the fault.
See the engine manufacturer’s instruction ma-
Charge air Gas leak at engine exhaust manifold. nual.
pressure Fouled air filter causing fall in pressure. Clean as needed.
lower than normal.
Fouled turbocharger. The turbocharger must be cleaned completely.
Turbine blades or nozzle vane ring damaged. Check and replace if necessary.
Incorrect pressure gauge reading. Rectify the fault.
Supercharging air Nozzle vane ring clogged by carbon deposits. Clean as needed.
pressure higher
than normal. Engine over loa ded engine power higher than normal
Defective fuel injection system. See engine manufacturer’s instruction manual.
Rotor seriously out of balance because of fouling Rebalance the rotor assembly
or damaged turbine blades.
Turbocharger Rotor shaft bent. Check and replace if necessary.
vibrations.
Damaged bearings. Check and replace if necessary.
Bearings incorrectly mounted. Check and replace if necessary.
To maintain peak performances between services there is a simple

system for washing compressor components while the engine is run-
ning. All the turbochargers are designed to be fitted with such equip-
ment. The system comprises an injection pipe on the intake tube with
a feed hole positioned to spray the impeller eye. Injection is made
through a syringe or a pressurized system. More detailed instructions
on compressor cleaning are provided in Chap. 9. Extra copies of these
instructions can be supplied on request.
0936 Page 13
08.3.1. Trouble, Causes, Remedies
Trouble Due to Cause Remedy See

Lack of air, e.g. filter blocked Clean
Clean and check the
Compressor / turbine contaminated Chap. 15
Turbo clearance
Exhaust gas back pressure too high Clean or repair boiler
Exhaust gas tempera- Turbine damaged or eroded Replace the rotor Contact Wfr
ture too high, engine
performance and speed Dirt in the cooler Clean the cooler
Chap. 15
unaltered Insufficient cooling water Top up
Charge Check / clean cooling
air cooler Cooling water inlet temperature too high system/check the ther-
mostatic valve Contact Wfr
Insufficient ventilation Improve ventilation
Manometer indication defective Replace manometer
Leaks in the line to the manometer Repair leak
Charge air pressure too Dirt in the air filter causing excessive Chap. 15
Clean the filter
low, engine perfor- pressure loss
mance and speed unal- Turbo Dirt in the compressor Clean the compressor
tered ; air intake normal
Turbine / compressor damaged Replace the rotor
Clean the boiler or the Contact Wfr
Exhaust gas back pressure too high exhaust gas silencer
Charge air pressure too
high, engine perfor- Check / Replace mano-
mance and speed unal- Turbo Manometer indication incorrect
meter
tered
Rotor unbalance due to heavy contami-
Contact Wärtsilä
nation of compressor / turbine
Vibrations Turbo Turbine or compressor damaged Replace rotor Contact Wfr
Re place bea ring, see
Bearing defect
possible cause
Bearing damaged Replace bearing
Noise on running down, Rotor rubbing
time too short reluctant Turbo Clean Contact Wfr
starting Dirt in turbocharger
Foreign bodies in the turbocharger
Engine
Oil filter blocked with dirt Replace filter
maintenance
Pressure of lubrication Da ma ged pump for oil circulation Check en gine pump
Turbo
oil too low
Axial or radial clearance of rotor Replace bearings Contact Wfr
Manometer indication incorrect Replace manometer
Increased flow resistance due to :
- dirt in the charge air cooler or silencer Check the engine
Turbo - heavy deposits of dirt in the compressor power
Constant surging of the / Check if turbine Chap. 15
turbo side is not damaged
/ turbine
Call Wärtsilä France if the cause of the surging cannot be detected !
Page 14 0936
08.4. Sensor troubleshooting

In case of inconsistent display or non justified variations of an en-
gine parameter, verify the sensor's connection and the wiring conti-
nuity. If all is ok, change the sensor.
The measurement panel and the overspeed controler are able to de-
tect the sensor fault and the wiring continuity default.
Important : In case of sensor failure, please contact your Wärtsilä repre-

sentative.
PT 100 Reference table

Temp °C Ohms Temp. °C Ohms
0 100,00 60 123,24
5 101,95 65 125,16
10 103,90 70 127,07
15 105,85 75 128,98
20 107,79 80 130,89
25 109,73 85 132,80
30 111,67 9*0 134,70
35 113,61 95 136,60
40 115,54 100 138,50
45 117,47 105 140,39
50 119,40 110 142,29
55 121,32 115 144,17
0936 Page 15
Thermocouple reference table
Temp °C Millivolts Temp. °C Millivolts

0 0,000 350 14,293
10 0,397 360 14,713
20 0,796 370 15,133
30 1,203 380 15,554
40 1,612 390 15,975
50 2,023 400 16,397
60 2,436 410 16,820
70 2,851 420 17,243
80 3,267 430 17,667
90 3,682 440 18,091
100 4,096 450 18,516
110 4,509 460 18,941
120 4,920 470 19,366
130 5,328 480 19,792
140 5,735 490 20,218
150 6,138 500 20,644
160 6,540 510 21,071
170 6,941 520 21,497
180 7,340 530 21,924
190 7,739 540 22,350
200 8,138 550 22,776
210 8,539 560 23,203
220 8,940 570 23,629
230 9,343 580 24,055
240 9,747 590 24,480
250 10,153 600 24,905
260 10,561 610 25,330
270 10,971 620 25,755
280 11,382 630 26,179
290 11,795 640 26,602
300 12,209 650 27,025
310 12,624 660 27,447
320 13,040 670 27,869
330 13,457 680 28,289
340 13,874 690 28,710
Page 16 0936
W200
09
Engine removal and installation
0936 Page 1
W200
Engine removal and installation....................................................................................................3
09.1.Remove and install a complete genset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

09.1.1.Remove the complete genset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
09.1.1.1.Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
09.1.1.2.Hoisting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
09.1.1.3.Handling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
09.1.2.Install a complete genset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
09.2.Remove and install the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

09.2.1.Remove the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
09.2.2.Install the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
09.2.2.1.Engine mounted rigid on common bedframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
09.2.2.2.Engine resilient on keelson (Diesel only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
09.2.2.3.Engine rigid on the keelson (Diesel only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
09.3.Remove and install the alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

09.3.1.Remove the alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
09.3.1.1.All coupling types. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
09.3.1.2.The elastic elements are of block type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
09.3.1.3.The coupling features an outer rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
09.3.2.Remove the elastic coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

09.3.3.Remove the coupling hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
09.3.4.Install the coupling hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
09.3.5.Install the elastic coupling on the alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
09.3.6.Install the alternator on the common bedframe . . . . . . . . . . . . . . . . . . . . . . . . . . 12
09.3.6.1.All coupling types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
09.3.6.2.The elastic elements of block type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
09.3.6.3.The coupling features an outer rim (Stromag type) . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
09.4.Genset alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
09.4.2. Using dial gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Page 2 0936
W200 & W220 Engine removal and installation 09.
09. Engine removal and installation

09.1. Remove and install a complete genset
09.1.1. Remove the complete genset
09.1.1.1. Connections
1 Secure the genset and lock out the circuit breaker.
2 Disconnect the fuel or gas, starting air, exhaust and,
if fitted, the connection of the air inlet on the turbocharger.
3 Disconnect the various sensor lines.
4 Disconnect the bus bar or the cables from the alternator
and the earth cable.
Caution : Any intervention on the alternator electrical circuit must be

carried out by an authorized person.
09.1.1.2. Hoisting
F
B
A : engine 4 60°
B : centre of gravity
C : alternator 4
A C
1 : bedframe
2 : resilient mounts
3 : jack rings
4 : spacing bars
3
1
2
Fig. 09-1
09.1.1.3. Handling
Note : While handling, make sure that the genset keeps horizontal. If
needed, add on extra shackle on the highest two hanging
points.
0936 Page 3
09. Engine removal and installation W200 & W220
1 Fix slings onto the jack rings of the bedframe and move
complete genset to storage place (see Fig. 09-1 item 3 and
Fig. 09-2).
Fig. 09-2
2 Use spacing bars SPC8330001, (see Fig. 09-1, item 4).

The weight to handle is approx :
• From 25 to 28 tons (metric) for a W12V200 or V220.
• From 47,5 to 51,5 tons (metric) for a W12V200, according
to the navy application.
• From 33 to 46.5 tons (metric) for a W16V200 according to
the configuration. Exists only in Marine version.
• From 35 to 49 tons (metric) for a W18V200 or V220.
09.1.2. Install a complete genset

1 Check the concrete slab for cleanliness and sufficient
dimension.
2 Install slings like for hoisting (see § 09.1.1.2).
3 Install the resilient mounts at the locations indicated on
the specific drawing.
Fig. 09-3
4 Once the genset is resting on its concrete slab, check that

the top surface of the bedframe is at level.
Page 4 0936
5 Measure and adjust the coupling alignment (see below, see

Chap 09.4.).
6 Measure the heights (x) of each resilient mounts (see
Fig. 09-4).
If the height difference (x1) exceeds 2 mm, compensate with shims
and measure the coupling aligment again.
x x1
30
1
150
Fig. 09-4
7 Record the heights of the resilient mounts (see mea-
surement record WMR025).
8 Install bus-bar, earth wire and braiding.
9 Connect the various sensor lines.
10 Connect the fuel or gas, starting air, exhaust and, if fitted,
air inlet line(s) on turbocharger.
0936 Page 5
09.2. Remove and install the engine

09.2.1. Remove the engine
2 Disconnect the fuel or gas, starting air, exhaust and,
if fitted, the connection of the air inlet on the turbocharger.
4 If there is a coupling housing, remove the screws con-
necting the alternator housing to the engine.
5 Use the lifting tools assy SPC 8300001 to lift the engine.
6 Before hoisting the engine, make sure the lifting tools
assy are correctly positionned (see Fig. 09-5).
7 Fit the tooling above the cylinder head, use the nuts
SPC 8300002.
Tightening torque : 70 Nm
Nut SPC 8300002
A1 A1 A1
B1 B1 B1
A2 A2 A2
B2 B2 B2
A3 A3 A3
B3 B3
1200
B3
8300002 A4 A4 A4
B4 B4 B4
8300001 A5 A5 A5
B5 B5 B5
1500
1200
A6 A6 A6
B6 B6 B6
A7 A7 12V
B7 B7
A8 A8
B8 B8
B9
A9 16V SPC 8300001
18V
Fig. 09-5
8 Tighten the nuts SPC 8300002 of the lifting tools at 70
Nm.
Note : In case of 12V engine with two turbochargers, one extra shackle
must be added on each of the two lifting tools assy on flywheel
side.
Page 6 0936
09.2.2. Install the engine

09.2.2.1. Engine mounted rigid on common bedframe
1 Use the lifting tools assy SPC 8300001 to lift the engine.
2 Check the bedframe and engine feet for cleanliness.
3 Gently spray the contact surfaces with anti-corrosion
protective oil “ISOTECT 377" ref. MGE 000068.
4 Put the engine approximately into place.
5 Position and engage two fixation screws into the engine
feet diagonally placed, with their washers.
6 Engage the other screws and washers and lower the en-
gine.
7 When the engine is standing on the bedframe, make
sure to have no clearance between the feet and the bedframe. If
necessary compensate the clearance with adequate shims.
8 Tighten the foot screws at 660 Nm (see Fig.09-06, item A).
9 Spray the flywheel with anti-corrosion protective oil
“ISOTECT 377".
10 Install bus-bar, earth wire and braiding.
11 Connect the various sensor lines.
12 Connect the fuel or gas, starting air, exhaust and, if fitted,
the connection of the air inlet on the turbocharger.
13 Fit the alternator in accordance with chapter 9.3.
Fig. 09-6
0936 Page 7
09.2.2.2. Engine resilient on keelson (Diesel only)

Only one type of resilient mounts is used (see Fig. 09-7).
dimension
A
Item 1
Fig. 09-7
1 Install the resilient mounts on the keelson. For each en-

gine foot, use 4 screws M16 , 4 flat washers, 4 nuts M16 and
4 lock-nuts M16 (see Fig. 09-7, item 1).
2 Put some grease NL GL 2 on top of the jack-screws.
3 Lower the engine on its resilient mounts. Use the lifting
tool assembly SPC 8300001 to lift the engine (mass, see Chap.
09.1).
4 Do not tighten the coupling or the pipes. The engine
must be filled up with its various fluids.
5 Wait for at least 24 hours.
6 Record the heights of the resilient mounts. The theore-
tical height of the mini K55 mounts is 153.6 ± 2 mm (see Fig. 09-7 di-
mension A).
7 Align the engine using the jack-screw. (see Chap 09.4.)
09.2.2.3. Engine rigid on the keelson (Diesel only)
Using resin
The resin supplier, in accordance with the Classification Society, de-
termines the type of resin and the tightening torque.
On normal operating conditions, the temperature of the engine feet
can reach 70°C.
The supporting surface of each engine foot is 1252 mm².
Align the engine (see Chap 09.4.) taking into account the thermal
expansions of the engine and of the reducer.
Follow the resin supplier’s installation procedure (casing,
preparing).
Using steel chocks
Proceed as on Chap 09.2.2.1. (Engine rigid on common baseframe).
Page 8 0936
09.3. Remove and install the alternator

09.3.1. Remove the alternator
09.3.1.1. All coupling types
Caution : Any intervention on the alternator electrical circuit must be

carried out by an authorized person.

3 Disconnect the bus bar or cables from the alternator and
the earth braiding.
4 If there is a coupling housing, remove the screws
connecting the alternator housing to the engine.
Proceed following the different coupling types.
09.3.1.2. The elastic elements are of block type

1 Unscrew the coupling from the flywheel.
2 Use the lifting points of the generator. Before any han-
dling, check the mass of the machine in the builder
documentation
09.3.1.3. The coupling features an outer rim
1 Either pull the alternator far enough to set free the
whole length of the elastic element(s). In the other case, unscrew
the coupling outer rim from the flywheel and pull the alternator to
set free the centring.
2 For this purpose, use the lifting points which, as well as
the mass, are given in the drawing specific to the alternator.
09.3.2. Remove the elastic coupling

Dismount the flange from the hub, i.e. :
• Paulstra AXO4 coupling : remove 12 screws HM 24×80
with their flat washers M24 and 4 positioning pins Ø 20
using pin extractor SPC 8370008 and jack SPC 8370004.
• Centa Centaflex coupling : remove 24 screws HM 24×45.
• Reich Arcusaflex coupling : remove 24 screws HM 24X...
• Stromag PVP 666_1 coupling : remove 20 screws CHC
M 27×100 and 4 positioning pins Ø 22 using pin extractor
SPC 8370008 and jack SPC 8370004.
• Vulkan Rato DG coupling : remove 24 screws HM 22×70.
Removing also the other series of 24 screws HM 20×90
makes it possible to radially extract the elastic elements
without moving the engine or the driven machine.
• Vulkan Vulastik L40D0 coupling : remove 16 screws CHC
M 24.
0936 Page 9
09.3.3. Remove the coupling hub

Two possible press fits exist for the hub : M6m6 if the coupling is a
Stromag PVP 666_1, P7m6 adjustment for all others.
M6m6 adjustment
It is possible to extract the hub after heating it with two oxyacety-
lene torches, or better with two propane torches : the extractor is
made of SPC 8370004, 8610023, 8610024 and the plate + threaded
rods assembly 52005796.
P7m6 adjustment
It is not possible to extract the hub : it will be necessary to cut a
notch, just over the key, with a grinder to force it open with wedges
and extract it (see Fig. 09-8).
Note : It is necessary to limit the depth of the notch to avoid any shaft
da-
mage.
Shaft end
Fig. 09-8
09.3.4. Install the coupling hub

1 Put an indelible mark on the outer (non fonctional)
face of the hub, in order to support its reassembly.
2 Disassemble the hub from the flange or from the elastic ele-
ment(s).
3 Carefully clean the rotor shaft end with an universal sol-
vent (Care Clean or equivant).
4 Carefully de-burr the key with an oil stone.
5 Check that the key perfectly fits both in the hub and on the
shaft.
Page 10 0936
6 Set the key on the shaft with Loctite “648 block press”,
ref. 184741595 or screw it if so foreseen.
7 Smear the shaft and the key with a lubricant oil, ref.
MGE000063 or equivalent.
8 Install the lifting strap SPC 8710001 (see Fig. 09-9 item 2)
on the hub (see Fig. 09-9 item 1).
2 1
Fig. 09-9
9 Warm up the hub in an furnace with revolving heat at

180°C (if Stromag coupling) or 250°C (if another coupling
type) for 3 1/2 hours (according to installation - make sure the
steel does not get blue).
Note : In the same time, the end of the rotor shaft can be chilled with
liquid nitrogen or, if not available, with a CO2 fire extin-
guisher.
10 Check its expansion by using control tool SPC 8660036

(see 09-10 item 1).
Fig. 09-10
0936 Page 11
Note : Perform the check quickly to prevent thermal expansion of the

tool.
Caution : Assemble the hub on the rotor shaft in the right way.
11 Maintain the hub using the washer and screw

(DLT318113). Tighten to the torque 500 Nm.
12 Cover it to let it gently cool down.
13 Check the cooling to cover the hub to let it gently cool
down.
09.3.5. Install the elastic coupling on the alterna-

tor
1 If the coupling assembly features a flange
• Rebuild the flange on the hub (if positioning pins are to be
used, cool them down first using liquid nitrogen - if no
nitrogen is available, use carbon dioxide from a fire
extinguisher for example).
• Tighten the screws at 660 Nm.
• Protect the flange with anti-corrosion oil Isotect 377, ref.
MGE00077.
2 If the alternator features a coupling housing
• Dismount the protecting grating on it.
3 Visually check that the Shore hardness marked on
the coupling blocks is the required one.
4 Use a file to eliminate the rubber traces on the
connection surfaces and de-burr them.
5 Install the elastic elements (blocks or annular elements).
6 If the elastic element(s) are of annular type, tighten them
as indicated in the following table :
Stromag Vulkan Reich
PVP666_1 Vulkardan RATO DG Arcusaflex
screw M27 L40D8 AC11...
+75+0
1500 Nm 1400 Nm 675 Nm 710 Nm
09.3.6. Install the alternator on the common

bedframe
09.3.6.1. All coupling types
1 Check the alternator for free rotor rotation.
2 Check the axial clearance “J” of the rotor :
• ABBLSA 54 0.06 ≤ J ≤ 0.1
• ABBLSA 56 0.09 ≤ J ≤ 0.23
Page 12 0936
• Newage 824E 0.013 ≤ J ≤ 0.413

• Newage 824F 0.088 ≤ J ≤ 0.5
• others see builder’s instructions.
3 Use the lifting tools assy of the alternator to handle it. The
drawing of the alternator gives the lifting points and mass.
4 Keep the alternator slinged as long as the jack screws are
not in contact with the bedframe.
5 Check the cleanliness of the bedframe and the alternator
feet.
6 Lightly spray the contact surfaces with anti-corrosion
protective oil “ISOTECT 377" ref. MGE000077.
7 Proceed according to coupling type.
0936 Page 13
09.3.6.2. The elastic elements of block type
Fig. 09-11
1 Remove the coupling blocks.

2 Place the alternator on the base frame.
3 Use the jack screws of the alternator to handle it.
4 The alternator features a coupling housing :
• Place four screws to connect to the flywheel housing and
use them to pull the alternator in place :
– V12 Phase 1 : both screws HM 16×120, (see Fig. 09-12 item 1)
are fitted with a sleeve Ø16×37 mm high and an
ondulating washer (see Fig. 09-12 item 2 & 3),
the other 23 fitted screws are HM 16×100 with the same
ondulating washer (see Fig. 09-12 item 3 & 4).
– General case : four screws sleeve, HM 16×120 , (see
Fig. 09-12 item 1), are fitted with a sleeve Ø16×37 mm
high and an ondulating washer (see Fig 09-12 item 2 & 3),
the other 21 HM screws are 16×100 fitted with the same
ondulating washer (see Fig 09-12 item 3 & 4).
3
2
1
4
3
Fig. 09-12
Page 14 0936
• Screw the alternator flanges to the bedframe and flywheel

then to the housing, do not tighten.
5 If the alternator features coupling housing.
• Screw the alternator flanges to the bedframe, do not tighten.
6 Lift up the alternator with its jacking screws until the
rotor shaft is approximately at the same level as the engine
crankshaft (see Fig. 09-13).
7 Check visually the good pre-positionning of the flywheel
housing centring and the coupling centring.
Caution : It is forbidden to lift or lower the alternator with the adjusted

shims, Vibracon type.
Fig. 09-13
8 Grease the bearing of the alternator (see the users manual

of the generator manufacturer).
0936 Page 15
9 Push the crankshaft and the rotor against their external

thrust thanks to a metal bar (see Fig 09-14) each towards its
free end, from A area of Fig. 09-15 for the engine and from B area
for the alternator if there is a coupling housing (see Fig 09-15).
Fig. 09-14
Fig. 09-15
10 Put crankshaft and rotor in the middle of their respective

axial clearances.
Page 16 0936
11 Measure the distance X between flywheel and flange on

alternator rotor shaft :
• Case of Paulstra coupling type Axo4V14 (design thickness
60 mm) :
– If X is comprised between 59 and 60.4 mm, do not use any
shims.
– I f X is comprised between 60.4 and 62 mm, use one or
two shims (0.6 and 1.0 mm).
– otherwise contact your network dealer.
• Install 13 new coupling blocks onto the flange to the rotor
(the 14 th coupling block will be mounted at the end of the
procedure see chap. 09.4.2).
• Tighten them according to Fig 09-16 .
Couple de serrage à 20 daNm
Couple de serrage à 14 daNm
Fig. 09-16
• Case of Centa Centax TT coupling (design thickness 155

mm) :
If X is comprised between 154 and 156 mm, install the four
blocks onto the flange on the rotor or contact your net-
work dealer.
0936 Page 17
Fig. 09-17
• Tighten them according to the table below :
Torque (Nm)
Screw (see Fig. 09-17) TA 3 TA 4
As delivered 250 850
Lubricated with engine
215 730
lube-oil
12 Install the screws to the flywheel, do not tighten.

13 Pushing again the crankshaft and the rotor as de-
scribed step 9, adjust the distance to 0.5±0.1 between the
flywheel face and the external face of the segment (this operation
is not useful with genset with flange between the engine and the al-
ternator).
Fig. 09-18
14 Proceed with Chap 09.4. : Alignment.
Page 18 0936
09.3.6.3. The coupling features an outer rim (Stromag

type)
Fig. 09-19
1 Remove the outer rim.

2 Mount this outer rim on the engine flywheel equipped with
a centring.
3 Tighten it according to the torque specified in the draw-
ing (Stromag PVP : 240 Nm + Loctite 243 ref. 184741040).
4 Approach the alternator towards the engine.
5 Use the jack rings of the alternator to handle it.
6 Coat the rubber notches of the elastic element with
silicone oil, in order to ease the sliding of the elastic element in its
housing.
Note : Avoid any silicone oil contact with painted surfaces.
7 Position the notches of the elastic element so that they

match with the outer rim.
8 Keep the alternator towards the engine till its feet match
with their locations on the bedframe.
9 Check that the rubber element is fully integrated within
its outer rim and check the coupling length to ensure that the rub-
ber is not rubbing against the flywheel.
10 Proceed with Chap 09.4. : Alignment.
0936 Page 19
09.4. Genset alignment

On Diesel engines only, open the needle valves for easier cranking
(see Fig 09-20 item 1, if the engine is equipped with needle valves).
Fig. 09-20
09.4.1. Using a laser device
Rotalign from Prüftechnik or similar.
1 Unless the coupling is Reich Arcusaflex, a Stromag PVP or
a Vulkan Vulastik-L or similar, the coupling must be loosely con-
nected to the flywheel.
2 Mount the sender on the flywheel, the receiver on the
flange or the coupling hub.
Fig. 09-21
3 Enter the geometrical data (position of the alternator

feet) in the device.
Page 20 0936
4 Crank the engine 90° to 120°.

5 Read on the device the adjustment to the alternator feet
position.
Fig. 09-22
6 If the recorded values are not within the tolerances

of measurement record WM025, the alternator must be
moved vertically and horizontally.
Compensate the height with shims under the generator feet or with
the vibracons (screw jacks).
Note : With a flanged alternator, the possible movement is limited to

the tolerances of the centering of the engine and the
generator.
Caution : With a flanged alternator , the drive-end bearing will follow the
movement of the engine crankcase, it will be lifted by the ther-
mal expansion of the latter. The correction is to make on the
position of the shaft free end bearing (alternator free end).
7 If instead of an alternator, the engine drives a reducer or

a compressor, compute the height at which the input shaft of
this reducer or compressor shall be set relatively to the crank-
shaft, knowing the :
• heights of the axes over the machines feet.
• temperatures of both machines (engine cooling water and
reducer or compressor cooling oil).
• thermal expansion of the engine block (0.15 mm if LT
water is at 40 °C, 0.19 mm if LT water is at 50°C).
• thermal expansion of the reducer (11x10-6 mm/mm/°C
for steel and 24 for aluminium).
0936 Page 21
Fig. 09-23
8 To adjust the vertical position, use the Vibracons

(if foreseen) or shims, whose part numbers are : SPC6420002,
SPC6420001 (ABB and Leroy-Somer) and SPC6420003 (Newage).
These shims exist in thickness 0.1, 0.2, 0.3, 0.4, 0.5, 1.2 and 3.0 mm.
6420001 6420002 6420003
Fig. 09-24
Page 22 0936
9 Oil the required shims using protection oil Isotect 377 and
position them (see item 2, fig. 9-25).
10 Loosen the jacking screws (see item 1 Fig. 09-25 ).
11 Oil, then install the fixation screws (see Fig 09-25 item 3)
or bolts (item 4) for the first base frame generation of the alterna-
tor and tighten them at 500 Nm.
Above view
1 A
4
2
35 3
Fig. 09-25
12 If there is a coupling housing, tighten the screws

according to the prescribed torque (200 Nm) (see Fig. 09-25,
09-26).
13 Check the alignment again and correct it if necessary.
14 On Diesel engines only, close the needle valves if they
have been opened.
15 Dismount the dial gauges and their holders.
16 If the coupling is a Paulstra Axo4V14, install the 14th
AX04V14 coupling block.
PAULSTR A
CENTAX TT 140
AX04V14
Delivered screw:
280 Nm
Lubrificated
2,3 screws*: 250 Nm
Tightening * with oil engine

torque
110+8/+11
Nm
Fig. 09-26
0936 Page 23
17 If the coupling is made out of blocks, tighten the screws

to the flywheel.
18 Check that no tool is left inside the coupling housing.
19 Re-install the protecting grating and/or flywheel cover.
20 Check the deflection of crank n° 1 of the crankshaft.
21 Complete measurement records WMR005 (for crank
n° 1 only) and WMR025.
22 Connect the bus bar or braiding from the alternator and
the earth cable.
23 Run the genset for at least one hour. When the engine is
warm check the alignment again.
Page 24 0936
09.4.2. Using dial gauges

1 Use measurement record WMR025.
2 Unless the coupling is Reich Arcusaflex, a Stromag PVP or
a Vulkan Vulastik-L, or similar the coupling must be loosely con-
nected to the flywheel.
3 Fasten two dial gauges to the alternator flange or hub, one
measuring the axial offset (see Fig 09-27 item 1 - use at least
Ø 12-mm rods for sufficient stiffnesses) and one measuring the
radial offset (see Fig 09-27 item 2 - tool referenced SPC 8660035).
For Stromag PVP couplings, a specific tool has been designed
(see Fig 09-27 - item 3).Tools referenced SPC 8660035.
Fig. 09-27
4 If the alternator features a coupling housing, place the

dial gauges and their holders so as not touch the
reinforcements in the coupling housing.
5 As a general principle during the coupling alignment, the
shaft shall be turned only in counter clockwise direction. The dial
gauges turn with the shaftline.
6 Mark the flywheel with four marks 90° apart, the 0° of them
facing a mark on the flywheel housing.
7 Set the dial gauges to zero in top position (see Fig 09-27
position 1), with a 2 mm possible sinking and always use the same
position to zero the dial gauges.
0936 Page 25
Fig. 09-28
8 Crank the engine from position 1 to positions 2 to 5 suc-

cessively and record the offsets (measurement record WMR025).
9 If position 5 is not at {0, 0}, the dial gauge(s) has (have)
moved : fix it (them) better and resume recording.
10 Compute the required correction to the alternator feet
positions.
11 If the recorded values are not within the tolerances
of measurement record WM025, the alternator must be moved in
accordance. Compensate the height with shims under the
generator feet or with the vibracons (screw jacks).
Note : With a flanged alternator, the possible movement is limited to

the tolerances of the engine and generator.
Caution : With a flanged alternator, the drive-end bearing will follow the
movement of the engine block, it will be lifted by the thermal
expansion of the latter. The correction is to make on the posi-
tion of the shaft free end bearing (alternator free end).
12 If instead of an alternator, the engine drives a reducer or

a compressor, compute the height at which the input shaft of this
reducer or compressor shall be set relatively to the crankshaft,
knowing the :
• heights of the axes over the machine feet.
• temperatures of both machines (engine cooling water and
reducer or compressor cooling oil).
• thermal expansion of the engine block (0.15 mm if LT
water is at 40 °C, 0.19 mm if LT water is at 50°C).
• thermal expansion of the reducer (11x10-6 mm/mm/°C
for steel and 24 for aluminium).
13 To adjust the vertical position, use the Vibracons, if pro-
vided or shims, whose part numbers are: SPC6420002
Page 26 0936
SPC6420001 (ABB and Leroy-Somer) and SPC6420003 (Newage).

These shims exist in thickness 0.1, 0.2, 0.3, 0.4, 0.5, 1.2 and 3.0 mm,
(see Fig. 09-29).
Fig. 09-29
14 Oil the required shims using protection oil Isotect 377 and
position them (see item 2 Fig. 09-30).
Fig. 09-30
15 Loosen the jacking screws (see item 1 Fig. 09-30).

16 Oil, then install the fixation screws (see item 3) or the
bolts (item 4) for the base frame of first generation
Fig. 09-30) of the alternator and tighten them at 500 Nm.
17 If there is a coupling housing, tighten the screws
according to the prescribed torque (200 Nm).
18 Check the alignment again and correct it if necessary.
19 On Diesel engines only, close the needle valves if they
have been opened.
20 Dismount the dial gauges and their holders ref.
SPC 8660035 (see Fig. 09.-31 rep. 1, step 1).
21 If the coupling is a Paulstra Axo4V14, install the
last coupling block (14th), (see Fig. 09.-31, step 2).
0936 Page 27
22 If the coupling is made out of blocks, tighten the screws

to the flywheel.
23 Check that no tool is left inside the coupling housing.
24 Re-install the protecting grating and / or flywheel cover.
25 Check the deflection of crank N°1 of the crankshaft (see
measurement recod WMR 005, chap. 06).
26 Complete measurement records WMR005 (for crank
N° 1 only) and WMR025.
27 Connect the bus bar or cables from the alternator and the
earth braiding.
28 Run the genset for at least one hour. Once the engine
is warm, check the alignment again.
Fig. 09-31
Page 28 0936
W200
12
Cylinder head with valves
0936 Page 1
W200
Cylinder head with valves .................................................................................................................3
12.1 General description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

12.1.1 Cylinder head assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
12.1.2 Exhaust and inlet valves and valve seat description. . . . . . . . . . . . . . . . . . . . . . . . . 5
12.1.3 Exhaust and inlet valves location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
12.1.3.1 On the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
12.1.3.2 On the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
12.1.4 Venting-coke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
12.2 Cylinder head removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

12.2.1 Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
12.3 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
12.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
12.4 Remounting procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

12.4.1 Mounting of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
12.4.1.1Yoke adjustement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
12.4.2 Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
12.4.3 Rocker arm assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
12.4.3.1 Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
12.4.3.2 Rocker arm assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
12.4.4 Valve clearance adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

12.4.4.1 Control of the clearance adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
12.4.4.2 Assembly and adjustment of rocker arms on following cylinders . . . . . . . . . . . . . . . . . . . 17
12.5 Repair procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

12.5.1 In case of rotocap failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
12.5.2 Dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
12.5.2.1 Remounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
12.5.3 In case of water leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Page 2 0936
W200 Cylinder head with valves 12.
12. Cylinder head with valves

12.1 General description
Fig. 12-1
Data and dimensions

Material : cast grey iron • The high and stiff design of the cylinder head allows it to
Weight : 92 kg be fixed by only four hydraulically tightened studs. This
Combustion chamber technical solution is also a good choice for the mainte-
- design pressure : 200 bars
Coolant jacket
nance.
- test pressure : 10 bars • The cylinder head features two inlet and two exhaust
valves per cylinder. The exhaust valve seat is water
cooled. The valves have stellite-coated seat faces and
chromiumplated stems. For a perfect combustion, the in-
jection nozzle is in central position of the combustion
chamber.
• The cylinder head is made of a special cast iron. The ther-
mally loaded flame plate is efficiently water cooled. The
intermediate deck improves the cylinder head cooling as
well as the absorption of mechanical loads on the cylinder
head.
• Each cylinder head is individually cooled by a water flow
coming from the cylinder jacket through one single bore.
The cooling water is collected to a single flow after pas-
sing the flame plate and the exhaust valve seat. The coo-
ling water flows out of the cylinder head directly to the
multiduct. The possible air traps in the cooling water are
vented from the top of the multiduct. The fuel oil leakages
0936 Page 3
12. Cylinder head with valves W200
coming from the injection nozzle holder are collected

trough the cylinder head to a clean fuel oil tank.
• A metallic gasket is sealing between the cylinder liner and
the cylinder head to ensure that the combustion chamber
is airtight.
• The air intake duct, the exhaust manifold and the water
pipe are a single component called “multiduct”. This
multiduct, one per cylinder, is the connection part be-
tween the engine block, cylinder head and exhaust mani-
fold.
• In option, the cylinder head can be equipped with venting
coke, which can facilitate the rotation and the mainte-
nance of the engine.
• The valve mechanism is lubricated from the injection
pump housing, see chap. 18.
Note : The cylinder heads cannot be mixed between Phase 1, 2, C and

D engines.
12.1.1 Cylinder head assembly
1. Bracket
2. Rocker arm
3. Valve yoke
4. Fuel injector
5. Cylinder head
6. Rotocap
7. Screw for connection piece
8. Exhaust valve seat
9. Exhaust valve
10. Inlet valve
11. Inlet valve seat
12. Decompressor
13. Dowel pin
Fig. 12-2
Page 4 0936
12.1.2 Exhaust and inlet valves and valve seat de-

scription
Data and dimensions The cylinder head is fitted with four valves, two inlet valves and two
Material : High quality steel exhaust valves. All the valves are made of surface-treaded heat re-
Diameter sistant steel. The inlet valve diameter is bigger than the exhaust
-inlet valve : 73 mm valve diameter. The valves move in cast iron guides.
-exhaust valve : 66 mm
Valve seat ring
• To assemble the guides into the cylinder head, the guides
-material : High quality steel must be cooled with nitrogen liquid.
Angle • To remove the guides, an hydraulic press must be used.
-inlet seat : 20° The valve guides have O-ring (sealing against the valve stem), which
-exhaust seat : 30°
is located at the top of the guide bore.
The valves are equipped with one valve spring per valve and one
valve rotating device.
The valve seats and valves are coated with heat resistance surface,
that is why no machining is allowed.
Valve seats are fitted in the cylinder head both for inlet and for ex-
haust valves. The exhaust valve seat rings are cooled and equipped
with two O-rings.
1 2
1. Rotocap
1. Rotocap
2. valve cotters
2. Valve3.cot ters
Spring
3. Spring4. Valve guide
4. Valve5.guide
Valve
6. Valve seat 3
5 .Valve7. Valve guide O-ring
6. Valve8.seat
Superior exhaust O-ring
7. Valve9.guide
Inferior exhaust O-ring
O-ring
7
8. Superior exhaust O-ring
9. Inlet exhaust O-ring 4
8
9
Exhaust valve set Inlet valve set
Fig. 12-3
0936 Page 5
12.1.3 Exhaust and inlet valves location

12.1.3.1 On the engine
Fig. 12-4
12.1.3.2 On the cylinder head
Air inlet Exhaust
Inlet valve Exhaust valve
View from underside
Fig. 12-5
Page 6 0936
12.1.4 Venting-coke
The inside construction of the venting-coke is such that the pressure
in the cylinder tightens it. Therefore, the force needed to close the
valve is relatively low.
The valve has a left-handed screw and is opened and closed as
showed on the following sketch. Use the Te wrench for indicator
valve SPC8080001 (see Spare Parts Catalogue, chap. 830) to open
and close the venting-coke.
1 Before engine starting, open the venting-cokes and crank
the engine 2 complete revolutions to be sure that the cylinders con-
tain no water.
2 It is recommended to close the venting-coke when
starting the engine.
3 Add a high temperature paste ref. MGE 000070 or an equi-
valent to the valve stem threads when you feel that it is not moving
easily.
Important : Use the right Te wrench to open and close the venting-coke.
Venting-coke opening
Fig. 12-6
0936 Page 7
12.2 Cylinder head removal

12.2.1 Removal
1 Drain the cooling water (see chap. 19).
2 Clean the area around as well as the top of cylinder head.
3 Open the venting cockes (if equiped) according to
Chap. 12.1.4.
4 Take off the caps (item 1) of the cylinder head studs
(make sure that the threads are clean).
5 Remove the concerned hot box cover(s) (see item 2).
Fig. 12-7
6 Remove the cylinder head cover (item 3).

7 Position the crankshaft so that the corresponding piston
is at TDC ignition (see chap. 06).
8 Remove the rocker arms, push rods and push rod pro-
tecting pipes (see chap. 14).
Page 8 0936
9 Remove the number of required pipes : The injection

pipe (item1), the return pipe for fuel leakage (item 4), the injec-
tion fuel leak pipe, in option (item 5), the lube oil pipe (item 2) and
the air pipe for stop device.
Protect the connections of the injection pipe, oil pipe, fuel and ex-
haust pipes.
4
3
Fig.12-8
10 Remove the injector nozzle with the nozzle extracting

tool SPC8370010 (see Chap. 830 from Spare Parts Catalogue and
chap. 16.4 in this Manual).
11 Remove the multiduct / cylinder head retaining screws
(see Fig. 12-13).
12 Removal of the cylinder head nuts :
- Before doing anything, it is necessary to remove the marks
(item M) made on the top of the nuts and the studs during the pre-
cedent hydraulic tightening process (see chap. 07.3.3).
M
Fig. 12-9
Note : Remove the marks with a solvant in spray, reference

MGE000062, or with a slightly abrasive paper (grain 180).
0936 Page 9
- Install the four hydraulic jacks SPC 8610033 M36, on the cylin-
der head studs (see Spare Parts Catalogue, chap. 830).
- Loosen the cylinder nuts according to chap. 07.3.3.
13 Remove the hydraulic tool.
14 Remove the nuts.
15 Apply the cylinder head lifting tool SPC 8320004
(item 1), (see Spare Parts Catalogue), and lift slowly
the cylinder head out of the 4 studs.
Note : Be careful that water does not leak on the cylinder.
16 Cover the cylinder opening with a piece of plywood or si-

milar object and protect the stud threads with the provided caps,
close the multiducts holes.
Lifting ring for hoisting Lifting ring for assembly or removal
Fig. 12-10
Page 10 0936
12.3 Maintenance
12.3.1 General
At each cylinder head overhaul, all valves, guides, seats, springs,
rotocap and O-rings must be replaced by new ones. Contact your
Wärtsilä Network representative for cylinder head overhaul.
Another possibility is to contact Wärtsilä Network to replace your
cylinder head by a pre-equipped cylinder head sub-assembly
exchanger.
12.4 Remounting procedure

12.4.1 Mounting of the cylinder head
1 Clean the mating surfaces between the cylinder head and
the cylinder liner and the multiduct.
Put a new multiduct gasket (item 1) and new O-rings (item 3) for
the cooling water jacket (item 4) and push rod protection pipes.
Replace the cylinder gaskets (items 1, 2 and 3). Use the kit "Cylin-
der sealing set" given in the Spare Parts Catalogue.
Fig. 12-11
0936 Page 11
Note : For the Ph1 engine, the gasket thickness is flat and clipped on
the cylinder liner seat. For the other engines, the gasket
thickness is shaped on the cylinder liner seat (see Fig. 12-12).
Cylinder head gasket
Cylinder liner seat side
Fig. 12-12
Caution : The cylinder head gasket is an important parameter for a good

engine operation. The gasket thickness can change the engine
ratio volume of the combustion chamber. Always use new gas-
ket after each cylinder head removal.
2 With engine oil, fit new O-rings on the coolant pas-

sage and push rod protecting pipes.
3 Fit the lifting tool SPC 8320004 on the cylinder head.
4 Set down the cylinder head without damaging the
multiduct gasket. Check that it is undamaged and correctly fitted.
5 Coat the screws (between the multiduct and the cylinder
head) with high temperature paste MGE000070 or an equivalent
and fit the screws and sleeves without tightening them at the final
torque according to the figure 12-13).
Definition of the multiduct screws (according to the figure 12-13) :
• 3 screws, length 60 mm (item 1) fitted with sleeves of 20
mm (item 2), detail B.
• 1 screw, length 90 mm (item 3), detail C.
• 2 screws, length 90 mm (item 4) fitted with sleeves of 50
mm (item 5), detail D.
Page 12 0936
See
Seedetail
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Detail CC
Detail 1
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3 Detail
Detail BB
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4 Detail
Detail CC
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5
Detail D See
Seedetail
detailCC Detail
Detail DD
detail D
View F
Fig. 12-13
6 Fit the cylinder head nuts and the multiduct screws :

a) Carry out the first tightening in cross of cylinder head nuts (item 1
fig 12-14) by hand with the pin (tool SPC 8610026) to bring them in
contact.
b) Carry out the first tightening in cross of the multiduct screws to
bring them in contact (see step 5 and fig. 12-13, items 2 & 3).
c) Repeat the instruction in point 6.a).
d) Repeat the instruction in point 6.b).
7
1
4 2
3
6
Fig. 12-14
7 Install the hydraulic tool SPC 8610033 and tighten the

nuts to the nominal torque (see chap. 07).
8 Tighten in cross the screws between the multiduct and
the cylinder head to the final torque.
0936 Page 13
9 Refit the caps (Fig. 12.14, item 7) on the cylinder head

studs (protect the threads with clean engine lube oil).
10 Fit the injector nozzle into the cylinder head according to
the chap. 16.
11 Connect all pipes : the fuel leakage pipe, lube oil pipe
and the injection pipe (see chap. 16), tighten the connectors
to the correct torque.
12 Fit the push rod protecting pipes : lubricate with lube
oil the O-rings in cylinder head (item 4) and valve tappet borings
(item 5) Fig. 12-14.
Note : Rotate the push rod protecting pipes manually (item 6, fig.
12-14) to be sure to place correcly the two O-rings (items 4 and
5) .
13 Fit the push rods.

14 Adjust yokes (see chap. 12.4.1.1).
15 Fit the rocker arm (see chap. 14 and 7).
16 Adjust the valves clearance (see chap. 12.4.4).
12.4.1.1 Yoke adjustement
Yoke adjusting
There are two yoke adjusting procedures :
If the rocker arm is not assembled (after cylinder head overhaul), or
if the rocker arm is in place (adjustment checking).
a) Case 1 : After cylinder head assembly (rocker arms not assem-
bled).
1 Fit the yoke on the cylinder head pin (item 7, fig 12-15).
2 Install a dial comparator on “I” area.
3 Loosen the counter nuts (item 9) of the adjusting screws
(item 8) of the yoke.
4 Loosen the adjusting screw (item 8) to avoid to touch
the corresponding valve. Then, tighten this screw till the needle of
the comparator moves.
5 Lock carefully the counter nut (item 9) of the adjusting
screw (item 8). During this operation, check that the needle of the
dial comparator doesn't move.
6 Tighten the counter nut (item 9) to the torque (see chap.
07).
b) Case 2 : Yoke clearance checking (rocker arm in place).
Note : The yoke must be adjusted at each rocker arm clearance ad-
justment to take account of valve seats wear.
1 Loosen the counter nuts (item 9) and then the adjusting

screws (item 8) of the yoke.
Page 14 0936
2 Rocker arm installed, tighten the adjustment screw (item

3, Fig. 12-16) to remove the rocker arm clearance.
3 Loosen the adjusting screw (item 8) on few turns and
start again point 2 if necessary. Tighten the adjusting screw (item
8) till contact with the valve end (hard point).
4 Lock carefully the counter nut (item 9) of the adjusting
screw to avoid that the adjusting screw (item 8) moves.
5 Tighten the counter nut (item 9) to the torque (see chap.
07).
12.4.2 Yoke
"I"
7. Yoke pin
8. Adjusting screw for valve yoke 9
9. Counter nut
a b c
Fig. 12-15
0936 Page 15
12.4.3 Rocker arm assembly.

12.4.3.1 Preparation
1 The push rods (item 11, fig. 12-16) are already fitted on
the engine.
Note : Ensure that the flywheel marks (A1 TDC - Top Dead Center
mark for example) are in accordance with the real A1 TDC (see
Chap. 06).
2 Turn the crankshaft in order to get the piston at TDC com-

bustion for the cylinder concerned.
3 Check that the push rods (item 11) are free .
4 Check that the roller tappets are on the basic radius of the
camshaft ( a-b area).
1. Rocker arm bracket

2. Rocker arm screw J
3. Adjusting screw I
3a. Rocker arm pin
4. Valve yoke
5. Lock nut
6. Rocker arm
7. Valve yoke pin
8. Adjusting screw
9. Lock nut
10. Dowel pins
11. Push rod
I. Contact between
rocker arm pin and
Fig. 12-16
12.4.3.2 Rocker arm assembly

1 Check that the 2 dowel pins (item 10) are fitted on the
rocker arms or on the cylinder head.
2 Mount the rocker arm bracket (item 1) with rocker arm
(item 6) on the cylinder head with 2 screws (item 2).
3 Before tightening the rocker bracket :
• Make sure that the rocker arm pin (item 3a) does not push
the yokes (item 4).
If necessary, loosen the adjustment screw (item 3).
• Tighten the two screws (item 2) to the right torque (see
Chap. 07).
• Make sure that the two camshaft rollers are on the basic
radius.
Page 16 0936
12.4.4 Valve clearance adjustment

1 After the rocker arm assembly, adjust the clearance of in-
let and exhaust valves with a feeler gauge SPC8430003 or a set of
appropriate shims.
2 Use the screw (item 3) to obtain the “J” clearance,
tighten the lock nut (item 5), see the tightening torque, Chap. 07.
Note : The “J” clearance is perfectly defined when the adjustment

shim is slightly difficult to move.
12.4.4.1 Control of the clearance adjustment

1 Use a mallet to hit slightly on screw (item 3), A area,
and on rocker arm (item 6), B area.
2 Check one more time the rocker arm clearance.
3 Modify it if necessary.
12.4.4.2 Assembly and adjustment of rocker arms on

following cylinders
Crank the engine in CCW way, till to see the mark corresponding to
the following cylinder (see firing order in chap. 06) and repeat the
previous instruction for the new cylinder.
Note : The operation is ended when two complete engine rotations

have been done.
0936 Page 17
12.5 Repair procedure

12.5.1 In case of rotocap failure
This procedure must be applied cylinder by cylinder from dismant-
ling to remounting. The cylinder head is fitted on the engine.
12.5.2 Dismantling
1 Turn the crankshaft to move the piston until TDC injec-
tion (valve closed, push rod free) of the failed cylinder head.
2 Remove the rocker bracket (see item 1, drawing 12-16).
3 Fit the tool set (item 1) SPC 8460010 (see Spare Parts Ca-
talogue Chap. 830), instead of the rocker bracket according to the
drawing 12-17.
4 Compress the springs about 15-20 mm by the screw (item
3).
5 Hit 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.
6 Unload the tool.
7 Spring retainers and springs can now be removed.
8 Check the conditions on the valve stem ; in case of doubt,
replace it.
Valve spring lifter tool
3
2
1 4
Fig. 12-17
Page 18 0936
12.5.2.1 Remounting
The remounting should be done with two new valve cotters.
1 Replace failed spring or rotocap.
2 Assemble the springs and rotocap on the valve.
(See Fig. 12-18 ).
1. Rotocap
2. Valve stem
3. Valve guide
4. Valve spring
5. Cylinder head
Fig. 12-18
3 Chamfer the sharp edges of the two new valve cotters.

(See Fig. 12-19 .)
Fig. 12-19
0936 Page 19
4 Compress the spring with the tool set SPC 8460010 (see
chap. 830 of the Spare Parts Catalogue).
5 Put in place the two valve cotters (item 1). Share out
the clearance "X" between the two valves cotters (See Fig. 12-20 ).
Above view of cylinder head valve
1
1
Fig. 12-20
6 Unload the springs.

7 Check that the valve cotters are fitted properly. For that,
use a plastic hammer to hit slightly on the top of each valve stem.
8 Fit the rocker arm assembly. Follow tightening torques
given in Chap. 07.
9 Adjust the valve clearances (chap. 06).
12.5.3 In case of water leakage

In case of water leakage, remove the cylinder head and make a 10
bars test pressure.
Page 20 0936
W200
13
Camshaft drive
0936 Page 1
W200
Camshaft Drive .........................................................................................................................................3
13.1 General description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
13.2 Intermediate gears and camshaft gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

13.2.1 Maintenance of camshaft gearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
13.2.2 Adjustment of valve timing (according to Fig. 13-04 and 13-06). . . . . . . . . . . . . . . . . . . 4
13.2.2.1Driving gears view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
13.3Exhaust valve timing adjustment values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
13.4Timing check from the camshaft door (except Ph2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
13.5Camshaft gear train removal (see Fig. 13-04 and 13-06) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

13.5.1Driving gears view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
13.6Crankshaft gear wheel for camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
13.7Camshaft drive gear fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Page 2 0936
W200 Camshaft Drive 13.
13. Camshaft Drive

13.1 General description
Fig 13-01
The camshaft drive is fully integrated in the engine block. The drive
components are identical both for the camshafts and the intermediate
gear wheels side A or side B.
The drive gear wheel (item 2) is shrunk fitted for Ph1 engines and is
bolted on the crankshaft for the other types. The injection timing ad-
justment occurs from the camshaft drive gear (item 1). Both gear
wheels in the intermediate shaft and camshaft gear are friction fitted
by mechanically tightened screws and adjustable through 360° (see
Chap. 13.2.2).
The drive gear wheel (item 1) is fitted by screws on the camshaft.
The camshaft rotates with half of the crankshaft speed (engine speed)
in the same direction as the engine.
0936 Page 3
13. Camshaft Drive W200
13.2 Intermediate gears and camshaft gear

The intermediate gear wheels are case hardened. The wheels have a
common shaft and are fixed to one another by a friction connection.
The bearing lubrication is arranged through drillings in the shaft and
in the wheels from a distributing pipe.
The basic adjustment of valve timing is done with the camshaft gear
wheel. The timing can be adjusted if the gear wheels are rotated in re-
lation to each other.
Note : If the valve timing is set wrong, the valves and the pistons will
come in contact with each other, which will cause serious da-
mage to the engine.
13.2.1 Maintenance of camshaft gearing

When possible, check the condition of the gears. Measure tooth back-
lash and bearing clearances, see Chap. 06. An early detection of any
tooth damage can prevent serious damage.
13.2.2 Adjustment of valve timing (according to

Fig. 13-04 and 13-06)
The adjustment of the valve and injection timing is done by changing
the relative position between the camshaft wheel and the intermedi-
ate wheels. If the position is changed, the position of the camshaft
gear is changed in relation to the camshaft.
This operation can be carried out with the flywheel and the cylinder
heads mounted but without A1 and B1 injection pumps.
Note : The relative position of the two gear wheels is set at the fac-
tory and must not be changed unless if absolutely necessary.
The same procedure can be followed identically for the two sides of
the engine A & B (see below).
Start the procedure with one side (usually A side). During the adjust-
ment, be sure that valves B side never touch the piston crown.
1 Check the engine TDC and also check if the flywheel mark
and the arrow are correctly in accordance. Follow the operation
mentionned in Chap. 06.
2 Check that the angular marking in the flywheel is cor-
rect. Flywheel perimeter in mm / 360° = X mm/°.
3 Remove the camshaft gear cover.
4 ONLY FOR PHASE 1 ENGINES : Remove the interme-
diate covers (item 19). This operation needs to be done
through the flywheel holes (see fig. 13-02).
Page 4 0936
Fig. 13-02
5 Undo the screws item 7, or item 17 for Ph1 engines.

6 Tighten them smoothly just to avoid slipping during the
cranking operation.
7 Crank the engine to bring the back of the injection cam of
the cylinder in question.
8 Fit the camshaft timing device SPC8480008 (item 1, Fig.
13-03) in place of the injection pump A1 or B1 according to the
camshaft timing side.
1. Camshaft timing device
Engine block Engine block
Injection cam
Fig. 13-03
9 Set the dial gauge needle to zero with 2 mm stroke.

10 Crank the engine in the ACW (Anti Clock Wise) direction
to lift the dial gauge needle and raise the value given in Chap. 13.3.
11 Fit the camshaft gear in this position.
12 Undo the screws item 7, or item 17 for Ph1 engines.
0936 Page 5
13 Crank the engine in the direction of the operation to give it

the correct angular position given in Chap. 13.3.
14 Check that the value is correct :
• The point of the flywheel facing the arrow is before TDC.
• Measure the length of the arc of circle between the current
point (facing the arrow) and the TDC mark.
• Divide this length by the value X (mm/°) (see Chap. 13.2.2,
step 2).
• Check that it is in accordance with the crankshaft position
value (see Chap. 13.3).
15 Tighten the screws item 7, or item 17 for Ph1 engines to
the correct value (see Chap. 07).
Note : Proceed the same manner for B side.
Last checking :
16 Crank the engine to bring the back of the injection cam of
the cylinder in question.
17 Set the dial gauge needle to zero with 2 mm stroke.
18 Crank the engine in the ACW direction to lift the dial gauge
needle and raise the value given in Chap. 13.3.
19 Check the value for the flywheel position : you have to find
the value given in Chap. 13.3 ; if not, restart the complete opera-
tion.
20 Refit the camshaft gear covers.
21 ONLY FOR PH1 ENGINES : Refit the intermediate covers
(item 19).
Page 6 0936
13.2.2.1 Driving gears view

Camshaft driving gear (B side)
22 Bearing support
Fig. 13-04
0936 Page 7
13.3 Exhaust valve timing adjustment values

Engine type Exhaust cam lifting in mm Crankshaft position
Phase 1 7 ± 0,02 15° before TDC
Phase 1C, 1200 rpm 7 ± 0,02 10° before TDC
Phase 1C, 1500 rpm 7 ± 0,02 13° before TDC
Phase 2 4,94 ± 0,02 16° before TDC
13.4 Timing check from the camshaft door (except Ph2)

Note : This method can also be used for the valve timing, as described
in Chap. 13.2.2.
1 Remove the camshaft cover at the cylinder in question (A1

or B1).
2 Turn the engine until the injection pump roller tappet (item
1, Fig. 13-05) from the cylinder in question is on the base circle of
the camshaft (item 2) i.e. approximately 30° before TDC (Top
Dead Centre) at the ignition.
3 Mount the checking tool SPC8480008 (item 3) on the two
A1 or B1 upper studs of the camshaft door and adjust the dial indi-
cator (item 5) to "0".
Note : Check the free movement of the lever (item 4).
1. Roller tappet
2. Camshaft
3. Checking tool
4. Lever
5. Dial indicator
6. Tappet
Fig. 13-05
4 Turn the engine in the firing rotation, direction CCW (Coun-

ter Clock Wise) and see from the flywheel side until the tappet
(item 6) lifts up to X mm.
5 Compare your reading with the value given in Chap. 13.3.
Page 8 0936
5 Compare your reading with the value given in Chap. 13.3.

6 Remove the checking tool and assemble the camshaft
cover (before fitting, check the O'ring status and replace it if
necessary).
7 Follow the same procedure for the other side of the en-
gine, cylinder B1.
13.5 Camshaft gear train removal (see Fig. 13-04 and

13-06)
1 Remove the flywheel.
2 Remove the cover (item 13).
3 ONLY for Ph1 engines : Remove the inlet lube-oil
pipes.
4 Remove the governor drive gear wheel (item 10) (A
side).
5 Remove the adjust camshaft shim (item 23).
6 Remove the housing (item 9).
7 Remove the bearings support (item 22).
8 Loose the camshaft screws (item 7).
9 Maintain the camshaft gear wheel (item 1) and remove
the extension shaft (item 11).
10 Remove the camshaft gear wheel (item 1) through the
side port of the engine block.
11 Remove the screws (item 16) and cover (item 19).
12 Remove the screws (item 17) and the intermediate gears
(item 3 and item 21).
Caution : Do not drop the gears on the engine block while dismantling.
0936 Page 9
13.5.1 Driving gears view

Camshaft driving gear (A side)
22. Bearing support

23. Camshaft shim
Fig. 13-06
13.6 Crankshaft gear wheel for camshaft drive

The crankshaft drive gear (item 6) is interference fitted on the crank-
shaft.
Fitting and removal must be carried out by the engine manufacturer.
13.7 Camshaft drive gear fitting

1 Fitting is the reverse procedure to removal.
2 Repeat the timing adjustment (see Chap. 13.2) after re-
fitting the intermediate drive gear.
Page 10 0936
W200
14
Valve mechanism and camshaft
0936 Page 1
W200
Valve Mechanism and Camshaft ...................................................................................................3
14.1 Valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

14.1.1 Description of valve mechanism. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.1.2 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.1.3 Maintenance of valve mechanism and valve tappets . . . . . . . . . . . . . . . . . . . . . . . . 4
14.1.3.1 Dismantling of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.1.3.2 Inspection of valve mechanism parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
14.1.3.3 Valve mechanism refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
14.2 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.2.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.2.2 Removal of a camshaft section, from the flywheel side . . . . . . . . . . . . . . . . . . . . . . . 7
14.2.3 Removal of a camshaft section from the free end side . . . . . . . . . . . . . . . . . . . . . . . . 8
14.2.4 Re-installing the camshaft section from the flywheel . . . . . . . . . . . . . . . . . . . . . . . . 8
14.2.5 Re-installing the camshaft section from the free end side . . . . . . . . . . . . . . . . . . . . . . 9
14.2.6 Injection pump multihousing assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
14.2.7 Roller tappet assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
14.2.7.1 Mounting instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
14.2.7.2 Checking procedure of the axle indexing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
14.3 Camshaft bushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

14.3.1 Camshaft bushes - inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
14.3.2 Anti-friction bushes - removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
14.3.3 Bushes - refitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Page 2 0936
W200 Valve Mechanism and Camshaft 14.
14. Valve Mechanism and Camshaft

14.1 Valve mechanism
14.1.1 Description of valve mechanism
The valve mechanism operates the inlet and outlet valves at the re-
quired timing. The valve mechanism consists of piston type valve
tappets (item 3) moving in a common guide block casing; the
multihousing (item 4), tubular push rods (item 6) with ball joints,
nodular cast iron rocker arms (item 8) journalized on a rocker arm
bearing bracket (item 11), yokes (item10) guided by a yoke pin in
the cylinder head.
9 1. Roller and bronze bushing
7 8 2. Roller pin
3. Valve tappet
F 4. Roller tappet housing
5. Protection sleeve
6. Push rod
7.Circlips
8. Rocker arm
9. Rocker bracker screw
10. Yoke
11 10 11. Rocker bracket
19 12. Screw and special washer
5 13. Safety plate and screw
6 5 14. O-ring
15. Valve tappet cover
14 14 16. Locking pin
15
12 4 17. Spring
4 18. O-ring
15 19. Screw
3 1 18
3 3
2
F 13
17
16
1
Fig 14-01
0936 Page 3
14. Valve Mechanism and Camshaft W200
14.1.2 Function
The movement of the valve tappets is governed by the cam profile.
The valve tappets transfer the movement through push rods to the
rocker arms.
The rocker arms operate the two inlet and two exhaust valves
through the yokes.
The rocker arm holder is made of :
• modular cast iron for the bracket
• steel for the axis.
The angular position of the axis is important for the quantity of lube
oil supply to the valve mechanism.
The rocker arm bracket is fastened to the cylinder head with two
long screws.
The rocker arms act on the valve yokes, which are guided by an axis
fitted in the cylinder head.
To compensate for heat expansion a clearance must be adjusted be-
tween the rocker arm and yoke (valve clearances). All adjustments
are made on a cold engine, and this work procedure is explained in
Chap. 06.
Each valve yoke operates two valves simultaneously.
The valve mechanism is lubricated from the main flow with pipe
connections, see Chapter 18 (Lube oil flow to camshafts). All other
flows in the cylinder head are through drillings.
Lube oil to the valve yokes passes through the rocker arm bracket.
Lube oil, which is passed to the yokes, lubricates the valve rotators.
Lube oil is returned to the crankcase in a free flow through the pro-
tecting sleeves for the push rod
14.1.3 Maintenance of valve mechanism and valve

tappets
This mechanism is normally maintenance free. However, compo-
nent wear should be checked at the times specified in Chapters 04
and 06, for settings and limits of wear. Mark the components when
dismantling, so they can be refitted in the same position to avoid un-
necessary wear.
14.1.3.1 Dismantling of valve mechanism

1 Remove the valve mechanism covers and camshaft cover
from the cylinder in question.
2 Turn the crankshaft to a position where the valve tappet
rol-
lers and the injection pump are positionned on the base circle of
the cam.
3 Undo the screws (item 9) and remove the rocker bearing
bracket (item 11) from the cylinder head.
Page 4 0936
4 Remove the circlips (item 7) with the dedicated circlips

pliers and rocker arms (item 8).
5 Remove the push rods (item 6) and the protecting
sleeves (item 5).
6 Remove the necessary pipes, injection pipe, fuel leak
pipes and lube oil pipe. Disconnect the fuel rack, see chapter
12&16.
7 Open the fuel pipe connection on the injection pump con-
cerned. Use Circlip pliers to slide the fuel retainer ring to one side.
Move the fuel line connecting sleeves clear of the adjacent fuel
pipes, see chapter 16.
8 Remove the screws with special washers (item 12) and
take off the injection pump (item 4).
9 Remove the securing plate (item 13) to withdraw the
valve tappets. Then mark the parts so they can be put back in the
correct position.
10 The tappet roller (item 1) and the roller pin (item 2)
can then be separated by depressing the locking pin (item
16) into the roller pin and sliding out.
Note : When removing the tappet roller, take care not to loose the
locking pin (item 16) and its spring (item 17) of the roller pin.
14.1.3.2 Inspection of valve mechanism parts

1 Clean the rocker arm bore and the journal, mesure the ex-
tent of wear. When cleaning, pay special attention to the oil holes.
2 Clean and inspect all parts of the valve tappets. When
clea-
ning, pay special attention to the oil holes.
3 Measure the valve tappet boring and the journal as well as
the tappet roller for wear.
4 Replace the O-rings (item 14 and 18) of the valve tappet
cover (item 15) if they are damaged or hardened.
14.1.3.3 Valve mechanism refitting
1 Lubricate the parts of the valve tappet with clean en-
gine oil and assemble them in alignment with the marks, that were
made during removal.
2 Insert the valve tappets (item 3) into their guide housing
(item 4).
3 Fix the securing plate with the screws (item 13), that are
pre-covered with Loctite 243, reference 184741040.
4 Mount the injection pump onto the engine with screws
and special washers and tighten them to the stated torque, see
chapter 07.
5 Connect the fuel pipes between the multihousings con-
cerned. Move the fuel line connecting sleeves on the adjacent fuel
0936 Page 5
pipes. Use circlips pliers to slide the fuel retainer ring to its
groove.
6 Lubricate the O-rings (item 14) with the engine oil, in-
sert the protecting sleeves (item 5) and push rods (item 6) into the
valve tappet cover (item 15) and the pushrods (item 6) into the
valve tappet (item 3).
7 Mount the yoke. For adjusting the yokes, see section 12.4.2.
(chapter 12).
8 Lubricate the rocker arm bore and mount the rocker
arms (item 8) on the bracket (item 11).
9 Fit the circlips (item 7) with a circlips pliers and
check the axial clearance and free rotation of rocker arms.
10 Mount the rocker arm bracket (item 11) on the cylinder
head and tighten the screws (item 9) to the nominal torque (see
chapter 07).
11 Turn the crankshaft, so that the inlet and exhaust cam pro-
file are on the cylindrical part of the cam (TDC ignition) for the cy-
linder head in question. Tighten the screws to the nominal torque
12 Connect the injection pipe, fuel leak pipe and lube oil pipe.
Connect the fuel rack, see chapters 16 and 07 for the tightening
torques.
13 Check the valve clearances (see chapter 06) and
mount the covers.
Page 6 0936
14.2 Camshaft
14.2.1 Description
Characteristics and dimensions The camshaft is made of two sections for the 12V and three sec-
Material: special case-hardened tions for the 16V and 18V engines. The sections are joined together
steel by flanges. The camshaft rotates in bushes that are nitrogen fitted
Space requirements for camshaft into the engine block. They may be removed with a special hydrau-
maintenance:
V12: 900 mm;
lic tool SPC 8370005 with SPC 8370004 and SPC 8370007 (see Chap-
V16&18 : 1200 mm ter 837 from Spare Parts Catalogue). The camshaft may be removed
Mass per section: 55 / 75 kg from the engine or fitted into it from either end.
The lubricating oil for the camshafts is fed at the flywheel end via
the governor drive gear protector box (A side) or via the box on B
side
The lube oil flows through the camshaft along an oilway and lubri-
cates the camshaft bearings.
14.2.2 Removal of a camshaft section, from the fly-

wheel side
1 Uncouple the alternator and the engine.
2 Remove the flywheel.
3 Remove the flywheel cover.
4 Remove the injection pump multihousings in relation with
the camshaft section concerned.
5 Remove the side access doors, remove the rocker gear
connection.
6 Remove the camshaft drive gear without touching the in-
termediate gears (See Chapter 13).
7 Undo the flange clamping nuts.
8 Remove the camshaft end cover, on free end side.
9 Separate the camshaft sections.
10 Fit the support tools, SPC 8360003 (4 for 12V and 16V, 6
for 18V).
11 Note the position of the parts so they can be refitted in
the same location.
12 Move the free section carefully toward the end of the en-
gine and extract it, using a hoist and a fibre sling, passing succes-
sively through the roller tappet housing locations.
0936 Page 7
14.2.3 Removal of a camshaft section from the free

end side
1 Drain the water circuit as explained in chapter 19. Remove
the two camshaft covers on free end side
2 Remove the two air coolant covers on water side
3 Remove the two camshaft covers on free end side
4 Remove the injection pump multihousing in relation with the
concerned camshaft section.
5 Undo the flange clamping nuts.
6 Remove the shaft end closure
7 Note the position of the parts, so they can be refitted in the
same location.
8 Fit the support tool SPC 8360003 (4 for 12V and 16V, 6 for
18V).
9 Separate the camshaft sections
10 Move the free section carefully toward the end of the engine
and extract it using a hoist and a fibre sling passing successively
through the injection pump multihousing locations.
14.2.4 Re-installing the camshaft section from the

flywheel
1 Clean and degrease all screw threaded components
and the connecting flange faces, with an universal solvent, refer-
ence MGE000062.
2 Clean and lubricate the anti-friction bushes with clean
engine oil.
3 Carefully slide the camshaft section into place using
the support tool SPC 8360003 (4 for 12V and 16V and 6 for 18V).
Use the marks made as in Chap 14.2 to position the different sec-
tions correctly.
4 Change the nuts for new ones and tighten them to the
torque specified in Chap 07.
5 Refit the camshaft gear (see Chapter 13).
6 Refit the protecting boxes .
7 Carefully check visualy the valve pushrods and the
cams.Change them even if only slightly damaged.
8 Refit the flywheel cover and the flywheel.
9 Check the timing setting on cylinders 1 and 4 (See Chapter
13).
10 Refit the injection pump multihousings, see chapter 16.
11 Fit the camshaft doors, tighten to the right torque, see
chapter 07.
12 Check the valve clearances, see Chapter 06.
13 Couple up the engine to the alternator and check the
alignment, see chapter 07.
Page 8 0936
14.2.5 Re-installing the camshaft section from the

free end side
1 Clean and degrease all screw threaded components and
the connecting flange forces with an universal solvent , reference
MGE000062.
2 Clean and lubricate anti-friction bushes with clean engine
oil.
3 Carefully slide the camshaft section or the complete cam-
shaft according to the case into place, using the support tool SPC
8360003 (4 for 12V, 16V and 6 for 18V).
Note : In case of complete camshaft assembly :

- On A side, remove the connection axle (item 1, fig. 14-02) and
replace it by the tool SPC8370002
- On B side, remove the connection end piece (item 2, fig.14-02)
and replace it by the tool SPC8370002.
B bank
2
Free end side Flywheel side
1
A bank
Fig.14-02
4 Remove the tooling and mount the connection axle or the end
piece on the camshaft, according to the camshaft side.
5 Use the marks made as in chapter 14.2.3. to refit the parts in
same location.
6 Change the nuts for new ones and tighten them to the right
torque, see chapter 07.
7 Refit the camshaft gear, see chapter 13.
8 Refit the protecting covers.
9 Check carefully the pushrods and components. The latter
can be changed even if only slightly damaged.
14.2.6 Injection pump multihousing assembly

1 Check the cleanliness of the block and the housing sur-
faces
0936 Page 9
2 Put the lube oil sealing (item 2) on the engine block

3 Check the good behaviour of the two dowel pins (item 1)
4 Smear the tappet housing sealing surface on the engine
block side, with a special sealing paste, ref.MGE000084.
5 Fix the housing with screw and special washers tightened
to the right torque, see chapter 07.
1
1
Upper B bank view

Upper B Bank view
Fig. 14-03
6 For injection pump refitting, see chapter 16.
Note : When refitting the injection pump, do not forget to put the
O-ring for lubrication, on the block side.
Page 10 0936
14.2.7 Roller tappet assembly

This document is the procedure to check the good fitting of the inlet
and exhaust roller tappets.
14.2.7.1 Mounting instruction

1 Clean the different parts.
2 Write a line with an indelible pen, on the end of the axle, paral-
lel with the axis of the positioning pin hole.
Fig. 14-04
Note : This mark is made to perform the good indexing of the pin
(item 6) into the housing (item 7), fig.14-05.
3 Smear the axle (item 1) with Vaseline, reference MGE000074.

4 Grease the bronze bushing (item 2).
5 Put the bronze bushing in the roller (item 3).
6 Put the roller with the bronze bushing in the roller tappet
hou-
sing (item 4).
7 Put the spring (item 5) in the positioning axle hole (item 8).
8 Put the pin (item 6).
9 Maintain the spring (item 5) under pressure by pushing the
pin (item 6).
10 Fit the axle through the roller tappet housing according to by
keeping the axis, written with the indelible pen, vertically.
11 Check that the pin is correctly in the housing pin hole (item
7).
0936 Page 11
1
8
5
7
Fig. 14-05
Page 12 0936
14.2.7.2 Checking procedure of the axle indexing
Fig. 14-06
a) Visually checking
• Check that the axle is blocked in translation.
• Check that the mark written with the indelible pen is verti-
cal.
If not, dismantle and mount again the part. For that, push
the positioning pin means of a nail and push the axle out of
the roller tappet housing.
b) Measurement
Means of a depth caliper, measure the dimension A corresponding
to the depth of the pin. (See following figure)
Fig. 14-07
Note : The dimension A must be less than 5 mm. That proves that the
pin is in the correct position.
If the dimension A is more than 5 mm, reperform the assem-
bling.
0936 Page 13
14.3 Camshaft bushes

14.3.1 Camshaft bushes - inspection
When the camshaft is removed, the bush bores can be measured
using a ball-tip micrometer without removing the bushes. The limit
of wear is given in Chapter 06. If it is reached or exceeded for one
bush, change all of them. A special tool with a hydraulic extractor
cylinder, (extractor SPC 8340050), is available for this job.
14.3.2 Anti-friction bushes - removal

1 Fit the extractor.
2 Tighten the hydraulic tool SPC 8370005 by exerting trac-
tion on the screw SPC 8360010.
3 Connect the hydraulic pump flexible lines to the tool,
see chapter 07.
4 Extract the bush. If it does not come out, tap the end flange
lightly.
5 Open the pump valve, disconnect the lines and remove the
tool.
14.3.3 Bushes - refitting

This is a very skilled job. It is recommended to contact your
Wärtsilä network representative. The camshaft bushes are fitted by
using liquid nitrogen. Bushes must be refitted with regard to the
markings made at the time of removal.
Note : Check that the lubricating hole in the engine block matches up
with the lubricating hole in the bush.
Page 14 0936
W200
15
Turbocharging and air cooling
0936 Page 1
W200
Turbocharging and air cooling .......................................................................................................3
15.1 Twin turbocharger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

15.1.1General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.2 Operation mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.3 Removing and installing the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15.1.4 Lubricating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
15.1.4.1 Oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
15.1.4.2 Lube oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
15.1.5 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
15.1.5.1 Daily inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
15.1.5.2 Cleaning operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
15.1.6 Maintenance works (M1, M2, M3 codes, see Chap. 04) . . . . . . . . . . . . . . . . . . . . . . . 8

15.1.6.1 To clean the turbocharger, dismantle the silencer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
15.1.7 Filtering cover for turbocharger TPS52 and TPS57 . . . . . . . . . . . . . . . . . . . . . . . . . 9

15.1.8 V-clamps for turbochargers TPS52 and TPS57 . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
15.1.8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
15.1.8.2 Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
15.1.9 Cleaning the compressor (fig.15-08). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

15.1.10 Removing and installing the cartridge group . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
15.2 Charge air circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

15.2.1 Air cut-off valves (in option). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
15.2.1.1 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
15.3 Charge air cooler maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

15.3.1 General maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
15.3.2 Cleaning of the charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Page 2 0936
W200 Ph2/C/D, W220 PhC/D Turbocharging and air cooling 15.
15. Turbocharging and air cooling

15.1 Twin turbocharger
15.1.1 General description
Data and dimensions The function of a turbocharger is to use the exhaust gas energy of
Weight (dry) : TPS52 : ~ 200 kg an internal combustion engine (which would otherwise be wasted).
TPS57 : ~ 310 kg The compressor increases the pressure and density of the charge air
Inlet turbine maxi. temp : 650 °C in the engine cylinder, thereby increasing the power above that of
Maximum turbine speed :
TPS52 : 49900 rpm
an atmospheric engine.
TPS57 : 40900 rpm
15.1.2 Operation mode
Fig. 15-01
The turbocharger consists in two machines : a radial turbine and a

radial compressor mounted on a common shaft.
0936 Page 3
15. Turbocharging and air cooling W200 Ph2/C/D, W220 PhC/D
The exhaust gases from the diesel or gas engine flow through the
gas outlet casing (item 10) and nozzle ring (item 9) to the turbine
wheel.
The turbine wheel (item 7) uses the energy contained in the exhaust
gases to drive the compressor (item 13), whereby the compressor
draws in fresh air, compresses it before being forced into the cylin-
ders.
The exhaust gases exit the turbocharger via the gas outlet channel
(item 8).
The turbocharger is gastight.
The air necessary for the operation of the diesel or gas engine and
which is compressed in the turbocharger, is drawn through the suc-
tion branch or the silencer (item 1) into the compressor wheel (item
13 ). It then passes through the diffusor (item 3) and leaves the
turbocharger through the volute of the compressor casing (item 14).
The rotor runs in two radial plain bearings (items 5/6) located in the
bearing bushes (items 11/12) between the compressor casing and
turbine casing.
The axial thrust bearing (item 5) is located between the two radial
plain bearings.
The bearings are connected to a central lubricating oil feed in which
the oil is supplied by the oil system of the engine.
The oil outlet is always at the lowest point of the bearing casing
(item 4).
Page 4 0936
15.1.3 Removing and installing the turbocharger

1 Disconnect all air lines from the external filter (oil bath fil-
ter) and exhaust gas silencer.
2 If provided : Remove the turbocharger insulation.
3 Disconnect all oil and water pipes.
4 Check the lifting equippment.
Turbocharger without Attach lifting equippment to the bearing casing.

gas outlet elbow :
Fig. 15-02
Caution : Consider the weight of the turbocharger when selecting a sui-

table rope. Note the centre of gravity.
5 Release fixing screws on bearing casing.

6 Lift the turbocharger from the engine.
7 Cover oil connections.
To install the turbocharger, follow the instructions in reverse order.
Note : Always use new gaskets.
0936 Page 5
15.1.4 Lubricating
15.1.4.1 Oil supply
A properly designed oil supply, suitable for all modes of operation, is
an important prerequisite for trouble-free operation of the turbochar-
ger. The lubrification of the TPS turbocharger is provided by the lube
oil from the engine lube oil circuit.
Warning : Please follow strictly the lube oil list given in Chap. 02, in
which you will find the approved products . If not, no warranty
should be taken into account.
15.1.4.2 Lube oil Pressure

The lube oil pressure is provided through the turbocharger holder,
the pressure is calibrated by an orifice at the connection level with
the turborcharger holder.
15.1.5 Maintenance
15.1.5.1 Daily inspection
Inspection work during operation includes visual checks, as well as
monitoring and measuring in order to ensure the correct functioning
of the turbocharger. This serves as an aid for the recognition of de-
viations during operation in order to prevent damage to the ma-
chine.
Note : Control and measurement checks must be carried out on the

listed inspection points at the intervals quoted, see
maintenance schedule chap. 04.
15.1.5.2 Cleaning operation

Regular cleaning should ensure fault-free operation of the turbo-
charger and its fittings.
The filter rings should be washed every week.
The external conditions have big influence on the degrees of con-
tamination of the cleaning points listed below. The intervals
quoted in the maintenance schedule can be reviewed in conse-
quence.
Page 6 0936
During all cleaning work, the safety instructions must be observed.
Visual check
Washing
Fig. 15-03
0936 Page 7
15.1.6 Maintenance works (M1, M2, M3 codes, see

Chap. 04)
Maintenance work includes inspection and function checks of wea-
ring parts with or without changing process materials, parts or mo-
dules. It must be carried out in accordance with the intervals as set
out in Chap. 04.
Caution : Failure to carry out the maintenance work within the pres-
cribed intervals can lead to damage and inoperation of the
turbo.
The safety instructions in the respective chapters must be ob-
served for all maintenance work.
The turbocharger must be removed to carry out the mainte-
nance.
Damaged parts which could impair the correct functioning
must be replaced.
Screw fastenings must be tightened with a torque wrench, in
accordance with specifications given in Chap. 07.
If retightening is no longer possible, replace the screw faste-
nings or V-clamps.
Keep lubrication and process materials ready.
1. Bearing
2. Turbine
3. Compressor
Fig. 15-04
Caution : The operations on parts 1, 2 and 3 must be done by authorized

engineers from Wärtsilä.
Page 8 0936
15.1.6.1 To clean the turbocharger, dismantle the si-

lencer.
1 Remove the filter covers (item 1).
2 Withdraw the cover sheet-metals (items 3 & 4), bend
up and remove the felt segments (item 5).
Caution ! When cleaning, take care that the felt segments do not become
wet.
3 Remove dirt from the felt segments with a soft brush or

dry compressed air.
4 Heavily soiled felt segments and filter ring should be re-
placed (see Spare Part Catalog, Chap. 158).
Note : Mount the extended cover sheet-metals (items 3 & 4) over the
ribs (item A).
Fig. 15-05
15.1.7 Filtering cover for turbocharger TPS52 and

TPS57
It can be washed with tepid water if necessary (dirtying) and should
be replaced as soon as a change appears (rip, burn, lost of elasticity,
ect...). Its lifetime depends on the ambient conditions (dusty, greasy
surroundings...).
0936 Page 9
15.1.8 V-clamps for turbochargers TPS52 and

TPS57
15.1.8.1 Introduction
The turbocharger casings (turbine / compressor / main) and the
hoods (Exhaust / Inlet) have two types of assembly :
First type (see fig. 15-06)

The turbocharger, inlet and outlet sides, is assembled with clamps,
called "V-clamp".
Exhaust elbow
V-clamp
Air filter Compressor Turbine casing

v-clamp casing V- V-clamp
clamp
Fig. 15-06
Page 10 0936
Second type (see fig. 15-07)

The turbocharger, inlet and outlet sides are assembled with screws.
Exhaust elbow
bolt connection
Air filter V-clamp Compressor casing Turbine casing

bolt connection
bolt connection
Fig. 15-07
15.1.8.2 Instructions
For all operations on the turbine side of the turbocharger, follow the
recommendations below :
• Completely dismantle the turbocharger from the engine.
• The turbine casing adjustement must be done from turbo-
charger in the vertical position.
• Pay special attention to the V-clamp level for the parts ad-
justement and tightening (see Chap. 07 for tightening).
• In case of dismantling, clean the different parts perfeclty,
never dismantle the nozzle ring. For the V-clamp, clean it
thoroughly with a steel brush before fitting.
• Lubricate the thread and the internal part of profile with
high temperature lubricating paste (ref. MGE000070 or
similar).
• Tighten the V-clamps (see Chap. 07). The V-clamps must
be tightened regularly, and in case there is not enough
clearance, V-clamp must be replaced. For the periodicity,
see Chap. 04.
Note : The V-clamps set must be replaced every 6000 running hours.
0936 Page 11
Warning : Never try to dismantle or adjust the turbocharger V-clamp on

the engine.
Never try to dismantle turbocharger turbine casing directly on
the engine.
Never try to dismantle the turbocharger from the engine with-
out the turbine casing and the exhaust elbow.
15.1.9 Cleaning the compressor (fig.15-08)

1 Apply penetrating lube oil to screw thread of V-clamp
(item 2) and allow time to take effect.
2 Remove the silencer (item 1).
3 Remove the four bolts at the flange level of the compres-
sor casing.
4 Release V clamps (item 2) or screws slightly and turn
the compressor casing (item 3) upwards until the ring bolt can be
hooked on to the lifting equipment.
5 Attach lifting equippment to the compressor casing.
Caution : Take account of the weight of the casing to select a suitable

rope.
6 Release V clamps or screws fully and remove the com-

pressor casing with wall insert (item 4) and O-ring (item 5).
7 Clean the compressor (item 6) and the diffuser (item 7)
with a nylon brush and pure water.
8 Set back the compressor casing in the right position.
Caution : Lubricate the threads and the internal part of profile with
antiscuff or similar high temperature paste ref. MGE000070.
9 Tighten the V clamps or screws (see Chap. 07 for tighte-

ning torque).
Page 12 0936
10 Set back the silencer.

item A : Thread M10 (for 12V)
: Thread M12 (for 16V, 18V)
2 A 5 4 7
1 3 6
Fig. 15-08
15.1.10 Removing and installing the cartridge

group
Caution : Take account of the weight of the cartridge group when selec-
ting the rope.
1 Follow the procedure "cleaning the compressor" (chap.

15.1.9).
2 Release and remove fixing screws (item A) of turbocharger
casing (fig. 15-09).
3 Check lifting equippment and for bearing casing.
4 Remove the cartridge group and gasket (item 7).
5 Plug lube oil channels for protection (item B).
6 Remove nozzle ring (item 4).
7 Measure axial and radial clearances (according to the
measurement record Chap. 06).
0936 Page 13
8 For the reassembly, fill in the procedure in reverse.
Fig. 15-09
Note : Check gasket rings for damage and replace them if you have
any doubt about their condition. Clean V-clamp (see Fig. 15-9,
item 1) thoroughly with a steel brush before fitting.
Lubricate the thread and the internal part of the profile with
Antiscuff (or similar high temperature lubricating paste ref.
MGE000070).
Caution : Do not damage or displace gasket rings (item B) in the

turbocharger foot during assembly (see Fig. 15-09).
Page 14 0936
15.2 Charge air circuit

The engine charge air circuit is composed of 2 turbochargers (one
for each bank) feeding one common charge air cooler. The cooled
air is entering the cylinder after crossing the V part of the engine and
the multiducts.
1. Turbochargers
2. Charge air cooler (common)
3. Cut off valve
Fig. 15-10 / Figure is not contractual
15.2.1 Air cut-off valves (in option)

On the engine, after each turbocharger (compressor side), an air
cut-off valves (item 3 Fig. 15-10 and item 1 Fig. 15-11) is mounted
(*). In case of engine problems, a solenoide valve closes the air
cut-off valve in order to stop air inlet. The air cut-off valves is an air
flap type shutter.
(*) This device is used as a protection for the engine, in case the re-
moval engine shut down is not working.
0936 Page 15
15.2.1.1 Maintenance
F view
1 1
F view
F view
Fig. 15-11
After closing the air flap, use the dedicated tool to push the guillo-
tine plate in place (according to the attachement flap shaft).
Warning : Never put the fingers or hand inside the system.
Page 16 0936
15.3 Charge air cooler maintenance

15.3.1 General maintenance
1 Condensation from the air is drained through a small
drill plug (item1) at the bottom between the charge air cooler and
the air manifold or the engine block. Make sure the draining pipes
are open by checking the air flow when running.
Caution : If water keeps on dripping or flowing from the draining pipe

for a longer period (unless running all the time in conditions
with very high humidity), the cooler insert may be leaky and
must be dismantled and pressure tested.
Charge air cooler top view
Fig. 15-12 Detail of drill plug
2 At longer stops, the cooler should be either completely fil-

led or completely emptied, as a half-filled cooler increases the
risk of corrosion. If there is a risk of sinking water level in the sys-
tem when the engine is stopped, drain the cooler completely.
0936 Page 17
Open the air vent screw (item 9) to avoid vacuum when draining.
Fig. 15-13
15.3.2 Cleaning of the charge air cooler

Cleaning 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 according Chap. 04. If the air temperature
after cooler cannot be held, proceed to the charge air cooler inspec-
tion and cleaning if necessary (valves at full load).
Note : The maximum of Delta pressure between the two sides of the
cooler is 150 mbars.
1. Draining hole location air

2. Water pipes location
3. Hood
4. Protection grid
5. Visitor door
6. Fixing bolts 5
8. Header
1
3 6
8 2
Fig.15-14
Page 18 0936
1 Drain the cooling water (see Chap. 19).

2 Remove the HT and LT cooling water pipes (item 2, Fig.
15-15).
3 Remove the protection grid around the charger cooler
(item 4).
4 Remove the bolts at the connexion flanges at turbocharger
outlet level (item 6).
5 Open the visit door on the charge air cooler hood (item 5).
6 Apply the lifting tool SPC 8360011, see Spare Parts Cata-
logue, chap. 836.
7 Remove the hood (item 3) (charge air pipe) of the charge
air cooler.
Fig. 15-15
8 Remove the cooler.

9 Clean the air and water sides of the cooler by immer-
sing it into a chemical cleaning bath for at least 24 hours. We re-
commend that the detergent is circulated for a better cleaning ef-
fect. After cleaning,applying a powerful water jet should flush the
cooler.
Recommended product :
Wärtsilä Biocleaner Combi Degreaser n° 003880062.
Note : If the water jet attacks the cooling tubes vertically, i.e. in pa-
rallel to the fins, a pressure of 120 bars is suitable to be applied
at a distance of two meters from the fin surface.
10 Pressure test the cooler after cleaning.

11 Always check for corrosion when cleaning.
Caution : Wrong use of water jet may cause damage to the fins, which re-
sults in an increased pressure drop over the air cooler and an
decreased efficiency.
0936 Page 19
12 Check the surface quality of the gaskets (item 1) be-

tween the headers (item 2) and the cooler (item 3), fig.15-16.
13 Smear the gaskets with Perfect Seal paste, ref. 184751171.
14 Reassemble the cooler (item 3) in accordance with
Fig.15-16.
1 3 1
2
2
Fig. 15-16
15 Mount the cooler on the engine. For that, it is mandatory

to replace all the screws.
16 Fill the water circuit.
Caution : Carefully follow the recommendations given in Chap. 07 for

the position of the screw and the torque to coupling.
17 Vent the cooler for a better venting. Start the pre-heating

system on and check the tightness when starting up (see Chap.
19).
Page 20 0936
W200C and D, W220C and D Turbocharging and air cooling 15.
0936 Page 21
W200
16
Injection system
0936 Page 1
W200
Injection System ......................................................................................................................................3
16.1 Injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

16.1.1 General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
16.1.2 Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
16.2 Injection pump removal and assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

16.2.1 Injection pump removal (see fig. 16.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
16.2.2 Injection pump assembly (see fig. 16.3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
16.3 Maintenance of injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

16.3.1 Control pressure valve replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
16.3.2 Anti-erosion plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
16.3.3 Injection pump roller replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
16.3.4 Injection pump overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
16.4 Injection line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

16.4.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
16.4.2 Injection line assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
16.5 Injection nozzle holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

16.5.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
16.5.2 Removing nozzle holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
16.5.3 Overhauling injection nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
16.5.3.1 Sealing surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
16.5.3.2 Injection nozzle checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
16.5.3.3 Injection nozzle adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
16.5.4 Injection nozzle holder refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Page 2 0936
W200 Injection System 16.
16. Injection System

16.1 Injection pump
Data and dimensions The engine is equipped with one injection pump per cylinder. The
Multihousing : injection pumps are located under the hot box covers. The functions
- material : special cast iron of the injection pump multihousing are :
- weight :
Injection pressure :
30 kg
1500 bar
• Housing for the injection pump element,
Plunger : anti-wear coating • Fuel supply channel along the whole engine,
• Fuel return channel from each injection pump,
• Guiding for the valve tappets,
• Lubricating oil supply to the valve mechanism.
The arrangement of the multihousing represents the ultimate in safe
fuel system. It also gives a compact design without fuel piping and
an easy maintenance operation.
Each injection pump is equipped with an emergency stop piston
coupled to an electro-pneumatic overspeed protecting system.
0936 Page 3
16. Injection System W200
16.1.2 Function
The injection pump pressurizes the fuel to the injection nozzle. The
fuel rack (item 9) turns the injection pump plunger (item 14) to in-
crease or decrease the fuel feed quantity according to the engine
load and speed. The governor drives the fuel rack.
The plunger, pushed up by the camshaft via the roller tappet (item
18) and pulled back by the spring (item 7) acting on the roller tap-
pet, reciprocates in the element on a predetermined stroke to feed
fuel under pressure.
The plunger (item 14) also controls the injected amount by adjusting
the helix edge position relative to the discharge port. The plunger
has an obliquely cut groove (lead) on its side. When the plunger is at
the lowest position or bottom dead centre, fuel flows through the in-
let port into the element bore. Rotation of the camshaft moves the
plunger up.
10
A. Discharge port
1. Tappet pin 12
2. Tappet
3. Cylinder screw
11
G
4. Retaining ring
5. Sleeve 15 13
6. O-ring
7. Spring 13
8. Spring plate A
9. Fuel rack 9
9 14
10. Constant pressure valve 4 8
11. Pump element 5
12. Screw 7
13. Erosion plug 8
14. Plunger
15. Venting screw 6
16. Spring
3
17. Pin
18. Tappet roller 19 2
19. Roller shaft 18 1 19
16 18
17
Fig 16-1
When the top edge of the plunger step is lined up with the ports, the
application of pressure to fuel begins. The high-pressure fuel goes to
the injection nozzle.
The plunger stroke during which the fuel is fed under pressure is
called the effective stroke.
According to the engine load, the amount of fuel injected is increa-
sed or reduced by turning the plunger a certain angle to change the
helix position where the ports are closed on the up stroke and
Page 4 0936
hence increasing or reducing the effective stroke. The fuel rack

(item 9) is connected to the regulating mechanism of the governor.
The element is of a mono-block design with integrated and constant
pressure valve (item10). The ports are of a special design to prevent
cavitation.
The constant pressure valve, fitted on the top of the element, per-
forms the function of discharging the pressurized fuel to the injec-
tion pipe.
After the effective stroke, the fuel is drawn back through the cons-
tant pressure valve from the high-pressure injection pipe to instantly
lower the residual pressure between the delivery valve and the
nozzle. This drawback effect improves the termination of an injec-
tion on the nozzle and prevents nozzle re-opening and plunger cavi-
tation..
The multihousing is provided with two anti-erosion plugs (item 13),
which can easily be replaced when necessary.
0936 Page 5
16.2 Injection pump removal and assembly

During maintenance, utmost cleanliness must be observed.
16.2.1 Injection pump removal (see fig. 16.2)

1 Turn the crankshaft to bring the considered cylinder to
TDC position (rods are free).
2 Remove the rocker cover, rocker bracket, push rod protec-
ting pipes and push rods according to chap. 14.
3 Remove the camshaft door of the considered cylinder.
4 Turn the crankshaft one cover revolution (360°), to bring
the considered cylinder to the back of the injection cam.
5 Remove the injection pipe (item 7).
6 Remove the return pipe for fuel leakage (item 5).
7 Remove the air pipe for stop device (item 6).
8 Remove the lubricating oil pipe for rocker arms (item 9).
9 Remove the fuel supply and return chanel sleeves (item
10).
10 Remove the 6 screws, A location
11 Remove and lift the injection pump (item 1).
1. Injection pump
5. Return pipes for fuel
leakage
6. Air pipe for stop de-
11 vice
7. Injection pipe
5 8. Anti-erosion plug
7 9. Rocker lubricating oil
A pipe
9 10. Fuel channel sleeves
11. Fitting screws
8
A
A. Injection pump fixing
screws
1
6
OUT A
5
IN
10
Fig. 16-2
Page 6 0936
16.2.2 Injection pump assembly (see fig. 16.3)

1 Turn the camshaft to bring the considered cylinder to the
back of the injection came. Check visually through the block the
position of the injection shaft.
2 Check the cleanliness of the block bank and injection
pump surfaces.
3 Put the lube oil sealing (item 2) on the engine block.
4 Position the injection pump on the engine.
5 Check the conditions of the two dowel pins, (item 1) and
O-ring for the injection pump lubrification, (item 2) on the block.
1
1
Upper B Bank view
Fig. 16-3
6 Fix the pump with screws equipped with special washers
tighten to the torque (see chap. 07).
7 Rotate the engine one revolution (360°) back of the cam-
shaft for the inlet and outlet push rod.
8 Mount push rod protection pipes and rotate it manually
in order to position the O-rings, then mount the push rods cor-
rectly.
9 Mount the yoke and rocker bracket, in accordance with
chapter 14.
10 Adjust the rocker arms clearances according to chapter
12.
11 Mount the injection pipe and tighten to the torque (see
chapter 07).
12 Mount the return pipe for fuel leakage, air pipe for stop de-
vice and lubricating oil pipe for rocker arms. Tighten the FBO cou-
plings to the torque (see chapter 07).
13 Close the camshaft door of the considered cylinder,
tighten to the torque (see chapter 07).
0936 Page 7
16.3 Maintenance of injection pump

During maintenance, utmost cleanliness must be observed.
16.3.1 Control pressure valve replacement

The job can be performed directly on the engine :
1 Clean the engine.
2 Dismantle the hot box cover.
3 Clean the pump head to be sure that no particle falls into
the injection plunger.
Fig. 16-4
4 Unscrew the four screws in the injection head (item 0).

5 Remove the four screws and the cap (item 1).
Fig. 16-5
Page 8 0936
6 Remove the plug (item 2) and with magnet the pre-flow

spring (item 3) and the valve body (item 4).
Fig. 16-6
7 Put in place, the new valve body (item 4) + pre-flow spring

(item 3) + plug (item 2).
8 Put the cover (item 1) and the four screws (item 0),
smear them with Molycote grease BR2 ref MGE00075.
9 Tighten the screws cross-wise to 10 Nm
10 When you tighten, make sure that the cover is parallel to
the injection body.
11 Tighten the screws cross-wise to 53 Nm.
12 Check with shims that the cover and the injection body are
parallel. The defect must be less than 0.3 mm.
Note : After each CPV (Control Pressure Valve) removal, the plug
(item 2) and the four screws (item 0) have to be changed, see
fig. 16-6.
16.3.2 Anti-erosion plugs

The anti-erosion plugs (item 1) must be changed if too much wear
is observed. When replacing them, also replace the washers, see the
maintenance schedule (chap. 04).
1
Fig. 16-7
0936 Page 9
16.3.3 Injection pump roller replacement

The multihousing has to be removed from the engine (see section
16.2.1).
1 Push the locking pin (item 6) and withdraw the roller pin.
Fig. 16-8
16.3.4 Injection pump overhaul

A calibration test must be done with the dedicated test bench de-
vices after injection pump reassembly. This operation has to be per-
formed by Wärtsilä France.
Caution : When dismantling the injection pump, be careful with the ten-
sion of the spring (item 7). It is mandatory to use a dedicated
tool.
Page 10 0936
16.4 Injection line

16.4.1 Description
The injection line consists in three main parts :
• The connection piece (item 2), which is laterally screwed
into the nozzle holder (item 3).
• The injection pipe (item 1) is screwed with the connection
piece (item 2)
• The connection piece seals made by machining of the me-
tallic surfaces.
A
C 3
1
2 D
1. Injection pipe B
2. Connection pipe
3. Nozzle holder
A, B, C, D : Critical sealing connection
Fig. 16-9
The sealing between the connection pieces is only made by perfect

machining of the metallic surfaces. These surfaces must be checked
carefully before mounting as the pressure in the line can reach 1500
bars in service.
Good surface Rejected surface
Fig. 16-10 (detail of A area on fig. 16-9)
0936 Page 11
In case of doubt, replace the complete set injector holder ( item 3)

and connection piece (item 2).
In case corrosion appears on the connection piece, replace the com-
plete set : injector holder (item 3) + connection piece (item 2).
Rejected part
Good part
Fig. 16-11 (detail of D area on fig.16-9)
16.4.2 Injection line assembly

Functional surfaces must be checked before mounting.
Always tighten the connection piece (item 2, fig. 16-9) to correct the
torque before mounting the injection pipe (see Chap.07).
In case of injection pipe removal, there is a risk to loosen the con-
nection piece. To avoid this problem, you need to maintain the con-
necting piece in position during the injection pipe removal.
Hot box covers (see, fig-16-12, item1) protect the engine environ-
ment from fuel leakages coming from the injection pipe. The injec-
tion pipes are delivered complete with connection nuts assembled.
Always tighten the connections to the correct torque (see chap. 07).
Page 12 0936
Fig. 16-12
Note : When removing parts from the injection line, protect them
against dust and rust. If possible, plug the pipes.
0936 Page 13
16.5 Injection nozzle holder

16.5.1 Description
Main data and dimensions The nozzle holder is located at the centre of the cylinder head and
Orifices : 8 holes includes the nozzle housing (item 6) , the connection pipe (item 9)
Orifice dia .: 0.39 mm and the nozzle (item 1). The fuel enters the nozzle housing sideways
Opening pressure : 380 bar through the connection pipe screwed into the nozzle housing.
The nozzles receive high pressure fuel from the injection pump and
injects this fuel into the combustion chamber as a very fine spray.
10,11
7
1. Nozzle
9 6
2. Nozzle nut
3. Fixing pin 5
4. Push rod 4
5. Spring
3
6. Nozzle housing
7. Adjusting screw 2
8. Plug 1
9. Connection pipe
10. Lower spring cupel
11. Adjusted shim
Fig. 16-13
16.5.2 Removing nozzle holder

1 Remove the cylinder head cover.
2 Remove the injection pipe.
3 Remove the connection piece from the nozzle holder.
4 Lift out the nozzle holder. For this operation use the
dedicated tool, SPC 8420001(see the spare part catalogue, chapter
830). If too much force has to be used, there is a risk that the stain-
less sleeve in the cylinder head gets loose.
Note : Use fuel to soak carbon deposit around the nozzle.
5 Protect the injection plug hole. Plug it if possible.

6 After removing the nozzle holder, immediately close the
nozzle chamber to avoid the presence of foreign particles.
Page 14 0936
16.5.3 Overhauling injection nozzle

1 Immediately inspect the nozzle after removing the injec-
tion valve from the engine. Carbon deposits (trumpets) may indi-
cate that the nozzle is in poor condition, or that the spring is bro-
ken.
2 Clean the complete nozzle holder with a brush and if pos-
sible, use a chemical carbon dissolving solution (if not available,
use clean fuel oil).
Note : Never use steel wire brushes.
16.5.3.1 Sealing surfaces

• If leakage occurs on the high pressure sealing surfaces,
the damaged detail should be replaced by a new one or re-
conditioned.
• Check that the nozzle orifices are not blocked. In case they
are, go to chap. 16.5.3.3.
• Carefully check the metallic surface at the connection
pipe level. In case of visual defect, the nozzle holder and
the connection piece must be replaced
16.5.3.2 Injection nozzle checking

1 Clean the components. If possible, use a chemical carbon
dissolving solution or immerse in clean fuel oil, white spirit or
similar to sook carbon. Then, clean the components carefully. Do
not use steel wire brushes or hard tools. After cleaning, rinse to re-
move carbon residues and dirt particles.
2 Check the good nozzle operating. For that, use the dedicated
injection nozzle calibration pump (see the spare part catalogue,
chap 830).
• Opening pressure must be adjusted at the regular pres-
sure 380 bars. To do that, pump slowly and watch the
manometre to note the opening pressure.
• If the opening pressure is far from the correct value, shims
need to be used (see spare part catalogue, chapter 160)
and follow the procedure 16.5.3.3.
If the opening pressure is close to the correct value, you
can adjust it with a screw-driver by turning the adjusting
screw (item 7), fig.16-13 on the injection nozzle side.
The pressure adjustement is possible through a cam with 5
flats, each corresponding to a 20 bars pressure alteration
step when the cam is positioned on the needed flat. Be
sure that it is well oriented (i.e. the flat is truly in contact
with the spring seat).
• Atomization and sprays ocular inspection :
The nozzle must be chater and the atomization distribu-
tion must be regular between the holes. Also check the
nozzle noise during the opening phase.
0936 Page 15
• Check the needle seat tightness :

Increase pressure to a value 30 bars below the staded
opening pressure.
Keep pressure constant for 10 seconds and check that no
fuel drops occur on the nozzle tip. A slight dampness can
be acceptable.
• Check the needle spindle tightness :
Pump until pressure is 30 bars below the staded opening
pressure.
Measure time for a pressure drop of 100 bars. If the time is
below, it indicates a worn nozzle and it must be replaced
by a new one. A time longer than 20 s. indicates fouled nee-
dle, and the nozzle must be cleaned.
• If the tests are correct, the injection nozzle can be re-
installed on the engine.
Follow the procedure according to chap. 16.5.4.
Note : Fullfill the measurement record WMR012.
• If nozzle or nozzle holder must be stored, they should be

treated with corrosion protecting oil.
16.5.3.3 Injection nozzle adjustment

1 Remove the nozzle from the holder by opening the noz-
zle nut (item 1). Keep the nozzle together with the holder body.
Do not let it follow up with the nut.
If there is coke between the nozzle and the nut, the dowel pins
(item 3) may break and damage the nozzle. To avoid this, knock on
the nozzle, using a piece of pipe (item 17) according to Fig. 16-14,
to keep it towards the holder.
17
1
2
3
1. Injection nozzle
2. Nozzle nut
3. Dowel pin
17. Piece of pipe (tooling)
Fig. 16-14
Caution : Never knock directly on the nozzle tip. Be careful not to drop
the nozzle.
Page 16 0936
2 Remove the nozzle holder components according to Fig.

16-15. First remove the plug (item 8) and the adjusting screw
(item 7).
4
4. Push rod
5. Spring
5
6. Nozzle housing
10 11 7. Adjusting screw
7 8. Plug
6 11. Adjusting shim
10. Lower spring cupel
8
Fig. 16-15
• Turn the nozzle housing upside down.

• Remove successively the lower spring cupel (item 10) ,
the adjusted shim (item 11), the spring (item 5) and the
push rod (item 4).
Clean the components. If possible, use a chemical carbon dissolving
solution.If not available, immerse the details in clean fuel oil, white
spirit or similar to sook carbon. Then carefully clean the compo-
nents .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 compo-
nents in clean fuel oil or special oil for injection systems.
Note : Never use steel wire brushes or hard tools.

Dry by pressured air. Do not use polishing cloth.
3 Be sure that the sliding surface of the nozzle holder is

carefully cleaned. If it is not the case, replace them.
Good sliding surface of nozzle holder
Fig. 16-16
0936 Page 17
Bad sliding surface of the nozzle holder
Fig. 16-17
4 Refit the nozzle holder assembly according to Fig. 16-15.
• Depending on the result of the injection nozzle checking,
(see chap. 16.5.3.2), there are two cases :
– shims need to be added to reach the correct opening pres-
sure (fig 16-15). If some shim sets are needed, see the
Spare Parts Catalogue, chapter 167.
– nozzle must be replaced
• Put successively the push rod (item 4), the spring (item 5),
the adjusting shim (item 11) and the adjusting screw (item
7) and the plug (item 8) into the nozzle housing (item 6).
5 Replace the nozzle (item 1, fig. 16-13) (the old or the
new one depending on the checking result, see chap. 16.5.3.2) in
the nozzle housing (item 6) with the help of the fixing pin (item 3).
• Apply Loctite 747 on the nozzle nut thread (item 2) and the
injector contact face.
• Tighten the nozzle nut (item 2) to the torque (see chap. 07).
6 Check the atomization and adjust the opening pressure
in accordance with chap 16.5.3.2.
• To start the adjustement and define the shim thickness,
start the operation with the adjusting screw (item 7) in the
lower position.
Page 18 0936
16.5.4 Injection nozzle holder refitting
12
Fig. 16-18
• After checking, the injection nozzle holder can be refitted

on the cylinder head.
• Replace the external O-rings, (item 12) and lubricate them
with engine oil or vaseline.
• Clean the bottom surface of the injection nozzle holder
bore in the cylinder head.
To do that, use the dedicated tool (injection well decar-
bonizing tool, SPC 8420001). See the spare part catalogue,
chap. 830.
• Put a new copper seal washer under the nozzle (item 15).
Use tallow to fit it in place (the seal chamfer must be
placed on the nozzle side).
• Mount successively the nozzle holder (item 6, fig.16-19),
the connection piece (item 9) with a new O-ring (item 16).
• Screw manually the flange (item 13) with the nuts (item
14) into the injection nozzle holder.
0936 Page 19
• Before tightening the fastening nuts of the injection nozzle

(item 13), let it stay 30 minutes in the cylinder head bore to
allow the temperature equalization.
14
13
6. Nozzle holder 16
9. Connection piece 12
12. O-ring 6
13. Flange
14. Nut 9 12
15. Nozzle
16. O-ring
15
Fig. 16-25
• Finally, tigthen the nuts (item 14) in 4 steps to the torque

(see chap. 07).
Page 20 0936
W200
17
Fuel system
0936 Page 1
W200
Fuel System .................................................................................................................................................3
17.1. General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
17.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
17.2.1. Fuel Pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
17.2.1.1. How to clean the fuel pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
17.2.2. Fuel filter cartridges replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
17.3. Fuel circuit venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

17.3.1. Main cartridges level venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
17.3.2. Injection pump level venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
17.4. Fuel return relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

17.4.1. Fuel return relief valve adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
17.4.2. How to adjust the fuel return relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
17.5. Fuel feed pump (see chapter 18) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Page 2 0936
W200 Fuel System 17.
17. Fuel System

17.1. General Description
The fuel system is based on individual injection pumps mounted
with a valve tappet in a cast Multihousing.
Between the multi-housing and the cylinder head is a high-pressure
pipe, which can, as an option, be shielded/double walled. The injec-
tion nozzle holder is centrally located in the cylinder head.
The supply and return low-pressure lines are fully integrated in the
multi-housings. The injection pumps with both low-pressure line
and high-pressure line are fully covered by a hermetic “Hot-Box”.
The engine is, as standard, equipped by an engine driven fuel feed
pump and a duplex full flow fuel filter, exchangeable while the en-
gine is running.
The engine is equipped with a manual or an electric (in option)
priming fuel pump and a fuel pre-filter.
The low-pressure line has large diameter in order to ensure the cor-
rect filling of the injection pumps and to avoid too many pulsations
on the pipes.
The fuel system also includes the fuel leak system, which is divided
into a clean and a dirty side.
The dirty leakage fuel is the fuel which is collected in the “Hot-Box”
and drained externally.
The clean leakage fuel system collects the continuous leakage from
the injection nozzles, injection pumps and in case of failure leakage
coming from the injection pipes (if the engine is equipped with dou-
ble shield pipes).
0936 Page 3
17. Fuel System W200
Fuel system
104
L101
102 03 L
H
103
03 101 PRA
H
04
T101 P103
TA
H
L
101
103 PA
02
01 07
P102
04
04
H 05
03 L
OPTIONAL
L102
102
06
104
Fuel return relief valve
Fig. 17-1
A temperature transmitter indicates the fuel inlet temperature on

the instrument panel (see chap. 23).
A pressure gauge indicates the fuel inlet pressure on the instrument
panel.
The pressure on the line can be adjusted with the pressure regula-
ting valve (see item 06 fig. 17-1 and chap. 17.4.2).
A pressure switch for low pressure is connected to the automatic
alarm system.
A differential pressure transmitter is connected to the automatic
alarm system.
The high- pressure system, with injection pump and injection valve
is described in chap. 16.
Page 4 0936
17.2. Maintenance
When working with the fuel system, always observe utmost cleanli-
ness.
Pipes, tanks and fuel treatment equippment, such as pumps and fil-
ters included in the engine delivery or not, should be carefully
cleaned before use.
Always when the system has been opened, it should be vented after
reassemble.
For maintenance schedule, see chapter 04.
Note : After a main or daily tank fitting or operation on the fuel line,
you can have filter clogging before the normal maintenance
schedule.
17.2.1. Fuel Pre-filter

A fuel pre-filter (item 01) and manual priming pump module (item
02) (or electric in option) is mounted in serial on the fuel inlet cir-
cuit .
Note 1 : Fuel pre-filter is integrated with the fuel filters on Phase D

version.
Note 2 : Engines are equipped with :

- A single pre-filter on V12 versions
- A double pre-filter on V16 and V18 versions.
01
02
Fig. 17-2
0936 Page 5
17.2.1.1. How to clean the fuel pre-filter

1 Stop the engine.
2 Turn the three - way valve (item 01) to close the pre-
filter, B position.
Inlet Inlet
01 01
A : Position of use B : Closed position
Inlet
01
C : Position of by-pass
Fig. 17-3
3 Put a tank under the closed fuel pre-filter housing .

02
04
03
01
Fig. 17-4
4 Open a draining plug (item 01) located on the bottom of
the housing.
5 Loosen the cover (item02) to drain the pre-filter.
6 Remove the cover (item 02), the spring (item 07) and the
pre-filter (item 03) in one part.
7 Remove the pre-filter set in one part (items 01, 03, 06).
Page 6 0936
8 Remove the wing nut or the nut (item 01), and the
prefilter (item03).
9 Check the good condition of the O-rings (item 04 and 06).
Fig. 17-5
10 Remove the possible metallic particles on the magnetic
parts (item 05)
11 Clean the pre-filter with a nylon brush and clean fuel
(item 03).
12 Carefully clean the housing with clean fuel.
13 Refit the different parts in reverse.
14 Put in operation mode by rotating the three - way valve, A
position.
15 Vent the fuel filters according to chap 17-2-2.
0936 Page 7
17.2.2. Fuel filter cartridges replacement

Changing fuel filter cartridges and cleaning the housing cannot be
done conveniently when the engine is running. However, by alter-
nately shutting off the fuel supply to one side of the duplex filter
housing, the filters can be changed while the engine is running.
1 Stop the engine.
2 Turn the three - way valve to close one filter housing posi-
tion A or C.
Fig. 17-6
If you want to change the left cartridge, put the three-way valves in
position C.
If you want to change the right cartridge, put the three-way valves in
position A.
3 Put a tank under the duplex fuel filters housing closed.
4 Open the draining plug located on the bottom of the hou-
sing (Item 01).
Item 1
Fig. 17-7
Page 8 0936
5 Open the air venting, (item 02) at the top of the housing.
Item 2
Item 3
Fig. 17-8
6 Remove the venting screw by unscrewing the two flat nuts

(item 03).
7 Remove the venting screw and support. Check the good
condition of the O-ring on the screw.
Fig. 17-9
0936 Page 9
8 Unscrew the 4 retaining nuts on the fuel filter cover (item

4).
Item 4
Fig. 17-10
9 Remove the cover, check the good condition of the O’ring.

Replace it if necessary.
Fig. 17-11
Page 10 0936
10 Pull off the fuel filter cartridge manually (item 05).
Item 5
Fig. 17-12
Note : Do not try to loosen the screw on the centre (item 06).
Item 6
Fig. 17-13
0936 Page 11
11 Carefully clean the housing with fuel.

12 Replace the filter cartridge.
13 Refit the different parts in reverse order except the ven-
ting screw.
14 Put the filter in operation mode by rotating the three
ways valve and close the second one (see step 2).
15 Vent the fuel filters (itme 07) according to chapter
17.2.2.
Item 7
Fig. 17-14
16 Tighten the venting screws (item 02, fig. 17-8).
17 Tighten the 2 flat nuts (item 03, fig. 17-8).
18 Do the same operation with the second filter.
Page 12 0936
17.3. Fuel circuit venting

For this operation, use the manual priming pump to put the fuel cir-
cuit under pression (maintain the pressure during all the process).
17.3.1. Main cartridges level venting

1 Open the air venting screw at the first fuel filter (item 01).
2 Close the air venting screw when the fuel is arriving.
3 Open the air venting screw at the second fuel filter (item
02)
4 Close the air venting screw when fuel is arriving, follo-
wing steps 14 to 18 (see chap. 17.2.2).
1
2
Fig. 17-15
17.3.2. Injection pump level venting

1 Vent successively each injection pump with the air ven-
ting screw (item 01). Progress cylinder side by cylinder side, from
the free end side.
2 Close the air venting when the fuel is arriving.
0936 Page 13
Fig. 17-16
Page 14 0936
17.4. Fuel return relief valve

The low pressure line is equipped with a fuel return relief valve,
mounted on the fuel outlet circuit to maintain a constant pressure.
04
01. Injection pipe 01

03. Injection pump
04. Injection nozzle A Bank 03 B Bank
06. Fuel return relief valve
PA. Pressure transmetter 0 30 40 0 30 40
TA. Temperature sensor

LS103A. Level switch, A bank
LS103B Level switch, B bank
06
LS103B
LS103A
PA
TA
Fig. 17-17
17.4.1. Fuel return relief valve adjustment

The adjustment of the valve is made during the engine running at
the nominal speed engine at fuel load (see the criteria in chapter 23).
17.4.2. How to adjust the fuel return relief valve

1 Remove the cover (item 01).
Fig. 17-18
0936 Page 15
2 Keep the screw (item 03) and loosen the nut (item 02).
Fig. 17-19
3 Turn the screw (item 03) to reach the recommended pres-

sure in the line : screw to increase the pressure, unscrew to de-
crease it.
4 Keep the screw (item 03) and tighten the nut (item 02) to
the torque (see chapter 07).
5 Put the cover (item 01).
Note: This operation needs to be done at full load.
Page 16 0936
17.5. Fuel feed pump (see chapter 18)

A fuel feed pump (item 01) is fitted and driven by the lube-oil pump.
01
Fig. 17-20
0936 Page 17
W200
18
Lubricating oil system
0936 Page 1
W200
Lubricating oil system .........................................................................................................................5
18.1 General design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

18.1.1 Lube oil circuit general description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
18.2 Oil circuit details. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

18.2.1 Lube oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
18.2.2 Lube oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
18.2.3 Flywheel housing / lube-oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
18.2.4 Lube oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
18.2.5 Distribution of the lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
18.2.5.1 Lube oil flow to crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
18.2.6 Lube oil flows to camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
18.3 Lube oil draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
18.4 Lube oil filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

18.4.1 General remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
18.4.2 Lube oil filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
18.4.2.1 To complete the level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
18.4.2.2 To fill the engine with fresh lube-oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
18.4.2.3 Automatic oil filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
18.5 Lube oil level checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

18.5.2 Engine not equiped with filled system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
18.5.3 Engine equiped with filling system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
18.5.4 Procedure for lube oil level checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
18.6 Lube oil cartridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

18.6.2 How to replace the oil filter (see fig. 18-20) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
18.6.2.1 Oil filters removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
18.7 Oil sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

18.7.1 Oil sample procedure (see fig. 18-21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
18.7.1.1 Oil sampling kit description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
18.7.1.2 Information to be recorded on the identification label for engine monitoring . . . . . . . . . . . . . 26
Page 2 0936
W200
18.7.2 Lube oil consumption following . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
18.8 Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

18.8.2 Cleaning and Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
18.9 Oil pump module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

18.9.1.1 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
18.9.1.2 How to remove the lube oil pump module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
18.9.1.3 How to remount the oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
18.9.2 Prelubricating pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

18.9.2.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
18.9.2.2 How to remove the electrical motor or the fuel feed pump . . . . . . . . . . . . . . . . . . . . . . . 32
18.9.2.3 How to remount the electrical motor or the fuel feed pump . . . . . . . . . . . . . . . . . . . . . . 33
18.9.2.4 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
18.9.3 The pressure regulating valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

18.9.3.1 General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
18.9.3.2 Lube oil pressure adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
18.10 Lube oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

18.10.1 General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
18.10.2 Oil cooler module integrated on the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
18.10.2.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
18.10.2.2 How to remove the lube oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
18.10.2.3 How to clean the lube oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
18.10.2.4 How to refit the oil cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
18.10.3 Thermostatic oil valve integrated on the module . . . . . . . . . . . . . . . . . . . . . . . . . 43

18.10.3.1 How to check the thermostatic valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
18.11 Metal particle detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

18.11.1 How does the metal particle detector work? . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
18.11.2 Control procedure in case of stop due to MPD activation. . . . . . . . . . . . . . . . . . . . . 46
18.11.3 Additional MPD assembly on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
18.11.3.1 Several engines of first generation do not have their own metal particle detector. . . . . . . . . . . 47
0936 Page 3
W200
Page 4 0936
W200 C&D - W220 C&D Lubricating oil system 18.
18. Lubricating oil system

18.1 General design
18.1.1 Lube oil circuit general description
The basis functions of the engine lube oil are :
• To provide adequate lubrication
• To act as a coolant and sealant
• To clean the engine
• To protect the engine from corrosion.
The lubricating oil system includes the lube oil sump (item 8), the
lube oil pump (item 2), the centrifugal filter (item 3), the lube oil
module (item 6) and the integrated oil circuits (see Fig. 18-01).
6 3
OPEN
CLOSE
OPEN
CLOSE
OPEN
CLOSE
Fig. 18-01
0936 Page 5
18. Lubricating oil system W200 C&D - W220 C&D
Schematic lubricating system
7 7
11
5
18
10
13 12 9
2
1
16
17
14
8
15
Fig. 18-02
1 Prelubricating oil pump 10 Safety valve

2 Main lubricating oil pump 11 Orifice (to reduce turbo pressure inlet)
3 Centrifugal lube oil filter 12 Non return valve
4 Thermostatic valve 13 Automatic filling system (option)
5 Oil cooler 14 Filling system (free end, B side)
6 Full flow filter cartridge 15 Lubricating oil drain
Centrifugal filter by-pass valve
7 Turbocharger 16
(option)
8 Oil sump 17 Metal particle detector (see chap. 18.11)
9 Pressure regulating valve 18 Pistons and conrods
Note : The lube oil cooler is internal lube oil cooled by LT engine wa-
ter circuit. In option, the lube oil cooler can be external with
lube oil cooled by an external water circuit.
Page 6 0936
18.2 Oil circuit details

18.2.1 Lube oil sump
The suction pipe to the lubricating oil pump as well as the main oil
distributing pipe are incorporated in the oil sump, these pipes are
sealed to the free end and flywheel covers with O-rings.
Out
A 1 B
In Out
In
Fig. 18-03
A Flywheel end side 1 Suction pipe

B Free end side 2 Transfer oil pipe to the flywheel end
3 Sump drain plugs
• For mounting instruction, see Chap 10.

• For oil sump description, see Chap 10.
The connections between oil sump and free end cover are :
IN
OUT
OUT IN
Fig. 18-04 For W200C & W220C
0936 Page 7
out in
view F
Fig. 18-05 For W200D & W220D
18.2.2 Lube oil pump

See section 18.9.
Page 8 0936
18.2.3 Flywheel housing / lube-oil module

Two options are available :
• Version standard : The lube oil cooler and oil thermostatic
valves are integrated into the oil module.
• Option with the lube oil cooler and the oil thermostatic
valves external to the engine.
In the both cases, if the lube oil is cold, the oil goes directly to the
filter and if the lube oil is hot, a portion of the oil is directed to the
cooler before going back to the filters.
Version standard with internal oil cooling
To lubricating oil
From oil sump
Fig. 18-06
Option with external oil cooling
To oil module filters
To external oil cooler

module
From oil sump
Fig. 18-07
0936 Page 9
18.2.4 Lube oil module

See section 18.10
18.2.5 Distribution of the lubricating oil

The lube oil coming from the oil sump is pressurised by the lubrica-
ting oil pump. Before lube oil module, one part of the oil is sent to
the centrifugal filter (item 1) (see section 18.08). After cooling and
filtration, the lube oil is divided into 2 flows . One part of the flow
goes to the main oil channel (item 3) and the other part to both cam-
shafts (item 2).
OPEN
CLOSE
1. Centrifugal filter OPEN 1

2. Camshaft lubrication
CLOSE
3. crankshaft lubrication
OPEN
CLOSE
Fig. 18-08
Page 10 0936
18.2.5.1 Lube oil flow to crankshaft

The main lube oil channel (item 1) has one connection to lubricate
each main bearing and piston oil jet. After that, the lubricating oil
passing through the crankshaft drillings lubricates the connecting
rod bearings and goes back to the oil sump. The lubricating oil used
to cool the piston via the oil jet lubricates also the cylinder liner and
the gudgeon pin bush. At the end of the oil channel, the lube oil goes
to lubricate the turbochargers.
Lube oil flow for journal bearings and connecting rods bearings
B
A A
A. From main oil gallery

B. To connnecting rod
bearing
Fig. 18-09
1
1. Main1.oil gallery
Main oil gallery
2. Oil nozzle
2. oil nozzle
Fig. 18-10
0936 Page 11
18.2.6 Lube oil flows to camshafts
TO CYLINDER HEAD
TO ROLLER TAPPETS
Fig. 18-11
Page 12 0936
A part of the lube oil coming from the oil module is sent inside the 2
camshafts. Lube oil flows through camshaft / roller tappet housing
to cylinder head.
The camshaft end bearings are slotted and the bearing surfaces of
the camshaft have radial drillings.
A pipe is connected between tappet rollers housing (item 1) and cy-
linder head (item 2) to provide the cylinder head components with
lube oil. The lube oil flows through a number of drillings and lubri-
cates :
• The rocker arm shaft bearing (item 3)
• Tappets (push rods, item 4), valve yokes, (item 5)
• Valve rotators (item 6) and valves guide (item 7) .
5
6
7
2
4
Fig. 18-12
0936 Page 13
18.3 Lube oil draining

Draining point
Fig. 18-13
It is advisable to observe the following oil change procedure :

1 Drain the lubricating system while the lube oil is still hot.
2 Make sure that the lube oil filters and coolers are
drained too.
3 Clean spaces where lube oil is held, including the filter
housings, the engine block (camshaft location), and the oil sump.
4 Fit new lube oil filter cartridges.
Note : For the lubricating oil cartridges exchange, follow precisely

the procedure given Chap 18.6.2
5 Fill the full oil sump with the required quantity of lube oil
(see Chap. 01) and check the oil level with the oil gauge before
starting.
Note : In case of water pollution of the lube oil sump, contact your
Wärtsilä representative.
Page 14 0936
18.4 Lube oil filling

18.4.1 General remarks
Use only high quality oils approved by Wärtsilä France according to
Chap. 02.
Always keep a sufficient quantity of lube oil in the system.
Follow maintenance determined intervals (see Chap. 04).
Caution : Utmost cleanliness should be observed when treating the lu-

bricating oil system. Dirt, metal particles and similar may
cause serious bearing damage. When dismantling pipes or de-
tails from the system, cover all openings with blank gaskets,
tape or clean rags. When storing and transporting lube oil, take
care to prevent dirt and foreign particles from entering the
lube oil.
18.4.2 Lube oil filling

18.4.2.1 To complete the level
1 Remove the plug (item 1) and add lube oil through the
opening orifice, see fig. 18-14 .
2 It is also possible to remove a crankshaft door to a add lube
oil (item A, fig.18-14).
3 Wait one minute.
4 Check the oil level following section 18.5.
5 Be sure not to exceed the MAX. mark on the dipstick when
the prelubricating pump is running.
Fig. 18-14
0936 Page 15
Note : Before engine starts, you have to do three prelubrication se-

quences, in order to lubricate correctly the engine, and to
check the lube oil level.
18.4.2.2 To fill the engine with fresh lube-oil

1 Fill the engine through the draining point by the crankcase
door.
2 If it is possible put the extremity of the flexible pipe in the
oil sump bottom or better directly in the lube-oil. This will avoid to
aerate excessively the fresh lube-oil.
3 For the quantity of lube oil to be used, see Chap. 01.
4 Check the lube oil level (see section 18.5).
Note : After a complete engine filling, it is better to wait 24 hours for

lube-oil deaeration before to start the engine.
18.4.2.3 Automatic oil filling
Block cylinder face
Fig. 18-15
Wärtsilä engines can be equipped with an Automatic oil filling de-

vice which completes automatically the lubricating oil level during
engine operation. With a new engine, you have to adjust the device
close to the maximum level, and to check the adjustment with the
engine dipstick. Also check that the oil level device can be main-
tained during engine operation (depending on the lube oil tank and
piping volumes, and lube oil temperature). Even if the engine is
equiped with this device, the oil level must be checked in accor-
dance with the maintenance schedule (see Chap. 04) and the proce-
dure given in section 18.5.4.
Page 16 0936
18.5 Lube oil level checking

The oil gauge is mounted in a crankshaft door located either on A4
or B4 for 12V engines or either on A7 or B7 for 16 V& 18V engines.
Fig. 18-16 Except on engine equipped with a dedicated dipstick, see Spare
Parts Catalogue
Note : The engine must be stopped before checking the lube oil level.
Note : This control must be done with an hot temperature of engine.
18.5.2 Engine not equiped with filled system

• Follow the procedure for lube oil level checking
• Add lube oil in the sump to have the oil level in front of the
mark "MAX LEVEL" on the dipstick.
Note : Check the lube oil level in accordance with the maintenance
schedule (see chap. 04).
0936 Page 17
18.5.3 Engine equiped with filling system

• Follow the procedure for lube oil level checking.
• Add lube oil in the sump to have the oil level in front of the
mark "MAX LEVEL" on the dipstick.
Note : The position of the automatic filling system must be able to

keep approximately the same lube oil level in the lube oil sump
whatever the lube oil consumption is.
18.5.4 Procedure for lube oil level checking

1 Start the pre-lubricating oil pump.
2 Wait 2 minutes.
3 Restart the prelubricating sequence.
4 Wait 2 minutes.
5 Restart a third time the prelubricating sequence.
6 While the pre-lubricating pump runs, remove the dip-
stick and check the oil level.
Note : With a pressurized oil gauge (in option), the lube oil sump level
can be checked while the engine is running.
Warning : To avoid engine damage, never operate the engine with the
lube oil level below the MIN. mark or above the MAX. mark
(see Fig. 18-17).
Oil level in sump
Oil level too low
OK
Oil level too high
Fig. 18-17
Page 18 0936
7 If needed, add lube oil in the sump to have the oil level in ac-
cordance with the MAX level on the dipstick.
Remark : If you use the prelubricating cycled sequence, follow the same
procedure by waiting the fourth cycles (see chap. 03).
Note : After a lube oil draining (see chap. 18.3), check the lube oil le-
vel after 2 running hours and after that, refer to the mainte-
nance schedule (every day).
0936 Page 19
18.6 Lube oil cartridges

1. Filter cartridge
2. O-ring
3. Filter cover 3
2
Fig. 18-18
The cartridges provided are full-flow filters, i.e, the entire oil flow
goes through the filters, except for centrifugal filter. All filter ele-
ments should be in service to provide maximum filtration.
The lube oil passes in parralel through three cartridges (item1).
The lube oil module (item 7) is equipped with a combined sensors
for cartridge clogging : a visual indicator (item 5) and a pressure dif-
ferential sensor (item 6) itself connected to the automatic alarm sys-
tem indicating a high loss of pressure through the filter.
Fig. 18-19
Filter replacement is recommended as soon as the pressure diffe-

rential increases.
Page 20 0936
The cartridges must be replaced as soon as possible if a clogging

alarm occurs.
Note : Replace the filters in accordance with the maintenance sche-

dule given in Chap. 04.
18.6.2 How to replace the oil filter (see fig. 18-20)

For the cartridge replacement, you have to follow carefully the pro-
cedure described hereafter.
Warning : You must always start the cartridge replacement by the ele-
ment on top, after on the middle and finally by the element on
the bottom.
If you start by the bottom, you will fill the new cartridge with
the old lube-oil from the top.
Caution : The cartridge replacement must be done only during engine

stoppage.
0936 Page 21
0. Draining screw
1. Rotary safety bar
2. Cam lock 3
3. Filter cover vent plug
4. Cover screw
5. Filter cover 4
6. Oil catch (option) 1
2
5
Fig. 18-20
18.6.2.1 Oil filters removal

1/2 hour after stoppage or more if the lubricating oil temperature is
too high :
1 Position the rotary safety bar (item 1) so as the cam lock
(2) can be rotated to make free the access to the cover screws (item
4), thus selecting the filter element. Always start by the element on
the top.
2 Open the draining screw (item 0).
3 Open the vents plugs on the filter cover (item 3).
4 Wait until no lubricating oil flows through the draining
point (item 0).
5 Loosen the cover fastening screws (item 4).
6 Remove the cover, oil flows to the oil catch (item 6).
7 Wait until the lubricating oil stops to flow.
8 Remove the used filter cartridge without pushing dirt in the
end of the oil module.
9 Clean the filter housing and check if there is no metallic
particles on the cartridge and housing.
10 Replace the cover gasket.
11 Put in place the new cartridge.
12 Rebuilt cover (item 5) without closing the venting plugs.
13 Repeat the operation for the two other elements from
step 2.
Page 22 0936
14 Vent the filter body with the plugs by activating the prelub
pump several times.
15 Close the vent plugs (item 3) when lubricating oil begins
to leak.
Note : Never re-use drained oil to fill up the engine.
Note : Check what is in the filters. If there are abnormal particles or

several same particles, contact your Wärtsilä Representative .
0936 Page 23
18.7 Oil sampling

It is very important to take the oil sample according to this proce-
dure to preserve the engines lube oil features. A special set for lube
oil analysis can be ordered with the reference SAV071243 for diesel
engines and SAV0712044 for gas engines (see Fig. 18-22).
18.7.1 Oil sample procedure (see fig. 18-21)

It is recommended to follow these steps to take correct oil samples :
1 Stop the engine.
2 Remove the plug (item 5).
3 Install the oil sample kit SPC 8480014 (item 1 fig. 18-21) on
the oil module connection ( item 2).
Warning : Before using it, check that the valve is closed on the flexible
hose (item 3).
Caution : The lube oil and the lubricating oil module are hot. Use appro-
priate tools and wait for one hour before taking oil sample.
2
5
Fig. 18-21
4 Start the pre lubricating pump.

5 Open the kit valve (item 3) and keep the oil leaking (0,5 l) un-
til the pipe is clean.
Page 24 0936
6 Fill one oil test tube (item 4) and close it hermetically.

7 Stop the pre lubricating pump and remove the oil sample kit.
8 Restart the engine if needed.
9 Complete the information record in relation with the oil test
tube (see Fig.18-22).
10 Send the sample with the specific envelope.
Fig. 18-22
Note : To compare the lube oil samples, it is very important that every
sample is taken during equal conditions and at the same posi-
tion. Each lube oil sample should be taken when the lube oil is
warm and well mixed (after running) to ensure that the sample
is representative of the engine lube oil.
0936 Page 25
18.7.1.1 Oil sampling kit description

The oil sample kit contains : one valve and two flexible hoses (one
with a connector). It can be ordered with the SPC 8480014.
Fig. 18-23
18.7.1.2 Information to be recorded on the identifica-

tion label for engine monitoring
Remember to attach the duly completed sample form to the sample
container. Put identical stickers on the sample form and the sample
container with the following informations :
• Engine mark
• Engine type
• Engine No.
• Number of engine operating hours
• Sample date
• Sampling conditions (oil change or intermediate)
• Fuel type
• Number of operating hours of the oil
• Type of use
• Oil brand name
• Oil name
• Lubricant SAE grade
• Amount of oil added since last oil change.
The explanation of the different parameters to follow and the limit
values are given in Chap. 02.
18.7.2 Lube oil consumption following

Attention to lubricating oil consumption may give valuable informa-
tion about engine condition. A continuous increase may indicate
wear of the piston rings, pistons and cylinder liners.
Page 26 0936
18.8 Centrifugal filter

11
2 1. Spindle
2. Rotor
3. Stand-tube
6
4. Driving nozzle
10 5. Housing
1 6. Nozzle
3 7. Filter cover clamp
8. Rotor cover nut
12
9. Cover
4 10. Central tube
7 11. Cover nut
12. Stand-tube
Fig. 18-24
A by-pass filter of the centrifugal type is provided as a complement

to the main filter.
The filter comprises a housing (item 5) containing a hardened steel
spindle (item 1) on which a dynamically balanced rotor unit (item 2)
is free to rotate. Oil flows through the housing, up the central spin-
dle into the rotor.
The rotor is comprised of two compartments, a cleaning chamber
and a driving chamber. Oil flows from the central tube (item 10) into
the upper part of the rotor (item 2), where it is submitted to a high
centrifugal force, and 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 (item 12) and the lower part
of the rotor, which carries two driving nozzles (item 4). 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.
0936 Page 27
18.8.2 Cleaning and Maintenance

1 If the engine is running, close the filter oil supply line.
2 Loosen and remove the filter cover clamp (item 7).
3 Loosen the t-handled cover nut (item 11).
4 Spin the nut and cover (item 9) until loose.
5 Lift off the cover.
6 Inspect the top bearing and thrust pad in the cover for
wear or damage.
7 Examine the filter cover O-ring for damage and replace if
necessary.
8 Lift out the rotor assembly (item 2) and allow oil to
drain from the nozzles (item 4) before removing the rotor from the
filter body.
9 Check if you have a mark to know the correct position of the
two half covers, if not, you have to do it.
10 Unscrew the rotor cover nut (item 8) and hold the rotor
body (item 2).
11 Separate the rotor top from the rotor base and remove
the central stand tube.
12 Remove the paper liner from the rotor cover and clean the
inside of the cover with an universal solvent ref. MGE000062.
Note : It would be easier to clean and do the maintenance when the

engine is not running.
Note : If the build-up on the paper liner is greater than 8 mm, clean
the centrifugal filter more often.
Caution : Do not use steel wire to clean the nozzles. This will cause da-
mage to the nozzles and affect the performance of the filter.
13 Clean out the nozzles (item 4) with brass brush.

14 Check that the spindle bore is clear and free of sludge
build up.
15 Examine the spindle journals to ensure they are free
from damage or excessive wear.
16 Examine the rotor O-ring for damage. Renew if neces-
sary.
17 Examine the bottom bearing for wear and damage.
18 Clean and wash out the central stand tube ensuring that
the strainer holes are not plugged.
Page 28 0936
19 Place the central stand tube into position over the center
spindle and seated in the rotor base.
20 Line up the rotor cover and rotor body reference marks.
Caution : It is very important to align rotor cover and rotor body for a
good balancing and avoid centrifugal filter vibration.
21 Reassemble the rotor and tighten the top nut to 10 Nm.
Note : Overtightening of the rotor top nut can lead to rotor imbalance
which will affect filters performance.
22 Remove the by-pass valve plug.

23 Check that the spring and shuttle are undamaged and free
to move.
24 Examine the gasket for damage. Renew if necessary.
25 Reassemble the by-pass valve assembly.
Note : Check what is in the filters. If there are abnormal particles or

several same particles, contact your Wärtsilä Representative.
0936 Page 29
18.9 Oil pump module

The lube oil module pump is made of :
• A main lube oil pump (item 2)
• An electrically driven prelubricating pump (item 6)
• A pressure regulating valve (item 7)
• An overpressure safety valve (item 7).
A fuel feed pump (item 8) is fitted on the oil pump module in case
of diesel engine (see chap. 17).
Oil pump module
2
8
5 4
Fig. 18-25
1 Oil pump module 5 Prelub pump electrical motor

Prelub pump housing integra-
2 Main oil pump 6
ted in main oil pump housing
Regulating valve and overpres-
3 Driving gear 7
sure safety valve
Fuel feed pump (see section
4 Prelub pump driving spider 8
18.9.2)
The main oil pump is driven directly by the crankshaft gear.

At rated speed, the lube-oil flow is arround 60 m3/h for the 12V en-
gines and around 75 m3/h for the V16 and 18V engines.
Page 30 0936
The ratio of the lube-oil pump speed is :

• lube-oil pump 1980 rpm = engine 1200 rpm.
• lube-oil pump 2020 rpm = engine 1500 rpm.
A non return valve fitted at the prelubricating outlet avoid any lube
oil flow through the prelubricating pump while the main pump is
running.
Note : The lube oil pump module can be sent to Wärtsilä for
reconditionning and upgrading. Please contact your local
Wärtsilä Representative.
18.9.1.2 How to remove the lube oil pump module

1 Drain the lubricating oil.
2 Remove the lube oil connection pipes of particles detector
and out of turbocharger lubricating.
3 Remove the connection pipes of the fuel feed pump in
case of diesel engine. Before doing everything, the fuel circuit
must be insulated. Check the installation configuration.
4 Install holds under the oil pump on a moving car.
5 Remove the screws of the pump casting from the free end
cover.
6 By the two extracting screws, remove the pump from the
free end housing.
18.9.1.3 How to remount the oil pump
1 If the oil pump is not equipped with a driven gear, re-
mount the gear with new ringfeder according to the process des-
cribed in chapter 07.
Note : The pump must be filled with lube oil to wet the gears inside
the pump before starting after repair or with new pump.
2 Clean the sealing surface of the free end cover and the lube
oil pump, with an universal solvent reference MGE000062.
3 Add silicone paste, reference 184751050, on the sealing sur-
face of the lube oil pump.
4 Put in place the lube oil pump with taking care of the posi-
tion of the driven gear teeth (against the crankshaft gear).
5 Remount the screws and tighten them.
6 Reconnect the oil pipes to nominal torque (see Chap. 07 ).
7 Reconnect the fuel pipes to nominal torque ( see chap. 07),
in case of diesel engine.
8 After a lube-oil pump replacement, check carefully the
lube oil and the fuel pressure. Readjust them if necessary.
0936 Page 31
18.9.2 Prelubricating pump

18.9.2.1 Description
The prelub pump (item 6) is located in the oil pump module. It is
driven by an electrical motor (item 5).
The connection between the electrical motor and the prelubricating
pump is a spider connection (item 4) (see fig 18-26).
5 4
Fig. 18-26
18.9.2.2 How to remove the electrical motor or the fuel

feed pump
Warning : Before removing the engine, switch off the lubricating circuit
braker and disconnect completly the pump in the PLC cabinet
of the WECS 3000 or in the WECS cabinet of the WECS
8000/8010 or in the electrical cabinet in case of diesel engine.
1 Lockout the electrical supply.

2 Remove the retaining screws (item 9).
3 Remove the electrical motor (item 5).
4 Remove the half-coupling (item 4).
Page 32 0936
18.9.2.3 How to remount the electrical motor or the

fuel feed pump
Caution : The screws and conical friction rings can be used once only and
shall be changed whenever removed.
Note : Before electrical motor or fuel feed pump refiting, check care-
fully the spider condition. If necessary, replace them.
1 Clean carefully the shaft end, if you have some scrat-

ches on the shafts, you can polish them with emery cloth, 180
grade. If the damage is more important, you shall replace the
shaft. The shaft should be cleaned for the rings to grip on.
2 Clean carefully the metallic parts of the coupling, the
screws and the conical friction rings.
3 Fit the half coupling on the main pump shaft. Be sure that
the end of the pump shaft and the coupling are in contact (see fig.
18-27).
4 Apply loctite 243, ref 184741040 on the screw one by one
and tighten the screws gradually in sequence to 4 Nm (see fig.
18-28, item 1'). Ensure that the gap A is even all round.
5 Fit the other half coupling on the fuel feed pump or the
electrical motor and tigthen it by hand. Ensure that the gap A' is
even all round.
A'
1'
Fig. 18-27
6 Assemble the fuel feed pump or the electrical motor on the

lube oil pump module.
0936 Page 33
7 Set the half coupling (on the fuel feed pump shaft or electri-
cal motor shaft to obtain a gap 0,2 and 0,5 mm (see fig. 18-28 item
G).
0.2 G 0.5 mm G 1
5
2 4 1'
A' A
Fig. 18-28
8 The gap must be checked between the "button" on the spi-

der face and the other half coupling on 3 axial positions at 120°. If
the gap G is not correct, reajust the half coupling position on the
shaft fuel pump or electrical motorside.
9 Remove the fuel feed pump (item 5) or the electrical
motor (item 2) from the lube oil pump module (item 3).
Note : Take care that the half coupling do not move while removing
the fuel pump and/or the prelubrication pump.
10 Apply loctite 243 on the screws (see fig. 18-28, item

1') one by one and tighten the screws gradually in sequence
to 4 Nm. Ensure that the gap between the clamp plate and the rear
of the coupling halves are even all round.
11 Fit the fuel feed pump or the electrical motor on the
lube oil pump module.
12 Check the gap "G" on the 3 axial positions (120°), (see step
7) and recheck that the gap between the clamp plate and the rear
of the coupling halves is even all round.
13 If the gap is not correct, restart the procedure from step 7.
14 Tighten the flange fuel feed pump or electrical motor
screws or nut to the torque 25 Nm, see fig. 18-27, item 1' or fig.
18.28, item 1'.
Page 34 0936
Note : The electrical box of the prelubricating pump must not to

placed on the top of the pump. It has to be turned of 90° (left or
right side, see fig. 18-29).
Good position
Fig. 18-29
Warning : The operation should be done when the engine is stopped and
the electrical cabinet isn't under voltage.
Moreover, the four screws in the electrical box should be checked.

Change them if they are damaged, use Loctite 243 reference
184741040 and change the flat washers with lock washers.
Fig. 18-30
0936 Page 35
18.9.3 The pressure regulating valve

18.9.3.1 General description
The pressure regulating valve (item 10) is integrated in the lubrica-
ting oil pump housing and regulates the oil pressure before the en-
gine by returning the excess oil direct from the pressure side of the
pump to the suction side.
1
10 5
3 11
2 4 2
1
4
M
6
5
3
13 9 8 7 10
Fig. 18-31
1 Main engine driven pump 7 Regulating valve

2 Suction side 8 Threaded rod
3 Electric prelube pump 9 Nut
4 Pressure side 10 Pressure regulating valve
5 Overpressure valve 11 Non return valve
6 Sense pressure - main gallery 13 Counternut
If, for some reason, the pressure should increase beyond acceptable
limits in the distributing pipe, (i.e due to clogged system), an over-
pressure valve (item 5) will open and allow oil to pass to the regula-
ting piston (item 10). This serves as a safety valve.
Page 36 0936
18.9.3.2 Lube oil pressure adjusting
Note : It must be done after a lube-oil pump replacement or overhaul.
1 Adjust the threaded rod (item 8) so that it protrudes of

16.5 mm from the edge of the side plate.
J. Preadjusting size
5. Overpressure valve
7. Governor valve
8. Threaded rod
9. Nut
13. Counter nut
14. Spring J
16.5 mm
13 9 8 14 7
Fig. 18-32
2 Carefully increase the engine speed, then the load. The en-
gine inlet pressure after the filter should not exceed 5 bars. At full
load, adjust the threaded rod (item 8) to obtain an engine inlet pres-
sure between 4.2 and 5 bars after the filter. Block the nut and coun-
ternut.
Warning : Check during pressure adjustment that the lubricating oil tem-
perature is stabilized and at the maximum value.
3 Once the adjustment is made, check that the screw pro-

trudes between 10 and 18 mm. If this is not the case, inform your
Wärtsilä Representative.
4 Fit the nut as well as the brass lock nut.
5 Check that the engine inlet pressure after the filter is
still between 4.2 and 5 bars at full load and with the maximum lube
oil temperature.
0936 Page 37
Nota : The overpressure valve (item 5) must never be adjusted on the

field. In case of non possibility to reach nominal pressure,
check that the distance J between the screw head to the top of
the nut is between 21 and 22 mm. See fig. 18-33.
In case of low lubricating oil pressure, please refer to Chap. 08 to

analyse the different possible causes.
Fig. 18-33
Page 38 0936
18.10 Lube oil module

2
1
5
6 3
Fig. 18-34
1 Filter covers 4 Oil channel

2 Thermostatic valves 5 Water/oil exchanger
3 Selection shaft 6 Selection valve
The lubricating oil module is made with aluminium casting. The lu-
bricating oil module has 3 functions :
• Lube oil filtration,
• Lube oil cooling,
• Lube oil temperature regulation.
Two versions of lubricating oil module are used on W220 engines
(see Chap 18.2.3).
0936 Page 39
18.10.2 Oil cooler module integrated on the engine

18.10.2.1 Description
The tubular cooler is inserted in the lube oil module itself.
At the both ends there are two O-rings to avoid lube oil or water
leakage.
The oil flows around the tubes and the coolant flows inside the tu-
bes.
The tube stack is made of cupronickel and the water box is of alu-
minum.
Oil cooler module
1
Fig. 18-35
1 Cooler cover
2 Tubular cooler
3 Body
4 Cooler fixing screw
18.10.2.2 How to remove the lube oil cooler

1 Open the filter drain valve (see section 18.6).
Caution : Be careful when opening the lubricating oil cooler. In spite of

draining, there is always a small amount of lube oil in the co-
vers and in the housing.
2 Drain the LT water circuit (see Chap 19).

3 Remove the top cover (item 1, fig 18-35).
Page 40 0936
4 Mark the angular position of the tube stack in relation to

the casing. No permanent mark in the functionnal surfaces are tol-
erated.
5 Remove the two cooler fixing screws (item 4, fig 18-36).
6 Extract the cooler vertically with dedicated tools and
take care no to get it jammed during removal (risk of damage the
fins). For the tools, use two eyes bolt M8 and a sling for mass of 60
kg.
Extraction of the lube oil cooler
Fig. 18-36
18.10.2.3 How to clean the lube oil cooler

a) Oil side - cleaning
Normally, clogging of the oil side is insignificant. However, any clog-
ging could severely affect the efficiency of the cooler. By design, the
tube stack cannot be cleaned mechanically on the outside. Slight
clogging may be removed by spraying steam through the tube stack.
If there is a considerable amount of dirt, use a commercially avai-
lable chemical cleaning solution.
• Alkaline degreasing agents :
These agents are suitable for normal degreasing. However, they are
not very effective on heavy grease, sludge and oil coke. They require
hot water temperatures. Carefully rinse with water after treatment.
• Hydrocarbon solvents :
Solvents include an entire range of products, from light petroleum
solutions to chlorinated hydrocarbons such as trichloroethylene.
These products should be handled with care as they are often extre-
mely volatile and have a toxic or narcotic effect.
0936 Page 41
• Dissolving emulsions :
Heavy sludge, for example oil coke, can often only be dissolved with
solutions of this type.
b) Water side - cleaning

Cleaning shall be carried out so as not to damage the natural protec-
tive layer on the pipes.
Note : Use Nylon brushes as metal brushes are likely to damage the
protective layer.
1 Remove sludge and deposits with a nylon brush.

2 Rinse with water.
3 If deposits in tubes are hard, e.g. calcium carbonate,
such deposits may be chemically removed using commercially
available agents. After this treatment, the tube should be rinsed
and, if necessary, treated with a solution that neutralize the resi-
dual washing agents.
4 When cleaning, check for corrosion and test under hydrau-
lic pressure.
Caution : It is better to replace the tube stack too early rather than too
late. Leackage of water into the lubricating oil would have very
serious consequences.
18.10.2.4 How to refit the oil cooler

1 Check the sealing surfaces for cleanliness and for scrat-
ches.
2 Use new O-rings.
3 Smear the O-rings with a suitable lubricant, such as castor
oil plant, ref XMT 582294 or eventually clean engine oil.
4 Fit the tube stack in its casing use a dedicated lifting tool.
5 Check the position of the tube stack using the marks pre-
viously made and refit the retaining screws (item 4).
6 Refit the top cover of the oil module (item 1).
Page 42 0936
18.10.3 Thermostatic oil valve integrated on the

module
18.10.3.1 How to check the thermostatic valve
1 Remove the oil thermostat cover.
2 Remove the thermostatic elements.
3 Check the element by heating it slowly in oil or water. Re-
cord the temperature at which it starts to open and the temperature
at which it is fully open. The thermostatic elements range is : 63 -
71°C The lowest oil temperature value corresponds to the begin-
ning of opening, and the highest value corresponds to full opening
of the valve.
4 Replace any defective element.
5 Replace the O-rings.
6 Remount the thermostatic element.
Fig. 18-37
0936 Page 43
18.11 Metal particle detector

In order to protect the engine agains bearing shells damages and
liner seizing, a (MPD) Metal Particle Detector (item 1) has been
fitted in the outlet of the lube oil circuit pump, before oil cartridges.
The aim is to stop the engine as soon as a trouble appears, to avoid
any catastrophic failure.
Fig. 18-38 W200C & W220C
Page 44 0936
18.11.1 How does the metal particle detector

work?
a) The metal particle detector (item 1, fig.18-38) is made of an
oil circuit with an integrated contact grid.
b) The oil enters at the top of the MPD with a constant flow.
c) The oil goes through the grid and exits at the bottom of the
MPD.
Metal particles are collected on the grid. When a particle goes
through the electrical circuit, this one is closed and a shutdown is
activated.
d) Electrical function : The MPD is connected in the PLC module,
and cabled in such a way that the engine will be stopped in case of
particles detection.
OUT
IN
Fig. 18-39
Opened electrical Closed electrical

circuit circuit
(No particle on (Particles on grid)
grid)
Fig. 18-40
Note : Check the Metal Particle Detector weekly, see chapter 04.
0936 Page 45
Fig. 18-41
18.11.2 Control procedure in case of stop due to

MPD activation
1 Open the detector and take the grid out.
2 On a white paper, check and collect all fragments found
in the grid.
a) If there is no metal particle (the contact could be activated by
fibres including metallic dust) :
1 Clean the grid.
2 If the grid is damaged, check the contacts with a
multimeter by putting a magnetic object on the grid.
3 Reassemble the grid on the detector.
4 Reset the fault pressing twice the push button "Fault reset"
on the electical panel.
b) If there are metal particles :
1 Take the oil filter out and check the deposit.
If there is no particle inside the filters (steps 1 and 2), we can start
the engine again, after remounting all filters and the MPD.
c) If there are metal particles at the level of oil filter or centrifugal
filter :
1 Check that all conrods are free (in translation).
(Be careful, this control must be done when the conrods are cold,
otherwise this control is not efficient).
2 Check visually the camshaft and the roller state (check
them from inspection doors).
3 Check the turbocharger lateral clearance and compres-
sor part.
4 Inform your Wärtsilä Representative and do not restart
the engine.
Page 46 0936
18.11.3 Additional MPD assembly on engine

18.11.3.1 Several engines of first generation do not
have their own metal particle detector.
If the engine is not equipped with this device, it would be necessary
to add this type of sensor to improve the engine safety.
Note : It would be judicious to integrate the drilling of the pump

housing during the next maintenance code overhaul (in the
workshop), contact your Wärtsilä Representative.
For this upgrading, a kit is available : SPC 3520003 (see Spare Parts
Catalogue, chap. 352).
0936 Page 47
Page 48 0936
W200
19
Cooling water system
0936 Page 1
W200
Cooling Water System .........................................................................................................................3
19.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
19.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
19.1.2 Preheating (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
19.1.2.1 Preheating, W200PH 1 version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
19.1.2.2 Preheating, PH2 and PHC versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
19.1.2.3 Preheating (option) version PHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
19.1.3 Different types of external cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

19.1.3.1 Radiator system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
19.1.3.2 Tower system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
19.1.3.3 Raw water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
19.1.3.4 Sea water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
19.1.4 Piping complies with the following rules : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

19.1.5 De-aeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
19.1.6 Expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
19.1.7 Drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
19.2 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
19.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
19.2.2 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
19.2.2.1 Recommandation before water draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
19.2.2.2 Draining of the group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
19.2.3 Recommendation before water filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

19.2.3.1 Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
19.2.4 Mounting instructions of preheating pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

19.2.4.1 Pump casing position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
19.2.4.2 Electrical box position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
19.3 Monitoring of pressure and temperature parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
19.4 Water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

19.4.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
19.4.2 Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Page 2 0936
W200 Cooling Water System 19.
19. Cooling Water System

19.1 Description
19.1.1 General
The cooling water system consists of two cooling circuits : the low
temperature (LT) and the high temperature (HT) circuit.
The low temperature circuit water cools both the charge air and the
lubricating oil cooler in parallel.
The high temperature cooling water cools the cylinders (jacket wa-
ter), cylinder heads and the uninsulated part of the exhaust system
in the multiduct.
LT and HT circuit communicating
:
:
:
:
Fig. 19-1
0936 Page 3
19. Cooling Water System W200
The twin pump circulates both cooling water circuits.

The twin pump is a one shaft centrifugal pump with a double-sided
impeller, one side for the low temperature circuit and the other side
for the high temperature circuit.
Water pump for Ph1, Ph2 and PhC engines
Fig. 19-2
Page 4 0936
Water pump for PhD engines
HT in
HT out
LT in
LT out
Fig. 19-3
The temperatures of the cooling water are controlled by thermosta-

tic valve elements of wax type.
The thermostatic valves for both circuits are in same casting. The
cooling water control unit, is assembled on the rear side of the
engine.
19.1.2 Preheating (option)

To allow quick load application after starting, the cooling water sys-
tem can be fitted out with a preheating system. This system permits
to preheat the cooling water to a temperature as near to the
operating temperature as possible, or to a minimum of 50°C in the
HT circuit.
However the engine can be started without preheating until the
intake is over 5°C. Thanks to the cooling system design, at low
loads, the temperature is high enough to reduce ignition delay and
rough combustion and to prevent cold corrosion in the combustion
space.
The preheating set consists of a group of thermo-plunger of 12kW
output, set at 60°C and a circulation electropump.
0936 Page 5
19.1.2.1 Preheating, W200PH 1 version
10 kW preheater elements Thermostat Water circulating pump
From cylinder heads

B-bank
From cylinder heads

Preheater box A-bank
To cylinder
liners B-bank
Thermostat T441
To cylinder
liners A-bank
Non return valve Non return valve
Water circulating direction
Fig. 19-4
Page 6 0936
19.1.2.2 Preheating, PH2 and PHC versions
Fig. 19-5
Note : A kit is existing to remove the preheating module from the en-
gine. See ASI W200-02079.
0936 Page 7
19.1.2.3 Preheating (option) version PHD
WaWater circulating
ter circulating pump pump
Preheater element
preheater element
Fig. 19-6
19.1.3 Different types of external cooling water

The diesel engine installation depends on the auxiliary system in or-
der to function properly.
The environmental conditions must be considered at an early stage,
and it is of upmost importance that all auxilliary systems are consi-
dered and optimised for their intented purpose in the project design
stage.
The different types of external cooling systems are :
• Radiator
• Tower
• Raw water
• Sea water
19.1.3.1 Radiator system
The radiator cooler is often selected when the ambient temperature
is about +5°C to +35°C and when there is a shortage of raw water. In
cold weather applications (when the ambient temperature may be
below 0°C) the engine cooling system must be contain a solution to
avoid freezing and be design accordingly.
The radiator system consists of the following modular units :
• a radiator module
• an expansion tank
19.1.3.2 Tower system
The cooling tower is selected in situations when the ambient tempe-
rature is high and when a small supply or raw water can be arran-
Page 8 0936
ged. This system makes it possible to use treated fresh water in the
engine circuit while using untreated fresh water in the cooling tower
circuit. An advantage with using the cooling tower is that the coo-
lant can reach a temperature lower than the ambient temperature,
due to a forced evaporation of the water. Adding new water must
compensate for the evaporation losses.
The system consists of :
• cooling water
• expansion tank
• heat exchanger
• pump unit.
19.1.3.3 Raw water system
The raw water-cooled system is normally the most cost-effective so-
lution when raw water is available in sufficient quantities and quali-
ty.
The system consists of :
• a pump unit
• a heat exchanger
• an expansion tank.
The raw water used is taken from an intake reservoir, or direct from
the sea, lake or river.
19.1.3.4 Sea water system

As an option marine installation can be provided with an engine as-
sembled seawater cooler, seawater pump and expansion tank.
19.1.4 Piping complies with the following rules :

All tubes must be installed with a slope of 1 cm/m in order to facili-
tate fluid emptying or staining.
Low points are fitted with valves or drainplugs, both on fluid circuits
and gas circuits. Raw water exchangers are also inclined by 1 cm/m.
In case of frost, the bundle can be emptied by blowing through a
hole.
Circuit filling points must be indicated at the low points, and the
high parts must be fitted with manual or automatic degassing sys-
tems.If required by the water quality, circuits should be made of
rustproofed material - PVC or bronze -.
The connections between the installation and the generator set are
flexible, so as to absorb the vibrations and misalignments resulting
from relative motions or expansion.
0936 Page 9
19.1.5 De-aeration
The engine is provided with connections for continuous de-aeration
of the HT-circuit and the LT-circuit.
19.1.6 Expansion tank

The expansion tanks should compensate for volume changes in the
cooling water systems, serve as venting arrangement and provide
sufficient static pressure on the cooling water.
• Pressure from the expansion tank : minimum 0.5 bar at
crankshaft height
• Volume : approx. 10 % of the system cooling water column
The de-aeration pipe of each engine should be run to the tank sepa-
rately, continuously rising, and so that aeration of the water cannot
occur (the outlet should be below the water level).
19.1.7 Drain tank

It is recommended to provide a drain-tank in which the treated coo-
ling water can be stored when this has to be drained from the engine
or the system during maintenance and overhaul. A pump should be
provided to refill the water into the system.
Page 10 0936
19.2 Maintenance
19.2.1 General
The installation - including expansion, venting, preheating, pressu-
rising - should be carried out strictly according to the instructions of
the engine manufacturer to obtain correct and trouble free service.
The cooling water should be controlled according to the recommen-
dations in Chap. 02 to prevent corrosion and deposits. If risk of frost
occurs, drain all cooling water spaces. Avoid changing the cooling
water. Save the discharged water and use it again.
19.2.2 Cleaning
In completely closed systems the fouling will be minimal if the coo-
ling water is treated according to the instructions in chapter 02. De-
posits 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 deposits can be of the most various structures and consisten-
cies. In principle, they can be removed mechanically and/or chemi-
cally as described below. More detailed instructions for cleaning of
coolers are stated in Chap. 15.
a) Mechanical cleaning
A great deal of the deposits consists of loose sludge and solid parti-
cles, which can be brushed and rinsed off with water.
On places where the accessibility is good, e.g. cylinder liners, me-
chanical cleaning of considerably harder deposits is efficient.
In some cases it is advisable to combine chemical cleaning with a
subsequent mechanical cleaning as the deposits may have dissolved
during the chemical treatment without having come loose.
b) Chemical cleaning
Narrow water spaces (e.g. cylinder heads, coolers) can be cleaned
chemically. At times, degreasing of the water spaces may be neces-
sary if the deposits seem to be greasy (See Chap. 15).
Deposits consisting of primarily limestone can be easily removed
when treated with an acid solution. On the contrary, deposits con-
sisting 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
(contact your Wärtsilä representative).
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 carbonate solution (washing soda) of 5 % to neutralise
possible acid residuals.
0936 Page 11
19.2.2.1 Recommandation before water draining

• Switch off the engine, the CMR, and the electrical supply
of the preheating pump and heater elements.
Warning : During the handling, the genset must be stopped and locked.
19.2.2.2 Draining of the group

1 Before draining the group, wait until the water tempera-
ture is lower than 40°C.
2 Insulate the group (if the installation is equipped with
valves before and after the engine ) at the level of HT and LT water
pipes coming from external exchangers.
3 Open the different draining points : A drawing : items 1,
2, and 3 ; B drawing : items 4 and 5 ; the plug on the expansion ves-
sel, and the air cooler draining point, if the engine is not fitted with
insulation valves.
4 Provide a system able to recover the water and to pre-
vent the liquid from flowing into the sewer.
5 Drain the HT water thanks to the different draining
points represented on the C drawing : items 10 & 11 (main
draining points), on the D drawing : items 12 & 13 (secondary
draining points, engine inlet and outlet), on the D & E drawings :
items 14 & 15 (cylinder head lines secondary draining points) and
on the C drawing : item 16 (preheating water box draining).
Note : The draining points items 14 & 15 (fig. 10 and 11) have to be
opened only when a liners replacement is performed.
6 Drain the LT water thanks to the different draining points

shown on the F drawing , item 20 and on the G drawing , items 21 &
22.
Note : If necessary, change the cooling liquid after each draining.
7 After that, you can work on the engine without any risks
of water leakage into the oil sump.
19.2.3 Recommendation before water filling

• Be sure that you have respected the O&M manual
recommandations concerning the sealing fitting or part
remounting.
• Close the different draining points on the engine (items 11,
12, 13, 14, 15, 16, 21 and 22) except items 10 and 20.
Page 12 0936
19.2.3.1 Filling
1 The venting points must be opened, A drawing , items 1,
2, 3, 4, 5, the expansion tank too.
2 Fit the draining/filling points with connections at the
engine lower point or connect the existing tapping with HT and LT
water pipes, located between the insulation valve and the engine.
3 Start to fill-up the engine.
4 When water begins to flow out from the venting
points, close each venting screw as far as the liquid appears.
5 Close the connection cocks .
6 Open slowly the engine insulation valves.
7 If necessary, add water in the filling pipes and open the en-
gine venting points again.
8 Let the venting points opened, until water flows out.
Then, close the filling cocks, remove them from the connections
and close the venting points.
9 If necessary, add water in the expansion tank again,
and then close the expansion tank plug.
Note : It is important to check carefully the venting point item 5, fig.

19-8 (venting of the HT circuit water pump ).
During the preheating and engine starting, airlocks should not
appear.
10 Start the engine and check the water pressures. If they are
unsteady when the engine is stabilized, check the different ven-
ting points.
Warning : When engine water temperature is higher than 60°C, you have
to protect your arms and hands to prevent any burn during the
water circuit ventings, when the engine is running.
11 If necessary, add water in the expansion tank.

12 Check the five venting points again when the engine is
fully running.
0936 Page 13
Venting points with internal oil exchanger

1. HT water venting (manual drain cock)
2. LT water venting (manual drain cock)
3. LT water venting (manual drain cock)
4. Preheating water box venting (manual drain cock)
5. Water pump venting (manual drain cock)
A Drawing : A side view (view non contractual)
1 2 3
Fig.19-7
Page 14 0936
B Drawing : free end side view (view non contractual)
4 5
Fig. 19-8
HT draining points
10. HT draining point (engine lower point)
11. HT draining point (engine higher point)
12. HT draining point (inlet)
13. HT draining point (outlet)
15. HT B side cylinder draining point (when cylinder head removal)
16. HT draining point (preheating water box).
C Drawing : free end side view (view non contractual)
11
16
10
Fig. 19-9
0936 Page 15
D Drawing : B side view (view non contractual)
XX
15 12 13
Fig. 19-10
HT draining points (following)

14. HT A side cylinder draining point (when cylinder head removal).
E Drawing : A side view (view non contractual)
14
Fig. 19-11
LT draining points
20. LT draining point.
Page 16 0936
F Drawing : Free end side view (view non contractual)
20
Fig. 19-12
LT draining points (following)

21. LT draining point (engine inlet)
22. LT draining point (engine outlet).
G Drawing : B side view (view non contractual)
XX
21
22
Fig. 19-13
0936 Page 17
19.2.4 Mounting instructions of preheating pump

19.2.4.1 Pump casing position
When you change a preheating pump, you must check the pump po-
sition. For heating efficiency, the cooling water flows have to be
from top to bottom in the preheating element box. Then the arrows
printed on the preheating pump casing must indicated the bottom.
Note : Use Perfect Seal paste N°4 ref. MGE000084 for the casing
mounting.
Arrows printed on the preheating

pump casing
Fig. 19-14
19.2.4.2 Electrical box position

When the preheating pump casing is correctly installed, you must
check that the pump electrical box is not positioned down (see fig.
19-15). The position on top and on the side are both allowed. If
needed you can turn the pump motor by loosing the screws fixing
the motor to the casing. use the bottom packing for the wiring if the
electrical box is on the side (see fig. 19-16).
Electrical box below the pump

electrical motot
Fig. 19-15
Page 18 0936
Pump electrical box on the side
Screws that fix the pump motor to

the casing
Bottom packing for the wiring
Fig. 19-16
Warning : The electrical wiring screws must be checked regularly :

Replace the plain washer by lock washer
Remount the screws with Loctite N°184741220 (if the screws
are damaged, replace them).
Rotation control :
After wiring, you must check that the preheating pump rotates in
the good way (indicated on the pump motor). According to the
pump type and brand, you have two possibilties :
• Directly check the way with the indicator light on the
pump electrical box (see Fig. 19-17)
• Open the draining screw and check the rotor rotation (see
Fig. 19-17).
In all cases, after preheating system starting, check that the HT wa-
ter temperature is increasing in the engine.
Note : Before starting preheating system, check that the water circuit
and preheating systems are correctly vented (see chap. 19.2).
0936 Page 19
Indicator light Rotation way Draining screw
Fig. 19-17
19.3 Monitoring of pressure and temperature parameters

In order to control the pressures and the temperatures of the LT and
the HT cooling water circuits, there are thermometer and manome-
ter installed on the cooling water circuit, see chapter 23.
The thermometer and the manometer are connected with the
Engine Control Unit. Main engines are provided with alarm switches
for low and high pressure and temperature on the HT and LT cir-
cuits.
Page 20 0936
19.4 Water pump

19.4.1 Description
The twin water pump is a one shaft centrifugal pump with a double-sided
impeller : one side for the low temperature circuit and the other side for
the high temperature circuit.
The pump is driven by the gear mechanism at the free end of the engine.
The impeller, pump and bearing housings, LT suction pipe are machined
from raw casting in grey cast iron.
The shaft, in contact with the cooling liquid, is made of acid proof steel
without chrome plating. It is machined in as steel bar.
The shaft is mounted in two ball bearing (items 30 and 31) which are lu-
bricated by splash oil entering through the opening in the bearing hou-
sing.
The shaft seal (item 44) prevents the oil from leaking out and, at the same
time dirt and leak water from entering. The impeller is fastened to the
shaft.
The waterside of the pump is provided with a mechanical shaft seal.
19.4.2 Maintenance
You must check the pump at intervals according to the recommen-
dations in Chap. 04 or if water and oil leakage occurs, immediately.
Fig. 19-18
0936 Page 21
Page 22 0936
W200
20
Exhaust system
0936 Page 1
W200
Exhaust System ........................................................................................................................................3
20.1 Exhaust manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

20.1.2 Expansion bellows replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
20.1.3 Multiducts replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
20.1.3.1 Multiduct removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
20.1.3.2 Multiduct mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
20.1.3.3 Multiduct removal (all multiducts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
20.1.3.4 Multiduct mounting (all multiducts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Page 2 0936
W200 Exhaust System 20.
20. Exhaust System

20.1 Exhaust manifold
Data and dimension The exhaust manifold is fitted between the cylinder head and the
Multiduct material : nodular cast turbocharger. The manifold consists of the multiducts and the ex-
iron haust pipes (item 1) with expansion bellows (item 2).
Weight : ~8 kg The part called multiduct, between the cylinder head and the ex-
Test pressure : ~10 bar haust pipes, acts as a bracket for the whole exhaust manifold,
(water side) including the insulation box.
Exhaust pipes The cooling water discharging from the cylinder head cools the mul-
Material : special, heat resistant
tiduct. The multiducts are vented through a venting pipe along the
alloy nodular cast iron
Bellows : multiply design in engine.
stainless steel The cooling water flows through the multiduct down to the HT-wa-
ter channel in the engine block.
The multiduct also connects the air receiver in the engine block
with the inlet air channel in the cylinder head.
All the surfaces, engine block/multiduct, cylinder head/ multiduct
and exhaust pipes/multiduct are sealed off.
The complete exhaust system is enclosed in an insulation box.
Caution : The outside surfaces of the box get hot.
Exhaust system V12, mono turbo (A side view)

2
F 1. Exhaust
1. Ex haust gasgas
pipe
2. Bellow
2. Bel low
1
F view
Fig. 20-1a
0936 Page 3
20. Exhaust System W200
Exhaust system V12, dual turbo (A side view )

F
1
1. Exhaust gas pipegas

1. Exhaust
pipe
2. Bellow 2. Bellow
F view
Fig. 20-1b
Exhaust system V16 (A side view )

2
1
1. Ex haust gas
1.Exhaust pipe
pipe
2. Bel low
2. Bellow
Fig. 20-2
Exhaust system V18 (A side view )
1.haust
1. Ex Exhaust gas
gas pipe pipe
2. Bellow
2. Bellow
2
1
Fig. 20-3
Page 4 0936
The exhaust gas temperature of each cylinder is checked by a sen-

sor, item 2 (Fig. 20-4).
With this sensor, an alarm can be given in case of exhaust tempera-
ture problem.
Multiduct parts
1. Degasing pipe
2. Sensor
3. Multiduct
4. Exhaust gas pipe
Fig. 20-4
20.1.2 Expansion bellows replacement

1 Remove the relevant panels of the insulation box.
2 Remove the screw fittings and remove the expansion bel-
lows (item 2, Fig. 20-5).
3 Check that the exhaust pipe flanges are parallel and
coaxial to stop lateral forces from being applied on the bellows.
Use new screws with high-temperature grease ref. MGE000070
(see Spare Part Catalogue).
Caution : The expansion bellows have a mounting direction. The arrows

on each expansion bellows must be in the direction of the ex-
haust air flow.
0936 Page 5
V clamp model
1 2
1. Exhaust pipe
1.pan
2. Ex Exhaust pipe
sion bellow
3. V2.clamp
Expansion bellow
3. V clamp
Fig. 20-5
Flange model
1 2 4 5
1. Exhaust pipe
2. Ex pansionpipe
1. Exhaust bellow
2. expansion
3. Seal bellow
3. Seal
4. Screw
4. Screw
5. Nut
5. Nut A
3 3
Fig. 20-6
If you have the ordered model with square flanges, change the seals
( See Fig. 20-6, item 3).
Page 6 0936
20.1.3 Multiducts replacement

20.1.3.1 Multiduct removal
Fig. 20-7
1 Drain the engine water circuit (under the cylinder head

level).
2 Remove the insulation box cover.
3 Remove the cylinder head (see Chap 12).
4 Remove the venting pipe (item 1) and disconnect the ex-
haust gas temperature sensor (item 2) (see Fig. 20-4).
5 Remove the screws of the exhaust pipes, item 5 (Fig. 20-8).
6 Remove the screws on the engine block side, item 6 (Fig.
20-8).
5
1. Spacer
1. Spacer
2. Spacer
2. Spacer
3. Seal
1
3. Seal
4. Seal
4. Seal
5. Exhaust pipe screw
6. Engine block screw
5. Exhaust pipe screw
2
6. Engine block screw
4 6
3
Fig. 20-8
7 Remove the multiduct.
0936 Page 7
20.1.3.2 Multiduct mounting

1 Fit the seal item 3 under the multiduct (see Fig.
20-8).
2 Align the multiduct with the other by means of a metal ru-
ler.
3 Tighten the multiduct to the block (see Chap. 07).
4 Screw the exhaust pipes (see Chap. 07).
5 Fit the cylinder head on place with the seal (item 4)
between the cylinder head and the multiduct.
6 Coat the clamping screws between the cylinder head and
the multiduct with high temperature grease ref MGE000070 or
equivalent.
7 Tighten the cylinder head (see Chap. 12).
8 Tighten the multiduct on the cylinder head in 2 stages (see
Chap. 07).
Nota : On the cylinder heads, the long spacers are in the lower part
and the little spacers are in the upper part (see Chap. 12).
9 Refit the venting pipe (item 1) and the exhaust gas temper-
ature sensor (see item 2 Fig. 20-4).
10 Tighten the FBO couplings to the torque (see Chap.
07).
Page 8 0936
20.1.3.3 Multiduct removal (all multiducts)

1 Drain the engine water circuit (under the cylinder head
level).
2 Remove the cylinder heads (see Chap. 12).
3 Remove the venting pipes and disconnect the exhaust gas
temperature sensors.
4 Remove the exhaust pipes and the isolation box cover.
5 Remove the multiducts.
20.1.3.4 Multiduct mounting (all multiducts)
a) For A bank :
1 Install cylinder heads to the extremes cylinder : A1 and
A6 for V12 engine, A1 and A8 for V16 engine and A1 and A9 for V18
engine.
2 Tighten the cylinder head nuts manually using a rod ref.
8610026.
3 Fit seal under the extreme multiducts : A1 and A6 for
V12 engine, A1 and A8 for V16 engine, or A1 and A9 for V18 engine.
4 Tighten to the torque the multiducts to the block (see
Chap. 07).
Note : The extreme multiducts are partially tightened.
5 Remove the two cylinder heads.

6 Finalise to tighten the 2 extreme multiducts to the torque.
7 Using a metal ruler placed between multiducts A1 and A6,
or A1 and A8, or A1 and A9, align the other multiducts with their
seal and tighten the multiducts to the torque to the block (see
Chap 07).
8 Screw the exhaust pipes and the isolation box all cover.
9 Fit on place the cylinder heads with the seal between the
cylinder head and the multiduct.
10 Coat the clamping screws between the cylinder heads
and the multiducts with high temperature grease (ref.
MGE000070).
11 Tighten the cylinder heads (see Chap. 12).
12 Tighten the multiducts on the cylinder heads (see Chap.
07).
Note : On the cylinder heads, the long spacers are in the lower part
and the little spacers in the upper part (see Chap. 12).
13 Refit the venting pipes and the exhaust gas temperature

sensors (see Fig. 20-4 ).
0936 Page 9
14 Tighten the FBO couplings to the correct torque (see

Chap. 07).
b) For B bank :
Same as A bank, using cylinders heads and multiducts B1 and B6 for
V12 engine, B1 and B8 for V16 engine, B1 and B9 for V18 engine.
Page 10 0936
W200
21
Starting air system
0936 Page 1
W200
Starting air system ................................................................................................................................3
21.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
21.2 Starting devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

21.2.1 Description (see fig. 21-01 a and b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
21.3 Air starting motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

21.3.1 Air starting motor for V12 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
21.3.2 Air starting motors for V16 and V18 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
21.3.3 Air starting motor for all types of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
21.4 Air starting motor lubrication (only on V18 engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

21.4.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
21.4.1.1 Servolubricator operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
21.4.1.2 Oil filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
21.4.1.3 Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
21.4.1.4 Flow rate adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
21.4.1.5 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
21.5 Implementation and maintenance of the pressure regulating valve (only for V18 engines) . . . . . . . 11
21.5.1 Operation and characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
21.5.1.1 Operating principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
21.5.1.2 Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
21.5.2 Installation on piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

21.5.3 Different methods of charging the reservoir (see fig. 21-10). . . . . . . . . . . . . . . . . . . . 13
21.5.4 Special precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
21.5.5 Prolonged storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
21.5.6 Verification and testing after maintenance work . . . . . . . . . . . . . . . . . . . . . . . . . 14
21.6 Compressed air container and pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Page 2 0936
W200 & W220 Starting air system 21.
21. Starting air system

21.1 Description
The engine is fitted with a starting motor with a previous engaged
pneumatic control turbine designed to operate with compressed air.
Small quantities of solid or liquid foreign matter in the compressed
air should not normally have a detrimental effect on the starting
motor. Also, it is not at all necessary to lubricate the compressed air.
Four main zones are differentiated in the starting motor :
• Input casing - diffuser / valve seat
• Turbine body
• First gear support stage
• Gearbox.
When the engine speed reaches 150 rpm, the current is cut by relay
(item 3) of the electronic tachometer, which automatically de-
clutches the starting motor.
In case of power failure or malfunctioning of the governing devices
(item 1), (item 2), (item 3) or (item 4), the engine may be started
with manual valve (item 5) in case of an emergency. Remember that
automatic declutching of the starting motor is then out of service
and consequently, when the engine starts, it is necessary to close
valve (item 5) to prevent the starting motor from overspeeding.
Valve (item 6) stops starting when the cranking gear is engaged, and
also impeded emergency starting with valve (item 5).
0936 Page 3
21. Starting air system W200 & W220
Starting air system diagram - W200 engines
1. Air container
2. Pressure regulator
3. Gauge for starting air
4. Safety valve
5. Main starting valve
6. Starter control valve
7. Starting motor
8. Start blocking valve
9. Pneumatic stop cylinders
10. Main stop valve P
STARTING AIR
Fig 21-01 a
Starting air system diagram - W220 engines
2. Pressure regulator
3. Gauge for starting air
4. Safety valve
5. Main starting valve
6. Starter control valve
7. Starting motor
8. Start blocking valve
Fig. 21-01 b
Page 4 0936
21.2 Starting devices

21.2.1 Description (see fig. 21-01 a and b)
The engine is fitted with a starting motor designed to operate with
compressed air.
When the engine speed reaches 1500 rpm, the current is cut by relay
of the electronic tachometer, which automatically declutches the
starting motor.
Valve (item 8) stops starting when the cranking gear is engaged, and
also impedes emergency starting with valve (item 5).
21.3 Air starting motor

21.3.1 Air starting motor for V12 engines
This modele is a turbine driven air starter with a pre-engaged starter
drive. It is suited for W200 and W220 engines. It comes complete
with a pilot air solenoid valve installed.
An electronic control module reads output shaft speed and shuts off
air to the inlet in a unloaded or an overspeed condition*.
Fig. 21-02
* only for W200 engines
0936 Page 5
21.3.2 Air starting motors for V16 and V18 engines

These starters are equipped with a pneumatic motor with rotor
geared whose shafts are installed on needle bearings.
The distribution valves are built-in on the starter to form a compact
unit.
This type of starter requires permanent lubrication.
Fig. 21-03
21.3.3 Air starting motor for all types of engines

This new generation, equipped with tight bearings do not require lu-
brication and maintenance.
Fig. 21-04
The centre of gravity is close to the flange to give stiff starting.
Nota : This model is suitable for all W200 and W220 engines.
Page 6 0936
21.4 Air starting motor lubrication (only on V18 engines)

21.4.1 Description
Fig. 21-05
21.4.1.1 Servolubricator operation

Principle and connection :
Fig. 21-06
0936 Page 7
When the starting motor begins to operate, the air is fed by the pipe
(item A) in the chamber (item B) and actuates the piston (item C).
The oil in the chamber (item D) closes the valve (item E), passes by
the closing valve (item F) and the pipe (item G) and is injected in
the starting motor supply pipe via the valve (item H).
At the end of the starting operation, the pipe (item A) is vented by
the control system and the pressure drops in the chamber (item B).
The spring (item I) then pushes the piston (item C) while the closing
valve (item F) sucks oil from the tank by valve (item E). The
chamber (item D) is filled with oil which will be injected during the
next starting operation.
21.4.1.2 Oil filling

Filter (item J) must be fitted when filling the tank to eliminate any
possible impurities in the oil.
• Capacity : 200 cm3.
For the characteristics of the lube oil, see chap. 02.
Page 8 0936
21.4.1.3 Priming
1 23
Fig. 21-07
Connect the servolubricator as per fig. 21-06.

Adjust flow rate to maximum (item K).
Operate the control (see fig. 21-07 & 21-08) several times until oil
flows from the pipe (item G). Then connect as per 21-06 and adjust
to the required flow rate (see chap. 21.4.1.4).
Fig. 21-08
0936 Page 9
21.4.1.4 Flow rate adjustment

The servolubricator is used to inject, at each cycle, a quantity of oil
varying from 0 to 6 cm3.
The flow rate is adjusted using a screw (item K) modifying the ca-
pacity of the chamber (item D) by adjusting the stroke of the piston
(item C).
Fully tighten the screw (item K) to obtain maximum flow. Gradually
unscrew to decrease this flow rate.
The recommended adjustment for a starting motor operating under
normal conditions is approximately 3.5 to 4 cm3 per start-up. The
quantity of oil injected can be seen on the vernier located on the ser-
volubricator body, opposite the adjustment screw (see fig.21-09).
Fig. 21-09
No special maintenance is required on the servolubricator.
However, occasionally check that it operates correctly (movement
of the piston in the vernier) (see figure 21-06).
Warning : Make sure that the oil level is always above the minimum. Top
up the oil every 80 start-ups approximately.
Note : A proper lubrication eliminates the detrimental effects due to

condensation.
For the recommended lube oil, see Chap. 02.
Page 10 0936
21.5 Implementation and maintenance of the pressure

regulating valve (only for V18 engines)
21.5.1 Operation and characteristics
21.5.1.1 Operating principle
The dome cap reservoir must be charged with neutral gas or air at a
pressure corresponding to what is required downline. To increase
the pressure downline, simply increase the pressure in the reservoir.
To decrease the pressure, reduce the pressure in the reservoir (the
latter mentioned operation must be carried out during operation or
after having previously bled the circuit downline from the pressure
regulating valve).
21.5.1.2 Characteristics
• Standard die cast brass construction.
• Balanced valve (fully tight when closed).
• Tapped connection ports (BSP).
• Reservoir control port, tapped, ¼ “ BSP.
• Permissible upline pressure 100 bar.
• Downline pressure 0.5 to 40 bar.
0936 Page 11
21.5.2 Installation on piping

The unit must be connected to the piping in compliance with the
fluid flow direction indicated by an arrow on the body of the unit.
The input and output ports are tapped (BSP).
26
12
13
22 bar 16B
16A
18
2
17
Outlet 22 bar inlet 100 bar
5
7
6
Fig. 21-10
Item Description Quantity
2 O-ring 1
5 O-ring 1
6 Spring 1
7 O-ring 1
12 Membrane 1
13 O-ring 3
16A Discharge needle 1
16B Discharge needle 1
17 Teflon bush 3
18 Teflon bush 2
26 Pressure gauge connector 1
Page 12 0936
21.5.3 Different methods of charging the reservoir

(see fig. 21-10)
a) Using upline pressure (40 bar maxi) and downline pressure (22
bar) :
• Slightly open the upline and downline valves so that the
pressure regulating valve is in flow position (downline,
disconnect the electrovalve and press the pushbutton).
• Slightly open the discharge needle (item 16B) using a hex
head key until the required expanded pressure is read out
on the downline pressure gauge. Close the needle.
If the downline pressure is greater than the required pressure, open
the discharge needle. When the required pressure is reached, close
the needle.
The unit is ready to operate.
b) Using an external pressure source which must be connected to
the 1/4" BSP port of the reservoir.
Remark : The pressure indicated by the reservoir pressure gauge is very

close to the actual output pressure (plus or minus 1 bar).
21.5.4 Special precautions

• Excessive torquing to charge and discharge needles du-
ring closing can be detrimental. The maximum torque to
apply is 2,5 Nm.
• Depressurise the reservoir when there is no upline or
downline pressure from the pressure regulating valve
(inspection or maintenance operation).
• Before replacement if required, check the type of O-rings,
the membrane and the valve seat indicated on the techni-
cal data sheet appended to the unit.
0936 Page 13
21.5.5 Prolonged storage

a) Before storage : depressurize the reservoir and the air circuit.
b) Return to service : If the storage is greater than 6 months, disas-
semble the unit, replace the seals and slightly lubricate with appro-
priate grease (Oxigenoex for Oxygen).
21.5.6 Verification and testing after maintenance

work
1 Do not forget to slightly lubricate the seals and especially
the moving seals.
2 Check valve tightening.
3 Check for external leaks with “snoop”.
Page 14 0936
21.6 Compressed air container and pipes

The starting system is designed to prevent explosions.
An oil and water separator and a check valve must be installed on
the supply pipe between the compressor and the compressed air
container. A bleed valve must be installed at the low point of the cir-
cuit. A check valve and a safety valve are immediately installed
upline from the circuit.
Bleed condensation from the container before starting.
Prior to installation, carefully clean the piping between the com-
pressed air container and the engine. During use, protect it from
dirt, oil and condensation.
Inspect the compressed air container and clean it on a regular basis,
then coat it with an anti-corrosion product and allow to dry for a
sufficient amount of time. At the same time, inspect valves: exces-
sive tightening may damage the valve seats, causing leaks. Leaking
worn valves, including the safety valve, must be ground. Test the sa-
fety valve under pressure.
Caution : According to the local regulations, the compressed air con-

tainer(s) may be inspected periodically by an approved orga-
nism.
0936 Page 15
Page 16 0936
W200
22
Speed governor control mechanism
0936 Page 1
W200
Speed governor control mechanism ...........................................................................................3
22.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
22.2 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
22.3 Injection fuel racks linkage adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
22.4 Goal of the injection fuel linkage adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

22.4.1 Goal of the linkage adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
22.5 Injection fuel linkage adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

22.5.1 Linkage assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
22.5.2 Control shaft lever adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
22.5.3 Injection fuel rack adjusting, A and B sides (see fig. 22-06) . . . . . . . . . . . . . . . . . . . . 10
22.5.4 Governor stop adjustment (see fig. 22-06). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
22.5.5 Mechanical load engine limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
22.5.6 Injection pump control levers plumbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
22.6 Electro-pneumatic overspeed trip device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

22.6.1 Description (see fig 22-13). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
22.6.2 Checking and adjustment of stop position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
22.6.2.1 Checking of stop position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
22.6.2.2 Adjustment of stop position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
22.6.3 Check of tripping speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

22.6.4 Tripping speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
22.6.5 Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
22.6.5.1 Three-way solenoid valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
22.6.5.2 Stop cylinder (see fig 22-13) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
22.7 Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22.7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22.7.2 Hydraulic governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22.7.3 Removal of governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22.7.4 Mounting of governor (see fig. 22-01) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22.7.5 Manual stop checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Page 2 0936
W200 Speed governor control mechanism 22.
22. Speed governor control mechanism

22.1 Description
1. Governor
2. B side articulated rod
3. Governor lever arm
4. A side articulated rod
5. Control shaft (side A)
Fig. 22-01
During normal operation, the engine speed is controlled by a gover-

nor (item 1) which regulates the quantity of fuel injected in the cy-
linders, depending on the load and engine speed.
The governor control shaft, by means of a lever arm (item 3), actu-
ates the A side articulated rod (item 4), which regulates the articu-
lated rods on A & B sides, and the two injection control shafts.
All fuel racks of the injection pumps must be adjusted at the same
value to inject the same fuel quantity.
0936 Page 3
22. Speed governor control mechanism W200
This governor shaft assembly regulates the injection pump rack po-
sition for engine bank.
4. Fuel rack
6. Control lever
7. Spring
Fig. 22-02
The movement from the control shaft assembly to the injection

pump fuel rack (item 4), is transferred through the control lever
(item 6) and the spring (item 7).
The torsion spring (item 7) enables the control shaft and conse-
quently, 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
(item 7) enables the regulating shaft to be moved towards fuel-on
position, even if an injection pump has jammed in a non- fuel
position.
This feature can be of importance in an emergency situation.
The engine can be stopped by means of the lever (item 9).
When the stop lever is moved to “stop position”, the lever (item 10)
actuates the lever (item 11) and control shaft assembly, moves the
injection pump racks to “stop position”.
The normal engine shutdown is made by the regulator which moves
the injection pump to governor stop position.
An emergency engine shutdown could be given by a safety device to
trip the electro-pneumatic valve of the 30 bars air circuit and moves
every fuel rack to stop position by means of a pneumatic cylinder on
every injection pump. A pneumatic cylinder actuates directly on the
fuel rack.
Page 4 0936
The electro-pneumatic device can also be tripped manually.
9. Stop lever
10. Lever
11. Lever
Fig. 22-03
0936 Page 5
22.2 Maintenance
Caution : Special attention should be paid to ensure the good working of

the system. Indeed, a defect in the system may result in a disas-
trous engine overspeed or the engine may not be able to take
load.
1 The system should work with minimal friction and

clearance. Regularly clean and lubricate racks, bearings
(also self-lubricating bearings) and ball joints with a clean engine
lube oil.
2 The system should be as free from clearances as pos-
sible.Check clearances of all connections and replace the
ball joints if needed. Total clearance in the injection linkage
doesn't exceed 0.5 mm. In other cases, replace the ball joints .
3 Regularly check (in accordance with chap. 04) the adjust-
ment of the system, stop position over speed trip devices and star-
ting booster (see section 22.3).
4 When reassembling the system, check that all details are
placed in right position, that all nuts are properly tightened and to
torque, if so prescribed, and that all locking elements like pins, re-
tainer rings, lead seals are on place.
6. Control shaft lever

16. Adjusting screw
17. Counter nut
18. Guide
3 mm
Fig. 22-04
Page 6 0936
22.3 Injection fuel racks linkage adjustment

The injection pumps have a drilling (item 14) in the fuel rack (item
12) in addition to the engraved scale. The purpose of this dril-
ling is to make the injection rack adjustment between the different
engine cylinders easier. The best way for rack setting is to install
one rack positioning rod tool SPC 8620003 on each rack (item 13 or
13', see the Spare Parts Catalogue, chapter 860).
12. Fuel rack

13 & 13'. Rack positioning rod tool
14. Rack indexing hole
15. Fuel rack index
Fig. 22-05
0936 Page 7
22.4 Goal of the injection fuel linkage adjustment
Warning : For the fuel rack setting of any individual injection pump, it is
prohibited to change cylinder temperatures. Check rack ad-
justment to the procedure described in section 22.5.
22.4.1 Goal of the linkage adjustment

Make sure that you introduce the same amount of fuel in the diffe-
rent engine cylinders during operation.
For any given actuator angle, all fuel racks must be set at exactly
the same position :
• In case the engine is in “stop position”, the actuator lever
must be in “0 position” and all fuel racks must be posi-
tioned between 1 and 3 mm of stroke (same value on each
injection pump).
• In case of engine in “manual stop position”, all fuel racks
must be in “0 position” (mm).
Page 8 0936
22.5 Injection fuel linkage adjustment

22.5.1 Linkage assembly
Check the length of each articulated rod before making the different
adjustments (see below) :
A side B side
Governor side
2. Governor articulated rod

3. Governor lever arm
4. Articulated rod (A side)
5. Articulated rod (B side)
6. Control shaft lever (B side)
Flywheel side
Fig. 22-06
22.5.2 Control shaft lever adjustment

1 Preset the distance between the control shaft lever (item 6),
and the guide (item 18), at 3 mm on all cylinders (see fig. 22-04).
2 Lock the counter nut (item 17).
0936 Page 9
22.5.3 Injection fuel rack adjusting, A and B sides

(see fig. 22-06)
1 Disconnect the governor articulated rod from the gover-
nor (item 2)
2 Insert a positioning rod tool (item 13 and 13', fig. 22-05)
into the A1 and B1 cylinder rack holes.
3 Disconnect the B side articulated rod (item 5) by remo-
ving the screw of the ball join from the B side.
4 Pull the A side articulated rod (item 4) until the positio-
ning tool (item 13, fig. 22-05) comes in contact with the reference
ring of injection pump A1. Maintain the articulated rod in this posi-
tion, using an O-ring for instance.
5 Turn the ball join at both ends to adjust the length of the B
side articulated rod (item 5) until the positioning tool (item 13') co-
mes in contact with the reference ring (item 15) of the injection
pump of the B1 cylinder.
6 Re-connect the B side link rod (item 5) and check that
both positioning rod tools (item 13 and 13') are in contact (at the
same time) with the corresponding reference ring of the A1 and
B1 injection pumps (A1 and B1 fuel racks will now have the same
value).
Note : Now, do not touch the fuel rack adjusting of the A1 and B1 in-
jection pumps.
7 Insert a rack positioning tool in each fuel rack hole, and

make sure there is no clearance between the positioning rod and
the reference index of each pump (item 15). If necessary, adjust
by using the screw (item 16, fig. 22-04). (All fuel racks will now
have the same value).
Note : Use a rack positioning rod tool per cylinder.
22.5.4 Governor stop adjustment (see fig. 22-06)

1 Remove all rack positioning tools.
2 Pull the governor link rod (item 2) until all injection
pumps fuel rack are at "0 mm" position.
3 By turning the ball joins at both ends, adjust the length of
the governor linkage : fuel rack value must be between 1 and 3 mm
when the linkage is connected to the governor (in stop position).
4 Re-connect the governor articulated rod (item 2) to
the governor lever arm (item 3).
5 Check that the fuel rack of each injection pump are at the
same value between 1 and 3 mm in stop position.
6 Push the governor lever arm (item 3) in full injection
and check that all fuel racks have the same value.
Page 10 0936
Note : The two following operations (sections 22.5.5 and 22.5.6) must
be performed by a Wärtsilä representative (plumbing with a
Wärtsilä logo).
22.5.5 Mechanical load engine limitation

The engine is equipped with a stop screw (item 8) on the A bank of
the control shaft lever (item 19) to limit its maximum mechanical
load.
The stop screw is plumbed at the maximum load for a 24 mm fuel
rack value or less according to the specification.
8. Stop screw
Fig. 22-07
22.5.6 Injection pump control levers plumbing

1 Prepare the number of plumb lines (item 20) and lead seals
(item 21), according to the number of cylinders (see spare parts
catalogue, chap 224).
20. Plumb line

21. Lead seal
Fig. 22-08
0936 Page 11
2 Introduce half of the plumb line (item 20) into the control le-
ver shaft drilling (item 22).
20
20. Plumb line
22. Control lever
drilling
22
Fig. 22-09
3 Twist the plumb line on a sufficient length to reach the dril-

ling of the adjustable screw.
16
16. Adjusting screw
Fig. 22-10
4 Stretch the plumb line and introduce a wire into the drilling
of the adjustable screw so that it cannot be unscrewed.
Favourable case
Fig. 22-11
Page 12 0936
5 Get in the two wires into the drilling of the lead seal (item 21)
and set it with a special holder. Cut the plumb line excess.
21. Lead seals
Fig. 22-12
0936 Page 13
22.6 Electro-pneumatic overspeed trip device

22.6.1 Description (see fig 22-13)
1 2
1. Stop piston cylinder

2. Injection pump stop
piston
3. Ring + O-ring
4
Fig. 22-13
The engine is equipped with an overspeed trip device which actu-

ates the pneumatic solenoid valve.
The tripping speed value must be adjusted to 15 % above the engine
nominal speed. The solenoid valve is supplied by the compressed air
tank to stop the engine in case of trouble.
To ensure engine safety, the compressed air tank is equipped with a
pressure sensor which stops the engine if the air pressure supplied
is lost.
When the solenoid valve is activated, the air pressure is fed to the
stop piston cylinders, which are fitted on the injection pump racks.
The solenoid valve is energized long enough to stop the engine com-
pletely.
22.6.2 Checking and adjustment of stop position

22.6.2.1 Checking of stop position
1 Set the stop lever in the work position and the terminal shaft
lever in the max. fuel position.
2 Release the overspeed trip device manually.
3 Check that the fuel rack positions is at "0" position.
22.6.2.2 Adjustment of stop position
• The electro-pneumatic overspeed trip device do not re-
quire any adjustment.
• If a fuel rack position of less 2 mm cannot be obtained,
check for wear.
Page 14 0936
22.6.3 Check of tripping speed

Note : This operation must be performed by a Wärtsilä representa-
tive.
Caution: Never increase the engine speed by more than 60 rpm above
the rated speed.
The tripping speed should be in accordance with the value written

in chapter 06.
22.6.4 Tripping speed

For the electronic speed measuring system, see instructions written
in Chap. 23.
22.6.5 Maintenance
22.6.5.1 Three-way solenoid valve
• If the solenoid valve 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, replace the solenoid valve.
22.6.5.2 Stop cylinder (see fig 22-13)
• Check for wear.
• Check the tightness of the piston. Replace sealing by new
ones, if necessary. Take care not to deform the Teflon ring
outside the O-ring.
• Lubricate the sealing and piston with clean lube oil.
• Check that the piston does not stick.
0936 Page 15
22.7 Governor
22.7.1 General
The engine can be equipped with various governor alternatives de-
pending on the kind of application.
22.7.2 Hydraulic governor drive

The governor is driven by a separate drive unit, which, in turn, is
driven by the camshaft through helical gears. The governor is fas-
tened to this drive unit and connected to the drive shaft through a
serrated connection. The serrated coupling sleeve is secured with
spring pins.
The governor, with drive, can thus be removed and mounted as a
unit or the governor can be changed without removing the drive
unit.
Pressured oil is led through drillings in the bracket to the bearings
and to a nozzle for lubricating the gears.
a) Check at recommended intervals :
• Lube oil level in the hydraulic governor,
• Radial and axial clearances of bearings,
• Gear clearance,
• Oil drillings and nozzle to be opened,
• Serrated coupling sleeve to be firmly fastened to the shaft,
• Serration of coupling sleeve and governor drive shaft for
wear. Replace the parts if needed.
b) 22.7.3 Removal of governor
1 Loosen the terminal governor shaft (item 3) and governor
electrical connection, see fig. 22-01.
2 Open the four fastening screws on the governor base and pull
the governor vertically upwards. The governor must not fall or
rest on its driving shaft.
22.7.4 Mounting of governor (see fig. 22-01)

When mounting a governor, proceed as follows :
1 Mount the governor into position on the governor drive.
2 Peform the operations from sections 22.3 to 22.7.
Page 16 0936
22.7.5 Manual stop checking
Stop position
B side view
Fig. 22-14
1 Put the manual stop lever (item 9, fig 22-14) in “stop posi-
tion”.
2 Then, put the manual stop lever (item 9) in operating posi-
tion.
3 Move again the stop lever to stop position.
4 Check that each fuel rack is at "0 position".
5 Make sure that each fuel rack reads “0”mm on its scale and
there is a 0.4 mm clearance maxi between the adjusting screw
(item 16) and the guide (item 18) of each cylinder.
Hereafter, the “MANUAL STOP” position :
16. Adjusting screw

18. Guide
0.4 mm
Fig. 22-15
0936 Page 17
Page 18 0936
W200
23
Sensors
0936 Page 1
W200
Sensors ...........................................................................................................................................................3
23.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
23.2 Locations and settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

23.2.2 Table for engine sensor memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
23.2.3 Engine sensor name evolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
23.2.4 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
23.2.4.1 Water circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
23.2.4.2 Lube oil circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
23.2.4.3 Fuel circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
23.2.4.4 Charge air circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
23.2.4.5 Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
23.2.4.6 Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
23.2.4.7 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
23.3Speed and phasing sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

23.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
23.3.1.1 How to check gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
23.3.1.2 How to tune the gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
23.3.2 Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
23.3.3Summary table for all sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
23.4 Maintenance and troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

23.4.1 Technical characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
23.4.2 Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
23.4.2.1 Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
23.4.2.2 Sensors line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
23.4.2.3 Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
23.4.2.4 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Page 2 0936
W200 Sensors 23.
23. Sensors
23.1 Introduction
You will find here after a description of the sensors standard loca-
tion on an engine fitted with the Wärtsilä common equippment.
In case of wrong location on the following drawings (compared to
your engine equipment / location), please contact Wärtsilä or the
Local Network.
23.2 Locations and settings

You must refer to the following drawings mainly dedicated to locate
the different sensors on the engine :
W200 PhC/D - Sensor location, A bank side
Fig. 23-1
0936 Page 3
23. Sensors W200
W200 PhC/D - Sensor location, B bank side

TE5011B - TE5061B LS103B TE601 PT601
TE201
PT201
PT241
PDS243
PT202
TE202
TE167
PT621
TE401
PT700
GS792 ST173 LS204 TE101 PT101 PT111
Fig. 23-2
W200 PhC/D - Sensor location, above view
SE528 TE521 - TE524 GT165B
SE518 TE511 - TE514 GT165A
Fig. 23-3
Page 4 0936
W200 Sensors 23.
W200 Ph1 - Sensor location, A bank side
LS271 TE511A TE402 TE5011A-TE5061A TE201 TSZ201

PSZ201-1
PSZ311
TSZ441
GT165-A
PSZ311
TSZ451 GS792
TE451
GS792
PT451
PT401
PSZ201 PDS113 TE440 TE101 LS103A PT301
PT111 PT101
Fig. 23-4
W200 Ph1 - Sensor location, B bank side

TE201 PT201 PDZ243 QU700 TE5011B - TE5061B TL511B SE518
TE601
PT202
PT601
TE601
ST167 LS103B
ST173 QS241
ST173-1
GT165B
LS204 TSZ402
TE700 - 707
Fig. 23-5
0936 Page 5
23. Sensors W200
23.2.2 Table for engine sensor memory
Code Function Code Function

GT165-A Fuel rack position (injection pump) A bank PT451 LT water pressure, engine inlet
GT165-B Fuel rack position (injection pump) B bank TE402 HT water temp., engine outlet
LS103A Fuel oil leakage, A bank TE451 LT water temp., engine inlet
LS103B Fuel oil leakage, B bank TS440 Preheating regulation
PDS113 Fuel oil filter clogging indicator TSZ441 Preheating failure
PT101 Fuel oil pressure, engine inlet TSZ402 High HT water temperature outlet
TE501 A -
PT111 Fuel oil pressure, filter inlet Exh. gas temp. A bank
TE509 A
TE501 B -
TE101 Fuel oil temperature, engine inlet Exh. gas temp. B bank
TE509 B
TE511-
LS204 Lube oil level in sump Turbine inlet temp., A bank
TE514
TE521-
PDS243 Oil filter clogging indicator Turbine inlet temp., B bank
TE524
Low lube oil pressure, engine inlet (at iddle
PSZ201 PT601 Charge air pressure
speed)
Low lube oil pressure, engine inlet (at nomi-
PSZ201-1 PT621 Charge air pressure before cooler
nal speed)
PT201 Lube oil pressure, engine inlet TE601 Charge air temperature
PT202 Lube oil pressure TE621 Charge air temp. before cooler
TE700-
PT241 Lube oil pressure, before filter Bearing temperature (option)
TE710
PT271 Lube oil pressure, turbo inlet GS792 Turning gear
QS241 Metal Particle Dectetor QU700 Oil mist detector (option)
TE201 Lube oil temperature, engine inlet PT700 Crankcase pressure
TE202 Lube oil temperature, before cooler SE167 Speed sensor regulation
TSZ201 High lube oil temperature, engine inlet SE167-2 Speed sensor regulation (option)
PT301-A Starting air pressure A bank ST173 Speed sensor (overspeed)
PT301-B Starting air pressure bank ST173-1 Speed sensor (oil mist detector, option)
PSZ311 Low control air pressure SE518 Speed sensor turbo, A bank
PT401 HT water pressure, engine inlet SE528 Speed sensor turbo, B bank
TE401 HT water temperature engine inlet
Page 6 0936
W200 Sensors 23.
23.2.3 Engine sensor name evolution

The name of the sensors have sometimes changed during the evolu-
tion of engine development. See the table below:
SENSOR TYPE FUNCTION 1st NAME 2nd NAME 3rd NAME

Fuel oil temp. engine inlet T101 TE101
Lube oil temp. engine inlet T202 TE232 TE201
HT water temp. engine outlet T402 TE402
TEMPERATURE LT water temp. engine inlet T404 TE451
Charge air temp. T601 TE601
Exh. gas temp. cyl A1-A9 T501-T509 TE5011A - TE5091A TE501A - TE509A
Exh. gas temp. cyl B1-B9 T510-T518 TE5011B - TE5091B TE501B - TE509B
Fuel oil pressure engine inlet P101 PT101
Lube oil pressure engine inlet P202 PT232 PT201
Lube oil pressure turbo inlet P271 PT271
PRESSURE Starting air pressure P301 PT301 A/B
HT water pressure engine inlet P402 PT401
LT water pressure before engine P403 PT451
Charge air pressure P601 PT601
Engine speed (overspeed) S706 ST173
SPEED
Engine speed (regulation) S707 ST167
Fuel oil filter clogging indicator P103 PDS113
Lube oil filter clogging indicator P204 PDS243
Turning gear E708 GS792
MISCELLANEOUS
Fuel oil leakage (A bank- B bank) L101-L102 LS103 (A bank-B bank)
Lube oil level in turbocharger L201 LS271 PT271
Lube oil level in sump L202 LS204
Low lube oil pressure engine inlet P201 PSZ201
(at iddle speed)
Low lube oil pressure engine inlet
P201-1 PSZ201-1
(at nominal speed)
PRESSURE &
GAUGE Low air pressure P303 PSZ301 PSZ311
THERMOSTAT High HT water temperature outlet T401 TSZ402
Pre-heating regultation T440 RS440 TE440
Pre-heating failure T441 TSZ441
High LT water temperature T451 TSZ451 TSZ451
23.2.4 Settings
23.2.4.1 Water circuit
The engine water circuit is divided in two internal separate circuits :
• Low temperature circuit
• High temperature circuit.
For more information, refer to Chap.19 : Cooling water circuit.
0936 Page 7
23. Sensors W200
The HT / LT sensors setting data and engine parameters are as fol-

lows :
Engine parameters recorded on control cabinet (alarm indi-

cation)
Activation delay = 4 seconds.
Type of Inhibited Set Sensor

Code Function
condition at starting point type
103°C
TE402 HT water temperature after engine High X PT 100
&
TE 401 HT water temperature before engine High X PT 100
TE 451 LT water temperature before engine High X 58°C k PT 100
PT 401 HT water pressure before engine Low X 0,65 bar Current
PT 451 LT water pressure before engine Low X 0,65 bar Current
Safety devices on cooling water circuit
Start Emerg. Delayed Alarm Inhibited at Sensor

Code Function Set point
blocked stop stop indic. starting type
High HT water tem-
TSZ 402 108°C k X X Switch
perature outlet
High LT water tem-
TSZ 451 60°C & X X Switch
perature inlet
TS 441 Pre-heating fault 40°C m X (1) Switch
45°C (
TS 440 Pre-heating sensor X (1) Switch
54°C &
Prehea-
TSZ 441 Pre-heating security 95°C k Switch
ting stop
(1) On pre-heated engine only, start only allowed at idle speed

(600 rpm).
Page 8 0936
W200 Sensors 23.
23.2.4.2 Lube oil circuit

Sensor location on lube oil circuit
cation)
Activation delay : 4 seconds.
Type of Inhibited Setting Sensor

Code Function
TE 201 Lube oil temp. engine inlet High X 78°C k PT 100
3,9 bar (1)
m
PT 201 Lube oil pressure engine inlet (after filter) Low X Current
2,3 bar (2)
m
LS 204 Oil level in the sump Low X Alarm Switch
(1) Rated speed engine

(2) Idle speed engine
Safety devices on lube oil circuit
Inhibited
Setting Start Emer. Delayed Alarm Sensor
Code Function at star-
point blocked stop stop indic. type
ting
TSZ 201 High Lube oil temperature 80°C k X X Switch
PSZ 201-1 Low lube oil pressure (1) 3,6 bar m X X Switch
PSZ 201 Low lube oil pressure (2) 2 bar m X X Switch
Lube oil pressure before
PT 271 0,2 bar m X X Current
turbo
High drop pressure over
PSZ 243 1,5 bar k X
lube oil filter
Level
LS 204 Lube oil level in sump (3) NC (**) X X
switch
(1) Rated speed engine

(2) Idle speed engine
(3) Fault recorded one minute before alarm indication.
(**) Normally Closed when lube oil level is correct.
0936 Page 9
23. Sensors W200
23.2.4.3 Fuel circuit

cation)
Type of Inhibited Set Sensor

Code Function
TE 101 Fuel temperature High X 58°C & PT 100
PT 101 Fuel pressure Low X 4,5 bar m Current
Safety devices on fuel circuit
Inhi-
Set Start Emerg. Delayed Alarm Sensor
Code Function bited at
starting
Fuel leakage NC Level
LS 103A* X
A bank (**) switch
Fuel leakage NC Level
LS 103B* B bank (**)
X
switch
High pressure drop over fuel 1,5 bar
PDS 113 X
filter k
(*) Optional device : depending of the engine equipment.

(**) Normally closed when no fuel oil due to leakages.
23.2.4.4 Charge air circuit

Engine parameters recorded on CMR unit (alarm indication)
Type of Sensor
Code Function Inhibited at starting Set point
condition type
TE 601 Charge air temp. after cooler High X 70°C PT 100
PT 601 Charge air pressure after cooler High 2,9 bar Current
Page 10 0936
W200 Sensors 23.
23.2.4.5 Overspeed
Safety devices in case of overspeed signal
Emerg. Delayed Alarm Inhibited Sensor

Code Function Setting point Start blocked
stop stop indic. at starting type
1725 rpm (1)
ST 173 Overspeed X Current
1380 rpm( 2)
(1) 1500 rpm engine.

(2) 1200 rpm engine.
For adjustment, see section 23.3.3.
23.2.4.6 Governor
Inhibited
Setting Start Emerg. Delayed Alarm Sensor
Code Function at star-
ting
Engine speed (regula-
SE 167 Current
tion)
23.2.4.7 Miscellaneous
Type of Inhibited at Setting Sensor

Code Function
condition starting point type
10 bar (V12)
PT 301A Starting air pressure A Bank Low Current
15 bar (V18)
10 bar (V12)
PT 301B Starting air pressure B Bank Low Current
15 bar (V18)
Inhi-
bited
Setting Start Emerg. Delayed Alarm Sensor
Code Function at
star-
ting
10 bar m
PSZ 311 Control air pressure V18 X X X Switch
7 bar V12
TE5011A ->
TE5091A (2) Exhaust gas temp. Normally Thermo
X (1) X
TE5011B -> fault open K
TE5091B
Normally Contact
GS 792 Turning gear X X
closed switch
S 707 Regulation X Current
(1) In case of emergency genset, the start inhibition can be taken

away : replacement by alarm signal.
(2) Exhaust gas temperature fault :
0936 Page 11
23. Sensors W200
• Activation delay : if fault during 4 seconds

• high setting point : 550°C
• deviation (+/-) to the average A and B Bank :
– max = 75°C for average = 250°C
– max = 50°C for average = 450°C.
(Between the previous values, linear interpolation).
(Automatic inhibition when average < 250°C).
Page 12 0936
W200 Sensors 23.
23.3 Speed and phasing sensors

23.3.1 General
23.3.1.1 How to check gap
To correctly tune a gap between a sensor and the tooth of a gear,
the sensor must be placed in front of the tooth as shown on
fig.23-06.
Sensor Sensor
Wheel Wheel
CORRECT NOT CORRECT
Fig. 23-6
23.3.1.2 How to tune the gap

The best solution to tune the distance between the sensor and the
metallic part which should be detected, is to use a shim plate set .
If this kit is not available, or the gap not accessible (camshaft gear,
turning gear…), you can adjust the gap by screwing or unscrewing
the sensor, and calculate the distance with the thread of the sensor :
for example with a M18x1.5 thread, put the sensor in contact with
the metallic part, unscrew of 1 revolution, you will have a gap of 1,5
mm.
With half a revolution, you will have a gap of 0,75 mm and so on ...
0936 Page 13
23. Sensors W200
23.3.2 Details
GT165 fuel rack position
This sensor must be mounted according to the following instructions
(see fig. 23-07).
CAM MARK
CAM
SENSOR
Fig. 23-7
1 Put the sensor on its place and pull the stop manual lever of
the engine (0 % injection position).
2 Turn the Cam with its mark in front of the sensor (see fig.
23-07) and block it with its screw on the fuel rack.
3 Tune the gap with a shim plate set.
SE518 & SE528 turbo speed sensors

This sensor does not need to be tuned. The gap is made by construc-
tion, with a stop. Only the tightening torque must be checked (15 Nm).
23.3.3 Summary table for all sensors

SENSOR Type of Gap in mm or Use shim plate
Function
(ISO name) installation nb. of rev. set
W200 and W220 ex 2 ¼ revolutions
ST 173 Overspeed no
Marine app. (3.3 mm)
2 ¼ revolutions
ST 173 Overspeed W200 Marine no
(3.3 mm)
1 revolution
GS792 Turning gear position W200 & W220 no
(1 mm)
Doesn’t need to be tuned,
SE518/528 Turbo speed W200 (option) the gap is made by no
construction
GT165 A/B Fuel rack position W200 (option ) 2 mm + 0.1 mm yes
1 revolution
SE167 Engine speed W200 no
(1.5 mm)
ST 173-1 Oil mist detector W200 (option) ¼ revolution no
Page 14 0936
W200 Sensors 23.
23.4 Maintenance and troubleshooting

23.4.1 Technical characteristics
The engine is equipped with four different types of sensors, whose
characteristics are :
• Thermocouple K type
– alloy combination : Nickel-Chromium (Ni-Cr)
– maximum temperature range : 0 to 600°C
– limits of error : 2°C or 0,75 %.
• PT 100 Ohms at 0°C
– maximum temperature range : -50°C to +250°C
– Limit of error : 0,8 %.
• Pressure sensor
– 4-20 mA (current)
– depending on the type of circuit ; we have different sensor
ranges : 0-6 b, 0-10 b, 0-40 b
– supply voltage : 24 Vdc.
• Contact switches and safety devices : switch type.
Important : In case of sensor replacement, use the same type and measu-
ring scale of sensor.
23.4.2 Calibration
23.4.2.1 Temperature
The different temperature sensors have to be checked according to
the Maintenance Schedule (see chap 04).
Thermocouple and PT 100 sensors

a) Sensor
1 Put the sensor in a temperature-controlled bath and
measure the voltage or the resistance at, at least, three different
values of the sensor temperature range.
2 Compare the values with the ones given by the reference ta-
bles.
3 If the difference is lower than 5 %, you may consider
that the sensor is OK.
4 If not, replace the sensor.
b) Switch type temperature safety device
Use a temperature-controlled bath to check and adjust the calibra-
tion of the sensor according to the data given in the previous sec-
tions. The difference after checking must be lower than 2 %. If not,
recalibrate the sensor or replace it.
0936 Page 15
23. Sensors W200
23.4.2.2 Sensors line

1 Put the sensor in a temperature-controlled bath and
check the values indicated on the panel.
2 If the difference is lower than 5 %, you can consider that
the measurement system is OK.
3 In other cases, test each component of the measurement
system (continuity of wires, noise, CMR calibration...).
23.4.2.3 Pressure
• Switch type pressure safety device
Use the dedicated pressure calibrating tool to check and adjust the
pressure sensors according to the data given in the previous sec-
tions. The difference after checking must be lower than 2 %. If not,
recalibrate the sensor or replace it.
• 4-20 mA sensor
Check and adjust the calibration as described in the following exam-
ple :
Example : P 202 sensor = lub oil pressure
Range : 0 - 10 bar 0 bar <=> 4 mA
Current : 4 - 20 mA 10 bar <=> 20 mA
X bar = (4+1,6 X)mA

or
X mA = (0,625 x -2,5)b
Fig. 23-8
The pressure calibrating tool, adjusted at 5 bar, gives 12 mA on the

sensor outlet.
If the difference is higher than 1 mA, the sensor has to be changed.
Page 16 0936
W200 Sensors 23.
23.4.2.4 Troubleshooting
Safety device
In case of tripping when the data recorded on the CMR unit is cor-
rect, check all the components and line continuity on the safety de-
vice and measurement device systems.
Measurement device
The CMR and IVO units are programmed to detect line continuity or
a sensor failure.
Important : In case of sensor failure, please follow the information given in

the previous sections.
PT 100 sensors reference table
Temp °C Ohms Temp. °C Ohms

0 100,00 60 123,24
5 101,95 65 125,16
10 103,90 70 127,07
15 105,85 75 128,98
20 107,79 80 130,89
25 109,73 85 132,80
30 111,67 90 134,70
35 113,61 95 136,60
40 115,54 100 138,50
45 117,47 105 140,39
50 119,40 110 142,29
55 121,32 115 144,17
0936 Page 17
23. Sensors W200
Thermocouple reference table
Temp (°C) Millivolts (mV) Temp. (°C) Millivolts (mV)

0 0,000 350 14,293
10 0,397 360 14,713
20 0,796 370 15,133
30 1,203 380 15,554
40 1,612 390 15,975
50 2,023 400 16,397
60 2,436 410 16,820
70 2,851 420 17,243
80 3,267 430 17,667
90 3,682 440 18,091
100 4,096 450 18,516
110 4,509 460 18,941
120 4,920 470 19,366
130 5,328 480 19,792
140 5,735 490 20,218
150 6,138 500 20,644
160 6,540 510 21,071
170 6,941 520 21,497
180 7,340 530 21,924
190 7,739 540 22,350
200 8,138 550 22,776
210 8,539 560 23,203
220 8,940 570 23,629
230 9,343 580 24,055
240 9,747 590 24,480
250 10,153 600 24,905
260 10,561 610 25,330
270 10,971 620 25,755
280 11,382 630 26,179
290 11,795 640 26,602
300 12,209 650 27,025
310 12,624 660 27,447
320 13,040 670 27,869
330 13,457 680 28,289
340 13,874 690 28,710
Page 18 0936

Manual w200 Wartsilla

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W200

Contents - Instructions - Terminology ......................................................................................3

00. Contents - Instructions - Terminology

00.2. General rules

Note : It is recommended to keep a logbook for each engine and to

00.2.3. Safety precautions

Warning : Improper practices or carelessness can cause burns, cuts, mu-

• Make sure the work area surrounding the product is dry,

• Do not wear loose-fitting or torn clothing. Remove all

Each engine door and engine component cover shall be in place

a) Operating side (A side) : The longitudinal side of the engine

00.3.2. Location of valves

00.3.3. Crankshaft and camshaft bearings (see fig.

a) Crankshaft bearings : the shielded bearing (closest to the fly-

00.3.4. Other definitions

Note : How to identify the TDC : see Chap 06.

During a complete working cycle corresponding to two revolutions

Main data, operating data and general design.....................................................................5

01.1.W200 engine main data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

01.2.16.Exhaust gas and turbocharging system (see chap. 15 and 20) . . . . . . . . . . . . . . . . . . 11

01.4.Reference and derating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

01.4.4.Maximum limits for operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

01. Main data, operating data and general

Lubricating oil volume in the engine

Aproximative cooling water volume in the engine (in liters)

01.2. Engine description

01.2.2. Main bearings (see chap. 10)

01.2.3. Cylinder liner (see chap. 10)

01.2.4. Flywheel housing (see chap. 10)

01.2.5. Free end cover (see chap. 10)

01.2.6. Crankshaft (see chap. 11)

01.2.7. Connecting rod (see chap. 11)

01.2.8. Piston (see chap. 11)

01.2.9. Piston rings (see chap. 11)

01.2.10. Cylinder head (see chap. 12)

01.2.11. Camshaft drive (see chap. 13)

01.2.12. Camshaft & valve mechanism (see chap.

01.2.13. Fuel-oil system (see chap. 17)

01.2.14. Lubricating oil system (see chap. 18)

01.2.15. Cooling water system (see chap. 19)

01.2.15.1. Low temperature circuit (see chap. 19)

pipe to the flywheel housing and through an integrated channel in

01.2.15.2. High temperature circuit (see chap. 19)

01.2.15.3. Cooling water unit (see chap. 19)

01.2.16. Exhaust gas and turbocharging system

Exhaust pipe, gas piping system, turbocharger(s) are enclosed by

01.2.17. Starting system (see chap. 21)

01.2.18. Emergency shutdown device (see chap.

01.2.19. Automation system (see chap. 23)

01.3. Engine views

1 Turbocharger air filter 10 Oil sump

01.3.2. B side (W200 PhD)

01.3.3. A side (W200 PhC)

1 Turbocharger air filter 12 Overpressure crankcase door

01.3.4. B side (W200 PhC)

1 Circulating water pump

01.3.5. A side (W200 Ph1)

01.3.6. B side (W200 Ph1)

01.3.7. Free end side (W200 PhC and W200 PhD)