Professional Documents
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Deutz MWM, Type TBD 645 L 6, Serial No645.06.010025
Deutz MWM, Type TBD 645 L 6, Serial No645.06.010025
TBD645
DZ02996391 en
Engine model
Type of application
Name of installation
Power kW
Speed rpm
Date of commissioning
Please enter the relevant data here. This will facilitate you in dealing with questions
concerning customer service, repairs and spare parts.
Give these data to the respective SERVICE dealership whenever you are asking for
service performance.
Please read all the information contained in this manual, and follow the instructions carefully.
You will avoid accidents, retain the manufacturer’s warranty, and will be able to use a fully
functional and operational engine.
This engine has been built solely for the purpose appropriate to the scope of delivery
concerned, as defined by the equipment manufacturer (intended use). Any other use shall
be construed as not intended. The manufacturer shall not be liable for any damage resulting
there from; all risks involved shall be borne solely by the user.
The term „intended use“ shall also include compliance with the operating, maintenance and
repair conditions specified by the manufacturer. The engine may be used, maintained and
repaired only by persons who are familiar with the work concerned and who have been
properly informed of the risks involved.
Make sure that these operating instructions are available to everyone involved in operating,
maintaining, and repairing the engine, and that they have all understood the contents.
Non-compliance with these operating instructions may result in engine malfunctions and
even damage or injury to persons; the manufacturer will accept no liability in such cases.
Proper maintenance and repair work depends on the availability of all requisite equipment,
tools and special implements, all of which must be in perfect condition.
Engine parts like springs, brackets, elastic holding rings, etc., involve increased risk of injury
if not handled properly.
The relevant accident prevention regulations and other generally recognized rules relating to
safety engineering and health and safety at work must all be complied with.
Maximized cost-efficiency, reliability and long lifetime are assured only if original parts from
Wärtsilä Deutz are used.
Engine repairs must correspond to the intended use. In the event of modification work, only
parts approved by the manufacturer for the purpose concerned may be used. Unauthorized
changes to the engine will preclude any liability of the manufacturer for resultant damage.
Dear customer,
The engines of the DEUTZ MWM brand have been developed for a broad spectrum of
applications. A comprehensive range of different variants ensures that special requirements
can be met for the individual case involved.
Your engine has been equipped to suit your own particular installation, and accordingly not
all of the devices and components described in these operating instructions will actually be
fitted to your engine.
Please read this manual before you start up your engine, and follow the operating and
maintenance instructions meticulously.
If you have any questions, just get in touch with us, and we will be pleased to answer them
for you.
Yours sincerely,
Wärtsilä Deutz
In the event of malfunctions, or if you need spare parts, please contact one of our
responsible service agencies. Our trained and qualified staff will ensure fast, professional
rectification of any damage, using original parts. Original parts from Wärtsilä Deutz have
always been manufactured to the very latest state-of-the-art. You will find details of our after-
sales service at the end of these operating instructions.
Safety
! You will find this symbol next to all safety instructions. Follow these meticulously.
Pass on all safety instructions to your operating staff as well. In addition, comply
with the statutory general safety and accident prevention regulations applying in
your country.
Instruction
You will find this symbol next to instructions of a general nature. Follow these
instructions carefully.
Asbestos
The seals and gaskets used in this engine are asbestos-free. Please use the
appropriate spare parts for maintenance and repair jobs.
OPERATING INSTRUCTIONS
GETTING ➠ Chap. 1 Advice to users
STARTED
⇓
Chap. 2 Description
⇓
Chap. 3 Operation
⇓
Chap. 4 Expendables
⇓
Chap. 10 Test reports
OPERATING INSTRUCTIONS
SERVICING ➠ Chap. 1 Advice to users
⇓
Chap. 5 Maintenance and
Servicing
⇓
Chap. 8 Technical data
⇓
WORKSHOP MANUAL
Servicing work
⇓
SPARE PARTS CATALOGUE
Spare parts
⇓
DEUTZ Service
⇓ ⇓
WORKSHOP MANUAL
Chap. 9 Maintenance work Servicing work
⇓ ⇓
SPARE PARTS CATALOGUE SPARE PARTS CATALOGUE
Spare parts Spare parts
⇓ ⇓
DEUTZ Service DEUTZ Service
0 Introduction
Imprint, foreword, quick introduction, contents
1 Advice to users
1.1 General remarks
2 Description
2.1 Model
2.1.1 Explanation of types
2.1.2 Engine side designations, cylinder numbering and sense of rotation
2.2 Nomenclature for engine cylinders and components
3 Operating
3.1 Work routines before initial start-up and after every inspection
3.1.1 General remarks
3.1.2 Monitoring
3.1.3 Coolant
3.1.4 Fuel
3.1.5 Lube oil
3.2 Work routines before start-up
3.2.1 Monitoring
3.2.2 Starting air
3.2.3 Room ventilation
3.2.4 Checking the drive mechanism
3.3 Start-up
3.3.1 Starting the engine
3.4 Operational monitoring
4 Expendables
4.1 General remarks
4.1.1 Warranty
4.1.2 Product selection
4.1.3 Mixability
4.2 Fuel
5 Maintenance
5.1 Maintenance plan
5.1.1 General remarks
5.1.2 Legend
5.1.3 One-off jobs
5.1.4 Maintenance plan (application-specific)
5.1.4.1 Maintenance plan in continuous operation
5.1.4.2 Maintenance plan supplement for operation with mixed fuel
5.1.4.3 Maintenance plan supplement for operation with distillate fuel
5.1.4.4 Maintenance and servicing as per instructions from component manufacturers
5.1.5 Action as necessary
5.2 Tools
5.2.1 Standard tools
5.2.1.1 Toolbox contents
5.2.1.2 Contents of toolbox
5.2.1.3 Contents of the tool chest
5.2.2 Special tools and devices
5.2.3 Other equipment
5.2.3.1 Cleaning agents
5.2.3.2 Water treatment agents
6 Operational malfunctions
6.1 Malfunction Table
7 Conservation
7.1 General remarks
7.2 Cleaning
7.5 Deconservation
8 Technical particulars
8.1 Engine data
8.4 Weights
9 Job Cards
9.1 Overviews
9.1.1 Arranged alphabetically
9.1.2 Arranged by Job Card Numbers
9.1.3 Description of symbols
9.2 Job Cards arranged by Job Card Numbers
Service
1 Advice to users 1
1.1 General remarks
1 1 Advice to users
The Workshop Manual presopposes knowledge of the contents of the Operating Instructions. This particularly
applies to the safety instructions. It describes easy repair jobs and emergency measures on components, which
are more elaborate to peform, and require appropriately qualified professional staff.
It contains the following chapters:
0 General remarks, Getting started, Contents
1 Advice for the user
2 Job Cards, arranged by Job Card Numbers
After-sales service
• Global service directory.
1
Type of documentation
• The letter at the front signifies the type of documentation involved.
➠ B = Operating Instructions
W = Workshop Manual
Subsystem (component)
• The subsystems are distinguished by maintenance groups.
• Generally valid:
➠ 0 Cross-subsystem or Safety Regulations
1 System parameters or general checks
Serial Number
• Counting per subsystem (component)
• Various jobs per subsystem (component)
• Version differences
B 3-3-3 80307 0
80300 1
2 Description 2
2.1 Model
2.1.1 Explanation of types
2.1.2 Engine side designations, cylinder numbering and sense of
rotation
2.2 Nomenclature for engine cylinders and components
2 2 Description
2.1 Model
2.1.1 Explanation of types
Intercooler ........................................ B
1 1 2 3 4 3
4
80060 0
Engine sides: 2
1 Flywheel, drive end
2 Exhaust gas side, left-hand side
3 Front, damper, water pump, operator, non-drive end
4 Intake , receiver, control shaft, right-hand side
Cylinder numbering:
The cylinders are counted and designated from the drive end.
Sense of rotation:
Looking from the drive end (Direction 1), the following applies:
„Left“ anticlockwise
„Right“ clockwise.
In the same way, the following components are numbered consecutively from the drive end, and identified with
punched numbers:
- Main bearing covers and bearing shells
- Control shaft bearing covers and bearing shells.
5 4 3
80120 0
2
2.3.2 Right-hand side
1 2 3
7
10
80119 0
1 Turbocharger
2 Coolant connection for high-temperature
circuit (outlet)
3 Intercooler
4 Injection pumps
5 Shutdown lever
6 Instrument and control panel
7 Start button
8 Crank compartment monitor
9 Control shaft compartment
10 Actuator (governor)
2
2.3.3 Main dimensions
B1
4 2 4
H1
3
5 LL RL
H2
6
L 6 B3
B2
80022 0
1 Turbocharger Engine L B1 B2 B3 H1 H2
2 Intercooler 6-cylinder 5,565 2,110 1,360 870 3,690 990
3 Lube oil pump 8-cylinder 6,530 2,110 1,360 870 3,570 990
4 Exhaust gas 9-cylinder 7,020 2,150 1,360 870 3,570 990
5 Governor
6 Flywheel
7 Lube oil filter
3
2
1
5
12
10 9
13
11
80000 0
10 1
2
8
4
6
9
80023 0
16 1
15
2
14
3
13
4
12
5
11
10 6
9 7
80007 0
80024 0
2
1 2
4 3
80026 0
7 3
8 6
80027 0
3
4 12
5
1
11 6 8 7 5 9 6 7
11 10 8
80008 1
1 3
80034 0
1 Connector piece
2 Constant-pressure relief valve
3 Pressure valve
4 Pump element
5 Control rod
6 Regulating sleeve
7 Tappet spring
8 Connections (for removing leakage oil from
the grooves)
9 Roller tappet
10 Tappet roller
80218 2
11 Fuel return
Fig. 213 Injection pump and pump drive
12 Fuel feed
y Diesel fuel connection for cleaning
the regulating sleeve
2 1
8
4
y
7 5
10
80009 1
1 2 Counternut
3 Nozzle holder
10 5 12 10 Coolant feed
11 Connector piece for leakage oil and coolant
12 Cylinder head
13 Fuel pressure line
9 6 13
80010 0
2.4.6 Governor 2
The governor’s job is to create a stable speed behaviour pattern for all operating conditions by regulating the
quantity of fuel injected. For this engine, an electronic governor has been provided, coupled to a hydraulic final
control element for adjusting the control rod 1.
The electronic speed control system consists of the proximity switch 2 (Pick-up), the control electronics 3
(electronics box) and the actuator 4 for operating the control rod. In the case of the actuator with back-up, a
mechanical control system with centrifugal weights is additionally accommodated in the final control element,
and will assume control of the hydraulic final control element if the electronics fail. In the event of the electronics
failing, the actuator will thus function as a mechanical/hydraulic controller. Depending on the requirements
involved, special accessories can be added and ancillary functions implemented, such as:
- start quantity limitation,
- charging-air-pressure-dependent filling limitation,
- actual-speed-dependent filling limitation,
- manual speed adjustment,
- shutdown solenoid.
At the electronic governor, the actual speed is measured with the proximity switch, transferred to the electronics
box, and compared with the preset setpoint speed. In the event of deviations, the injection pump filling is
corrected by the actuator activated by the electronics box.
Actuators 2221 and 2231 are supplied by the manufacturer without a filling of lube oil. Before
commissioning, fill up to the middle of the sight glass with approx. 1.5 litres of lube oil.
10 4 5 6 1
10 11 8
2 7
11 3
80028 0
1 Spring element
1 2 Lube oil sight glass
3 Actuator
4 Lube oil filter
4 2
80029 0
4
1
4
3
7
4
6
80030 0
1 Seal
2 Governor drive, complete
3 Spur-toothed gear
4 Grooved ball bearing
5 Shaft
6 Spur-toothed gear
7 Shaft
8 Spur-toothed gear
2
17 18 1
3 4 5 6
16
15 7
14 13 12 11 10
0 9 8
80035 0
18 1 4 3 5 16
10
11
9 8 7 6 12
13
2 14
15
80036 0
2
7 8 9
6
1
5
11 4
2
3
3 2
4 1
10 10
5
9
10
8
6
7
11
80037 0 80038 0
8 9
10
6
2 11
3
12
1 6
80039 0
Fig. 223 Coolant flow through the engine Fig. 224 Charging-pressure-controlled three-
way valve ➤
1 Lube oil cooler
1 Coolant inlet, high-temperature circuit
2 Setscrew
2 Coolant inlet, low-temperature circuit
3 Compression spring
3 Control line
4 Valve cone
4 Charging-pressure-controlled three-way valve
(heavy-fuel engine) 5 Spool valve
5 To intercooler 6 Thrust piece
6 To lube oil cooler 7 Housing for control diaphragm
7 Coolant outlet, high-temperature circuit 8 Control line
8 Exhaust valve 9 Intercooler
9 Coolant collecting line A Coolant inlet
10 From turbocharger B Coolant to lube oil cooler
11 To turbocharger C Coolant to intercooler
(closed at low charging air pressure)
12 Cylinder liner
3 4 C 5 B 6 7 8
80040 0
2.4.9 Supercharging 2
In order to achieve cost-efficient performance per litre of swept volume, more fuel has to be burnt in the engine
per cylinder filling. For this purpose, a larger quantity of combustion air is likewise required.
This additional quantity of combustion air is supplied by the exhaust gas turbocharger. Compressor and turbine
of the exhaust gas turbocharger are mounted on a common shaft. The turbine is driven by the engine exhaust
gases.
Since the air warms up when compressed, it is recooled in the intercooler. This further increases the quantity
of combustion air fed to the cylinder, and reduces the temperature level in the combustion chamber.
8 9 1 2 3
7 6 5 4
80031 0
1 2 6 5
80032 0
80033 0
10 2 Starter pinion
3 3 Flywheel ring gear
15
8 Working air, inlet
9 Control air to the main starting valve
15 Working air, outlet
2
8 9
80140 1
2
1 2 3
7 bar
22
21
24 P
E
P
E
4
20
23
19 7
18 8
17 11 bar 14
max. 30 bar
9
> 12 bar
10
16 15 13 12 11
80164 1
2
1 2 3
7 bar
22
21
24 P
E
P
E
4
20 START STOP
23
19 7
18 8
25 5
17 11 bar 14
max. 30 bar
9
> 12 bar
10
16 15 13 12 11
80205 1
80042 1 80043 1
Fig. 231 Operating lever at the engine Fig. 232 Filling stop screw
2
Monitoring system
The engine’s monitoring system is designed to prevent operational malfunctions resulting in major damage to
the engine and the system as a whole. When a defined limit value is reached, an alarm is given, or the engine
is shut down by the KN 1140 safety system.
● Monitoring the operating pressures
Pressure sensors mounted on the engine are used to monitor the limit values. The operating pressure
detected at the pressure sensor’s input is converted into an electric voltage. Corresponding to the importance
of the variable being monitored, 2 VD 61 pressure sensors are provided for each of the following
the lube oil
the charging air
the coolant I (high-temperature circuit)
the coolant II (low-temperature circuit) and
the starting/control air.
The electric pulse from the first pressure sensor is used for the indicator or the alarm signal. The second
pressure sensor belongs to the safety system, which controls alarm processing, e.g. immediate engine stop,
output reduction, or activation of auxiliary pumps, etc.
Alarm system
The pressure transmitter at Measuring Point 2.6.11 is used for the indicator units as well as for alarm contacts.
The functioning of the pressure transmitter can accordingly be checked at the indicator unit (instrument box).
Safety system
The pressure transmitter at Measuring Point 2.6.11/1 is wired directly to the KN 1140 safety system. The entire
circuit is monitored for open circuit.
Only one pressure sensor is provided for the fuel admission pressure.
● Main bearing temperature monitoring
In every main bearing cover, a temperature sensor is pressed by a spring against the rear of the bearing,
and fixed in position with a threaded joint. The sensor cable laid inside a conduit passes through the
crankcase to a separate evaluation unit. If the bearing temperature increases above the normal operating
temperature to a defined maximum value, the engine will be automatically shut down.
When you replace temperature sensors, you must prebend the new ones to match the old ones you have
removed. After installing them, check that the crank web is free, and if necessary, rebend the support pipe,
and fasten it to the bearing cover with a pipe clip.
The temperatures for lube oil, coolant and exhaust gas can likewise be incorporated in the engine’s monitoring
system.
● Speed monitoring by safety system
Overspeed shutdown by the KN 1140 safety system
The speed is evaluated in two mutually independent systems, each consisting of a proximity-type speed pick-
up and a speed withdrawable module. Both systems are monitored for sensor failure / open circuit; the stopping
device is likewise monitored for open circuit. Even if only one of the systems signals overspeed, the engine will
be shut down. In the event of discrepancies between the two systems, „Sa.Sy malfunction“ (safety system
malfunction) is signalled. Each time a shut-down command is received - overspeed, lube oil deficiency,
overtemperature at main bearing, and emergency stop from bridge -, the KN 1140 will go to self-holding mode.
It is only possible to resume operation after the malfunction has been corrected and acknowledged with the reset
button.
Speed indication system
The speed is evaluated and indicated by proximity-type speed pick-ups and a VV41 measuring transducer.
A green LED at the VV41 is located in the supply circuit for the speed pick-up, and will light up when the pick-
up is connected and its circuit is closed. If there is an open circuit or the unit is destroyed, the LED will go out.
Classification societies specify what operating values must be incorporated in the engine’s monitoring system
for the application concerned.
7 3
6 5
80044 0
4 1
5
80157 0
1 Engine/turbocharger rpm
2 Exhaust gas temperature 1 2
3 Charging air temperature
13 3
4 Fuel admission pressure
5 Charging air pressure 12 4
6 Coolant pressure II
11 5
7 Starting air pressure
8 Controls 6
10
9 Hours counter
10 Lube oil pressure after filter 9 7
11 Coolant pressure I 8
12 Lube oil temperature 80046 0
13 Coolant temperature I
1 Electrical circuit
2 Monitor unit or stop switch
3 Solenoid valve
4 Shutdown cylinder
5 Lever
8 7
6 Regulating shaft
7 Control rod of injection pump
8 Control air feed
80047 0
1 2 3
80048 0
2 Safety features
● Crank compartment monitoring by oil mist detectors.
Through branch lines for each cylinder to two collecting pipes at the longitudinal sides of the engine, the oil
mist detector continuously extracts crank-compartment atmosphere from the crank compartment, and
passes it to a measuring section, which uses infra-red light to detect the cloudiness. Evaluation is performed
in an electronics measuring add-on. If the permissible values for oil mist concentration in the crank
compartment are exceeded, the engine will be stopped. The underpressure for extraction from the crank
compartment is generated by an associated air-jet pump.
● Inspection hole cover with safety valve.
If drive mechanism components run hot, then the air/oil vapour mixture in the crank compartment may lead
to detonation at certain concentrations. The classification societies accordingly insist that the crankcase be
fitted with anti-explosion valves (all inspection hole covers on the exhaust gas side), which will open without
delay if the pressure increases by approx. 0.1 bar, bleed off the pressure, and then close again immediately.
3 Operating 3
3.1 Work routines before initial start-up and after every
inspection
3.1.1 General remarks
3.1.2 Monitoring
3.1.3 Coolant
3.1.4 Fuel
3.1.5 Lube oil
3.2 Work routines before start-up
3.2.1 Monitoring
3.2.2 Starting air
3.2.3 Room ventilation
3.2.4 Checking the drive mechanism
3.3 Start-up
3.3.1 Starting the engine
3.4 Operational monitoring
3 3 Operating
3.1 Work routines before initial start-up and after every inspection
3.1.1 General remarks
The work and check routines described in this section are necessary to make your engine function properly and
to prevent accidents. Above all, proper functioning of the drive mechanism and the governor is essential for
trouble-free operation.
● Before filling, clean new lines and tanks for fuel, coolant and lube oil.
● Align the engine, and check that the foundation attachment is as per specification (see also Leaflet
6.000.9.000.3314 or 6.000.9.000.3304 in the supplement).
● Clean the engine, and remove any objects deposited on the engine.
Objects deposited on the engine (especially on moving parts like flywheels) may cause serious
damage or even accidents.
Make sure the expendables detailed below are of the requisite quality as specified in Chapter 4.
3.1.2 Monitoring
● Check the monitoring functions (Job Cards from Servicing Group 11).
3.1.3 Coolant
● Before initial start-up, clean shipyard’s coolant lines.
● Fill the engine’s cooling system with prepared coolant, as detailed in chapter 4.4.
● Open valves in coolant lines, and check switching positions.
● Vent cooling system (see Fig. 301 ➤);
HT: Coolant collecting line,
NT: Lube oil coolant, intercooler.
● Check the coolant level in the expansion tank,
setting level at room temperature: approx. 75 %.
● After filling, check for any leaks in lines and engine.
● Remove inspection hole covers and check whether there are any leaks in the cylinder liner seals.
3.1.4 Fuel
● Fill supply tank and day tank with fuel.
● Vent fuel system, and check for leaks.
80049 0
3.3 Start-up
3.3.1 Starting the engine
For initial start-up and after inspections, perform the work routines detailed under Section 3.1.
● After lengthy interruptions in operation (cold engine), perform the work routines detailed in Section 3.2.
● If the engine is to be started up for operation with heavy fuel oil, preheat the engine and the fuel processing
system.
● Open coolant and fuel cocks. If present, switch on pump.
● Remove the turning device (decouple the turning motor).
● Open the main valve at the starting air tank, and drain the water out of the piping upstream of the engine.
● Switch on the monitor.
● Set a low engine rpm.
● Prime with lube oil (keep pressure after the filter at not less than 0.2 bar for 2 to 3 minutes).
● Use the operator control system to start up the engine.
● Slowly increase the load and the speed (up to full load within approx. 15 minutes).
If the permissible exhaust gas temperature is observed, you can increase the engine output even above
the reference values given in the above mentioned table.
82131 0
Keep the speed indicator under continuous observation, since the engine speed will rise rapidly in the
event of load-shedding.
If the electronics fail, you can adjust the speed at the actuator. To do this, open lead seal 1, unscrew counternut
2, and use knurled screw 3 to adjust the speed (Fig. 306).
Increasing speed: turn clockwise
Reducing speed: turn anticlockwise
80052 0
1 Screw
1 Lever 1 2
80053 0
2 Stop screw
Fig. 305 Emergency operation without governor
1 Lead seal
2 Counternut
3 Knurled screw 3 1 2
4 Speed reduction
5 Speed increase 80158 0
80054 0
● Unscrew counternut 1. 1 1
● At adjuster screws 2, adjust temperature to test
report value (screw in the screws: the coolant
temperature falls).
● Tighten counternut 1.
80055 0
3 2
● Remove lead seal 1.
● Unscrew counternut 3.
● Screw in adjuster screw 2 by 5 turns.
● Tighten counternut 3. (Entire lube oil flow is then
passed through the oil cooler.)
● Check the position of the control slide at indicator
4.
4 1
1
80057 0
4 Expendables 4
4.1 General remarks
4.1.1 Warranty
4.1.2 Product selection
4.1.3 Mixability
4.2 Fuel
The supply of the expendables concerned bears sole responsibility for globally consistent
quality of the products named here, and in the case of products not named additionally for
compliance with the specified requirements for the expendables and their operational
reliability. This shall also apply in the event that the producer concerned improves the
products named here.
The expendables named here (reference products) are only a selection from certain
producers and their products. Other expendables not listed here may also be used, provided
they conform to the requirements involved, i.e. are at least equivalent in terms of all criteria.
The expendables named in this specification shall be used as reference products for
purposes of comparison. The expendables suppliers involved can supply the requisite
information, and should also confirm the suitability of their products correspondingly.
4.1.3 Mixability
Mixing different expendable types together, .e.g. different lube oils with each other, different
coolant additives with each other, may lead to malfunctions.
In every such case, before any mixing is performed, permission must be obtained from the
suppliers of the products involved, who shall then bear the responsibility for any such mixing.
This shall also apply to putting any further additives in the expendables.
4.2 Fuel
See Technical Bulletin TB00/99/2089.
For this engine, the values and particulars for the BVM 628 engine apply analogously.
The following table lists those fuels which are approved for Wärtsilä Deutz marine engines.
see enclosure
Permissible fuels D601
D518 D232 D602
D716
D618 D234 D603 D628 D640 D645
D816
D18/22 D616 D604(B)
D620
Diesel fuels to:
EN 590 4
Distil-
late Marine distillate fuels to:
fuels ISO 8217:2005 DMA 5
ISO 8217:2005 DMX 5
With regard to fuels with specifications other than those listed above, please contact the Wärtsilä
Services Network, submitting the relevant specification or a fuel sample.
Low-sulphur diesel fuel with a sulphur content of < 0.05 % can be used.
Sufficient lubricity must, however, be ensured through the use of additives.
The fuel manufacturer is responsible for guaranteeing this.
For D234, D616, D604B and D620 engines, intermediate fuels are only permitted for on-board
assemblies (constant speed auxiliary application). Engine power must be reduced by 10 %.
When running an engine on intermediate fuel, it is important to make sure that the max. injection
viscosity is not exceeded, see section 2.5.3. Otherwise there must be provision for fuel preheating.
D628, D640 and D645 engines run on intermediate fuel to ISO 8217:2005 DMC are to be treated as
for heavy-oil operation with regard to engine power and equipment.
There must be provision for fuel separation, see section 2.6.
Residual oils (heavy oil) are mixtures and specified to ISO 8217:2005. They are approved for D640
and D645 engines up to RMK700, for D628 engines only up to RMK 380.
Additional Wärtsilä Deutz requirements for the use of residual oils to ISO 8217:2005:
Additives on a non-mineral basis are not permitted (used lubricating oil, bituminous shale, coal
oil, vegetable oil, solvents, and waste from the chem. industry).
State-of-the art separator systems and the manufacturer’s approval are necessary for
densities over 991 [kg/m3].
Requirements and test methods for fuel before entering the engine.
2 Notes on fuel
2.1 Ignition quality
For distillate fuels and some intermediate fuels, ignition quality is specified together with the cetane
number and limited to ≥ 40 for Wärtsilä Deutz engines. A cetane number which is too low may cause
starting difficulties, the formation of white smoke and higher HC emissions due to the long ignition
delay. Damage may also occur as a result of thermal and mechanical overloading.
If the cetane number is not specified (in the case of some intermediate fuels and residual oil), ignition
quality is determined by the CCAI value. This can be calculated based on the density ([kg/m3] at
15 °C) and kinematic viscosity ([mm2/s] at 50 °C) using the following nomogram.
No particular measures are required for pure distillate fuels and intermediate fuel with regard to fuel
pumping qualities.
Distillates containing residual fuels need to be preheated to ensure pump ability. The fuel should be
heated so that it is at least 10 °C above the pour point, as otherwise there will be difficulties with
pumping.
The limit value for economical pumping (driving power, wear) of residual fuels is approx. 1000
[mm2/s].
Distillate fuels should enter the injection pump at a minimum temperature of 30 °C. Special
preheating is not normally required. If it is to be expected that (for example if the fuel is exposed to
low outside temperatures) the fuel viscosity in the mixing tank will be higher than the permitted
injection viscosity, the fuel should be preheated.
Intermediate fuels should always be preheated to reach the injection viscosity. With the engines
D628, D640 and D645, preheating is not required if intermediate fuel in accordance with DMB is used,
assuming that the temperature of the injection pump is at least 40 °C.
The injection pump of these engines permits a maximum outlet temperature of 80 °C. This means
with a Δt in the injection pump (inlet/outlet) of 30 °C a permissible inlet temperature of 50 °C.
Services, Wärtsilä Netherlands B.V. Technical bulletin
Issue Do cument No. Page
03 T B00/99/2089 6(8)
2.5 Separation of fuels
Intermediate fuels must be separated. For marine applications separation of distillate fuels is
recommended with regard to water and sludge content.
Only the new generation of self-cleaning fuel separators should be used. These are highly effective
across a wide density spectrum and can effectively separate residual fuels up to a density of
1010 [kg/m3] at 15 °C. The separating effect is automatically monitored and the density-dependent
regulation occurs automatically.
Two separators are always required for fuel treatment (one of which is a reserve separator), whereby
each separator should be designed for 100% throughput. Single-stage and two-stage separation is
possible.
Distillate Intermediate
Residual fuels
fuels fuels
DMA DMB RMA 30 RMD 80 RME 180 RMG 380 RMH 700
DMC RMB 30 RMF 180 RMH 380 RMK 700
If separators from Wärtsilä Deutz are supplied, optimum suitability is guaranteed. If the separators are
provided by the customer, the separator plant must be set up in consultation with the supplier.
D628 for operation with residual fuel from ISO 8217 RME180 (>80 [mm2/s] at 50 °C)
coolant pump, heat exchanger, tank and control installed separately.
For Wärtsilä Deutz D628 rebuild engines the injector cooling is omitted.
D640 for operation with residual fuel from ISO 8217 RME180 (>80 [mm2/s] at 50 °C)
n = constant: connected to the lube oil circuit of the engine
n = variable: coolant pump, heat exchanger, tank and control installed separately.
D645 for operation with intermediate fuel and residual fuel, connected to the lube oil circuit
of the engine.
In the case of multi-engine plants, each engine should be provided with its own injector cooling
system.
The cooling agent is lubricating oil
In view of the high temperature level, a pressure system design is required.
If engines are shut down without switching to distillate fuel (e.g. pier-to-pier operation) the
injector cooling system must remain switched on during the engine preheating phase.
Services, Wärtsilä Netherlands B.V. Technical bulletin
Issue Do cument No. Page
03 T B00/99/2089 7(8)
2.7 Low-load operation with residual fuels
If highly supercharged engines are operated with residual fuels for a longer period of time - without
preventative measures being taken - below 20 % of the rated load, deposits can occur in the
combustion chambers, the exhaust area (as a result of incomplete combustion) and in the inlet area
(as a result of inward acting exhaust emissions). Contamination of the lubricating oil is a further
consequence.
These impairments can be avoided by limiting the amount of time that the engine is operated at low
load.
Every effort should be made to stop and start the engine with residual fuel (pier-to-pier operation). It
must be ensured, however, that the fuel treatment system continues in operation and that residual
fuel is circulated in the low-pressure system. The separately installed injector cooling system must
also continue in operation. The coolant must be heated up to at least 60 °C.
If repair work is planned on the fuel and injection system or if the engine is shut down for longer than
24 hours, the engine should be switched to distillate fuel before it is shut down. Distillate fuel should
be selected early enough to ensure that the fuel system and injection lines remain free of residual oil.
Services, Wärtsilä Netherlands B.V. Technical bulletin
Issue Do cument No. Page
03 T B00/99/2089 8(8)
If residual oil becomes cold in the system and is no longer able to flow, the following measures must
be carried out with the fuel preheating system switched on:
Remove the injection lines, heat up e.g. with hot air and clear using the injection valve
washing device.
Clear the fuel low-pressure system and the injection pump with distillate fuel using the fuel
feeder pump or manual vane pump.
Ordering parts Contact your closest Wärtsilä Services Network. When ordering please
specify the engine serial number and the material numbers.
Letter distribution The Wärtsilä Services Network and users/owners of engines concerned.
Disclaimer
This Technical Bulletin is designed to provide accurate and authoritative information with regard to the subject-matter covered as was
available at the time of printing. However, the publication deals with complicated technical matters suited only for specialists in the area and
the design of the subject-products is subject to regular improvements, modifications and changes. Consequently, Wärtsilä Netherlands B.V.
and/or any other Wärtsilä group company cannot accept any responsibility or liability for any eventual errors or omissions in this Technical
Bulletin or for discrepancies arising from the features of any actual item in the respective product being different from those shown in this
Technical Bulletin. Wärtsilä Netherlands B.V. and/or any other Wärtsilä group company shall under no circumstances be liable for any
damages or losses, or injury, suffered by any party making use of this Technical Bulletin or the information contained herein.
Explanation of main fuel properties Enclosure 1
Density
The density is normally specified in [kg/m3] or kg/m3 at 15°C and is important for converting fuel
consumption from units of volume to units of mass. The higher the density, the greater the mass of the
injected fuel. Assuming a constant control rod setting, the higher the density, the greater the engine
output.
Boiling curve
The boiling curve specifies what volume % of the fuel distils over at a certain temperature. The greater
the distillation residue (amount remaining after evaporation) the more combustion deposits can occur in
the engine, particularly with low-load operation.
Viscosity
The figure specified is the kinematic viscosity in [mm2/s] at a specific temperature (1 [mm2/s] = 1 cSt
[centistokes]). For operation of the engine the viscosity must remain within certain limits. If the viscosity
is too high, pre-heating is required.
Flash point
The flash point is of no significance to operation of the engine. It is used to determine the fire hazard
and is important for grading the fuel in one of the hazard classes (important for storage, transportation
and insurance).
Sulphur
High sulphur content and low component temperature can cause increased wear as a result of
corrosion. The sulphur content affects the regularity at which the lubricant has to be changed.
Carbon residue
The carbon residue provides a reference point with regard to the tendency to form deposits in the
combustion chamber.
Water
Too high a water content leads to corrosion and, in connection with corrosive products and sediments,
to sludge. Faults in the fuel and injection systems are the result.
Sediments
Sediments are solids (dust, rust, scale) which cause wear in the injection system and combustion
chamber as well as leaks in the valves.
Ash
Ash is carbon-free combustion residue which can become deposited in the engine and exhaust
turbocharger, resulting in wear.
Low-temperature behaviour
The following values give an indication of the suitability of the fuel for use at low temperatures.
The solidification point specifies at which temperature the fuel will no longer flow under its own
weight.
The pour point is approx. 3°C above the solidification point.
The cloud point specifies at which temperature solid separations (paraffin) become visible.
The limit value of filterability specifies at which temperature clogging of the filter and pipelines can
occur.
Ignition quality
The cetane number gives information on the ignition performance of the fuel. Too low a cetane
number can, for example, cause starting difficulties, white smoke, increased HC emissions and thermal
and mechanical overloading of the engine. The cetane number is calculated using a test engine.
If the cetane number is not specified the ignition quality is determined by the CCAI value. This is
calculated using the density ([kg/m3] at 15°C) and the kinematic viscosity ([mm2/s] at 50°C).
Heat value
The lower heat value specifies the heat quantity released when 1 [kg] of fuel is burnt.
Viscosity – Temperature sheet Enclosure 2
ISO 3675 or
Density at 15 °C kg/m3 max. — 890,0 900,0 920,0
ISO 12185
min. 1,40 1,50 — — ISO 3104
Viscosity at 40 °C mm2/s b
max. 5,50 6,00 11,0 14,0 ISO 3104
min. — 60 60 60 ISO 2719
Flash point °C
min. 43 — — —
Pour point (upper) c
— winter quality °C max. — -6 0 0 ISO 3016
— summer quality max. — 0 6 6 ISO 3016
Cloud point °C max. -16 d — — — ISO 3015
ISO 8754 or
Sulfur % (m/m) max. 1,00 1,50 2,00 e 2,00 e ISO 14596
Cetane index — min. 45 40 35 — ISO 4264
Carbon residue
on 10 % (V/V) distillation
bottoms % (m/m) max. 0,30 0,30 — — ISO 10370
Carbon residue % (m/m) max. — — 0,30 2,50 ISO 10370
Ash % (m/m) max. 0,01 0,01 0,01 0,05 ISO 6245
Appearance f — — Clear and bright f —
Total sediment, existent % (m/m) max. — — 0,10 f 0,10 ISO 10307-1
Water % (V/V) max. — — 0,3 f 0,3 ISO 3733
ISO 14597 or IP 501
Vanadium mg/kg max. — — — 100
or IP 470
ISO 10478 or IP 501
Aluminium plus silicon mg/kg max. — — — 25
or IP 470
Used lubricating oil (ULO) The fuel shall
be free of
ULO g
- Zinc mg/kg max. — — — 15 IP 501 or IP 470
- Phosphorus mg/kg max. — — — 15 IP 501 or IP 500
- Calcium mg/kg max. — — — 30 IP 501 or IP 470
a Note that although predominantly consisting of distillate fuel, the residual oil proportion can be significant.
b 1 mm2/s 1 cSt
c Purchasers should ensure that this pour point is suitable for the equipment on board, especially if the vessel operates in bot h the
northern and southern hemispheres.
d This fuel is suitable for use without heating at ambient temperatures down to 16 °C.
e A sulfur limit of 1,5 % (m/m) will apply in SOx emission control areas designated by the International Maritime Organization, when
its relevant protocol enters into force. There may be local variations, for example the EU requires that sulphur content of certain distillate
grades be limited to 0,2 % (m/m) in certain applications.
f If the sample is clear and with no visible sediment or water, the total sediment existent and water tests shall not be required.
g A fuel shall be considered to be free of used lubricating oils (ULOs) if one or more of the elements zinc, phosphorus and cal cium
are below or at the specified limits. All three elements shall exceed the same limits before a fuel shall be deemed to contain ULOs.
Category ISO-F-
Characteristic Unit Limit RMA RMB RMD RME RMF RMG RMH RMK RMH RMK Test method reference
30 30 80 180 180 380 380 380 700 700
Density at 15 °C kg/m3 max. 960,0 975,0 980,0 991,0 991,0 1010,0 991,0 1010,0 ISO 3675 or ISO 12185
Kinematic viscosity at 50 °C mm 2/s a max. 30,0 80,0 180,0 380,0 700,0 ISO 3104
Flash point °C min. 60 60 60 60 60 ISO 2719
a Annex C gives a brief viscosity/temperature table, for information purposes only. 1 mm2/s 1 cSt
b
Residual marine fuel in accordance with
Purchasers should ensure that this pour point is suitable for the equipment on board, especially if the vessel operates in both the northern and southern hemispheres.
c A sulfur limit of 1,5 % (m/m) will apply in SO x emission control areas designated by the International Maritime Organization, when its relevant protocol comes into force. There may be local
variations.
d A fuel shall be considered to be free of ULO if one or more of the elements zinc, phosphorus and calcium are bel ow or at the specified limits. All three elements shall exceed the same limits
before a fuel shall be deemed to contain ULO.
Enclosure 6
Wärtsilä Deutz
Expendables
TBD645
For this engine, the values and particulars for the S/BVM 628 engine apply analogously.
Lubricating oil
Engine types D234, D510, D528, D540, D604, D604B, D616, D620, D628, D640,
D645, D716, D816
Original bulletin TC 0199-99-2090 6th exchange dated 20.09.2002
Change number n/a
Scope of application:
In case engine types are not listed in the various tables, please refer to:
In case you need further clarification, please contact your Wärtsilä Service Network Company.
Some reference lube oils of lube oil quality grades I and II can be taken from the enclosure.
In lube oil quality grade I, only fully or partly synthetic oils are permitted to be used.
Services, Wärtsilä Netherlands B.V. Technical bulletin
Issue Do cument No. Page
03 T B00/99/2090 3(6)
Viscosity specification:
The D628 engines in operation, which were previously operated with a lube oil viscosity of SAE 30
(previous version: oil cooler upstream of charge air cooler), may be operated with SAE 40 or SAE
10W-40 or SAE 15W-40 as from now on.
D234
Changing oil filter element 50 running hours after commissioning of new or overhauled engine,
thereafter every 500 running hours, after 1 year at the latest
D616
Changing oil filter element 50 running hours after commissioning of new or overhauled engine,
thereafter every 500 running hours,
Cleaning centrifugal lube oil 50 running hours after commissioning of new or overhauled engine,
filter thereafter every 250 running hours, at least after 1 year
D604, D604B, D620
Cleaning strainer
50 running hours after commissioning of new or overhauled engine,
Changing throw-away
thereafter every 500 running hours, at least after 1 year
filter/element
Cleaning centrifugal lube oil 50 running hours after commissioning of new or overhauled engine,
filter thereafter every 250 running hours, at least after 1 year
D816
Cleaning strainer
50 running hours after commissioning of new or overhauled engine,
Changing throw-away
thereafter every 500 running hours
filter/element
Cleaning centrifugal lube oil 50 running hours after commissioning of new or overhauled engine,
filter thereafter every 250running hours
D628
Lube oil filter combination:
Operating edge-type filter daily
Cleaning filter chamber every 1,500 running hours
Paper filter: Changing 50 running hours after commissioning of new or overhauled engine,
paper element thereafter when the permissible differential pressure is exceeded, at the
latest after every
3,000 running hours with distillate fuel operation
1,500 running hours with intermediate fuel operation
Cleaning centrifugal lube oil 50 running hours after commissioning of new or overhauled engine,
filter thereafter every 250 running hours
D640, D645
Cleaning strainer candles 500 running hours after commissioning of new or overhauled engine,
thereafter every 6000 running hours *
* For engine D640 in standby < 300 op. hs./year after all 150 op. hs. at the latest 0,5 years.
Services, Wärtsilä Netherlands B.V. Technical bulletin
Issue Do cument No. Page
03 T B00/99/2090 6(6)
The quoted service intervals are guide values. The service intervals may have to be reduced
depending on the type of application and mode of operation of the engine.
Ordering parts Contact your closest Wärtsilä Service Unit. When ordering parts please specify
the engine serial number and the material numbers.
Letter distribution The Wärtsilä Services Network and users/owners of engines concerned.
Enclosure Enclosure : Lube oil tables D628, D640, D645 and D616, D620
Disclaimer
This Technical Bulletin is designed to provide accurate and authoritative information with regard to the subject-matter covered as was
available at the time of printing. However, the publication deals with complicated technical matters suited only for specialists in the area and
the design of the subject-products is subject to regular improvements, modifications and changes. Consequently, Wärtsilä Netherlands B.V.
and/or any other Wärtsilä group company cannot accept any responsibility or liability for any eventual errors or omissions in this Technical
Bulletin or for discrepancies arising from the features of any actual item in the respective product being different from those shown in this
Technical Bulletin. Wärtsilä Netherlands B.V. and/or any other Wärtsilä group company shall under no circumstances be liable for any
damages or losses, or injury, suffered by any party making use of this Technical Bulletin or the information contained herein.
Enclosure
Lube oil tables
TB00/99/2090
Services, Wärtsilä Netherlands B.V.
Page 1/ 2
Table of Content:
1. General ............................................................................................................................. 2
2. Water quality ..................................................................................................................... 2
3. Protective agents for cooling circuit ................................................................................... 3
3.1 Chemical anti corrosion agents................................................................................... 3
3.2 Antifreeze agents with corrosion inhibitors ................................................................. 4
3.3 Corrosion inhibitors ..................................................................................................... 5
4. Details on cooling circuit.................................................................................................... 5
4.1 Monitoring of cooling circuit ........................................................................................ 5
4.2 Cleaning of cooling circuit ........................................................................................... 6
4.3 Coolant disposal ......................................................................................................... 6
Enclosure 1 .............................................................................................................................. 1
Enclosure 2 .............................................................................................................................. 1
1. General
Coolants of liquid-cooled engines must be treated and monitored since damage may be sustained by
the engine otherwise due to:
• Corrosion
• Cavitation
• Freezing
2. Water quality
The correct water quality is important for the preparation of the coolant. If no specifications are
provided by the manufacturer/supplier, clear and clean water must be used within the following limit
values of analysis:
Chemical anticorrosion agents are compounds which by way of chemical reaction form a protective
film on the metal surfaces. Their advantage compared to corrosion inhibiting oils lies in the ease of
application and monitoring.
Liquid additives may be admixed directly in the engine; additives in powder form are to be pre-mixed.
The manufacturer’s instructions must be adhered to with regard to the concentration of the chemical
anticorrosion agent and subsequent monitoring.
The manufacturer/supplier shall warrant that his additives do not have a detrimental effect on the
materials used in the engine (e.g. seals/gaskets).
Be careful with aluminium components in the cooling circuit. Not all chemical anticorrosion agents are
suitable in such cases; correct dosing is of particular importance since too low a concentration of the
chemical anticorrosion agent will have a damaging effect on the system. Also considered in the list of
recommended products (see Enclosure 1) is the suitability of the anticorrosion agent for engines with
aluminium components.
Services, Wärtsilä Netherlands B.V. Technical bulletin
Issue Do cument No. Page
03 T B00/99/2091 4(6)
Make sure that aluminium components are property grounded , no additional electric currents may be
induced by these aluminium components via defective insulations (single pole sensors and monitoring
sensors).
Chemical anticorrosion agents containing silicates may have a negative effect on the service life of
the axial-face seals. Such products should only be used for engines which separately mounted
coolant pumps equipped with seals which are resistant to these chemical anticorrosion agents.
Filter systems are available as an alternative, capable of filtering out solid particles from the cooling
circuit in addition to providing a protection against corrosion. These filters contain a chemical
anticorrosion agent in solid form which is gradually dissolved in the cooling water.
Chemical anticorrosion agents and antifreezes as per Section 3.2 are compatible.
Not all chemical anticorrosion agents and antifreeze agents are compatible. Carcinogenic
nitrosamines will form when mixing amine based chemical anticorrosion agents with
nitrate based antifreeze agents. For compatibility please consult the manufacturer/
supplier. Most of the recommended chemical anticorrosion agents may be mixed with the
antifreeze agent from DEUTZ antifreeze based on ethylene glycol) without incurring any
risk.
Antifreeze agent 10% 15% 20% 25% 30% 35% 40% 45% 50%
Water 90% 85% 80% 75% 70% 65% 60% 55% 50%
Antifreeze
-4 ºC -7 ºC -10 ºC -13 ºC -18 ºC -22 ºC -28 ºC -35 ºC -45 ºC
effective up to
When the antifreeze agent is used as the only anticorrosion agent (without any chemical anticorrosion
agent) it must be left in the coolant both during winter and summer time; minimum concentration 35%.
Use of antifreeze reduces the heat transfer coefficient (thermal capacity) of the coolant.
Check whether the cooling circuit is laid out accordingly.
Admixture of a corrosion inhibiting oil emulsion is not permissible.
Best results are obtained with the DEUTZ protective agent for cooling circuits as an antifreeze
with anticorrosion inhibitors. This ethylene glycol based protective agent for cooling circuits is
matched to the materials used on DEUTZ medium and large size engines and is subject to permanent
control and monitoring. This agent is obtainable from the Wärtsilä Netherlands service organisation
and is supplied in form of
Description Material number
5 litre containers DZ01011490
20 litre containers DZ01016416
210 litre barrel DZ12211500
Services, Wärtsilä Netherlands B.V. Technical bulletin
Issue Do cument No. Page
03 T B00/99/2091 5(6)
If the DEUTZ protective agent for the cooling circuit should not be available for important reasons
such as supply restrictions abroad, other products may be used in exceptional cases. Such alternative
products have been grouped together in product groups and are listed up in enclosure 1. Products of
the same product group may be mixed. Products of different product groups may not be mixed. The
entire cooling circuit must be cleaned thoroughly before a product change.
Ordering parts According the standard ordering procedure as described in the engine
specific parts catalogue.
Letter distribution The Wärtsilä Service Network and all users/owners of Wärtsilä – Deutz
Marine engines.
(No paper copies distributed).
Letter validity Herewith Technical Circular 0199-99-2091 4th exchange of 11.05.2001 has
been cancelled.
Disclaimer
This Technical Bulletin is designed to provide accurate and authoritative information with regard to the subject-matter covered as was
available at the time of printing. However, the publication deals with complicated technical matters suited only for specialists in the area and
the design of the subject-products is subject to regular improvements, modifications and changes. Consequently, Wärtsilä Netherlands B.V.
and/or any other Wärtsilä group company cannot accept any responsibility or liability for any eventual errors or omissions in this Technical
Bulletin or for discrepancies arising from the features of any actual item in the respective product being different from those shown in this
Technical Bulletin. Wärtsilä Netherlands B.V. and/or any other Wärtsilä group company shall under no circumstances be liable for any
damages or losses, or injury, suffered by any party making use of this Technical Bulletin or the information contained herein.
Enclosure 1
Recommended Products
Protective agents for cooling circuits
Product Manufacturer /
Product name Notes / Available in
group Supplier
Cooling system protective agent:
DEUTZ AG Material number DZ01011490 5 litre container
Material number DZ01016416 20 litre container
Material number DZ12211500 210 litre barrel
ARAL Antifreeze Extra
AVIA Antifreeze APN
BASF Glysantin G48/Protect Plus
BUCHER (Schweiz) Motorex Antifreeze Protect Plus G48
INA Industrija INA Antifriz AL Super
The Burma OIL Castrol Antifreeze NF
A FUCHS EUROPE FUCHS FRICOFIN
TOTAL ELF Glacelf MDX
OMV OMV coolant plus
Shell GlycoShell
VALVOLINE G48 Antifreeze
Veedol Veedol Antifreeze NF
BP BP antif-frost Code No. X 2270 A
Hunold Kühlerschutz ANF
INEOS Napgel C2270/1
Mobil Frostschutz 600
AGIP Antifreeze special
Europe,
ARTECO / Texaco Havoline XLC
South-America
CALTEX Havoline XLC Asia, Australia
ChevronTexaco Chevron Extended Life Coolant
B
Orvema B.V. Orvema Protex LL Netherlands
ELF Glacelf Auto Supra
TOTAL
Total Organifreeze
Havoline Extended Life Coolant USA, w/o Nitrit and
Texaco USA (HELAC) Molybdenum
Extended Life Coolant (TELC) USA, with Nitrit
Chemical anticorrosion agents
Manufacturer / Product name Diesel Diesel Notes
Supplier engines: engines:
D232, D234, D350, D358,
D518, D601, D440, D441,
D602, D603, D444, D484,
D604(B), D500, D501,
D616, D618, D510, D511,
D620, D716, D528, D540,
D816, D545, D628,
D18/22, D640, D645,
D2016 PA6
BEDIA Bedia Liquid BL1 * - X
Bedia BS/BT mit BP1 * - X Filter systems
Bedia BL2 X X
DREW AMEROID DEWT-NC - X Powder
Liquidewt - X
Maxiguard - X
Fuchs FUCHS ANTICORIT
X
S 2000 A
Housemann Limited Cooltreat 651 * - X
NALFLEET 9-108 - X
9-111 * - X
9-131 C - X
See
REICON ODACON Z X X
enclosure 2
Perry Liquid Perry * - X
(W. Lösing) Perry Filter * Filter systems
Texaco Havoline XLI X X
Total Total WT Supra X X
UNITOR ASA Dieselguard NB Pulver - X Not to be mixed
with antifreeze
ROCOR NB Liquid - X agent
Vecom CWT Diesel / QC 2 - X
* Product contains silicates
The chemical anticorrosion agent ODACON ®Z released as alternative to the chemical anticorrosion
agents previously approved for all medium and big engines (diesel and gas versions) in accordance
with Technical Circular TR 0199-99-2091, 3rd Exchange. This product is obtainable from:
ODACON ®Z forms a protective film on the metal surfaces and may be used in coo ling circuits without
or with aluminium components. The sealing materials installed in DEUTZ medium and big engines are
not attacked by ODACON ® Z. Simultaneous use of antifreeze agents on ethylene glycol basis (e.g.
DEUTZ cooling system protection) is permissible. Mixing with other chemical anticorrosion agents is
not permissible.
The agent is to be used and proportioned in accordance with the supplier's instructions. The
ODACON ® Z active ingredient concentration should be determined by way of extra action analysis
with the help of a colour comparison card or photometer. This should be done for the first time about 1
month after initial proportioning. Any replacement of components requires secondary proportioning.
5 Maintenance 4
5.1 Maintenance plan
5.1.1 General remarks
5.1.2 Maintenance categories
5.1.3 Explanation of symbols “ToDo”
5.1.4 Specific Maintenance Plan
5.1.4.1 Maintenance Plan I
Operation with distillate and mixed fuel
(without Grade 4-D), ship and unit
5.1.4.2 Hour matrix I
5.1.4.3 Maintenance Plan II
Operation with residual oil and mixed fuel Grade 4-
D, ship
5.1.4.4 Hour matrix II
5.1.4.5 Maintenance Plan III
Operation with residual oil and mixed fuel Grade 4-
D, unit
5.1.4.6 Hour matrix III
5.1.4.7 Maintenance and servicing as per instructions from
component manufacturers
5.1.5 Action as necessary
5.2 Tools
5.2.1 Standard tools
5.2.2 Special tools and devices
5.2.3 Other equipment
5.2.3.1 Cleaning agents
5.2.3.2 Water treatment agents
5 Maintenance 5
5.1 Maintenance plan
5.1.1 General remarks
The maintenance plan lists the work routines required for maintaining your engine’s operational reliability and
safety, together with the appropriate maintenance intervals in each case. This maintenance plan applies for
the engine itself only, and of course for its built-on components. Maintenance on other parts of your system
must be carried out at the times specified and in accordance with the work instructions issued by the
manufacturer concerned. You will find the relevant information in the manufacturers’ documents supplied in
each case. The job cards stated will describe the procedural sequences for the maintenance work involved.
The work described must be performed by properly trained staff. The intervals stated are average figures, and
based on long years of empirical feedback from actual operation. They are conditional on proper compliance
with the relevant expendables instructions and on punctual performance of the maintenance work concerned.
The intervals concerned may vary due to particular operating conditions. For example, frequent starts,
long operating times at zero load, an excessive number of load changes, and frequent operation at
overload will lead to increased wear and tear, and to concomitantly shorter maintenance intervals.
You must perform cleaning routines more frequently if you are encountering increased soiling.
• After Maintenance Categories E20 to E50 have been repeatedly performed, then an intermediate overhaul
(E60) must be carried out after the time interval specified in each case has been reached. Depending on
the condition of the engine concerned, a major overhaul (E70) will be required after reaching approximately
double the number of operating hours (oh).
• Keep an eye on the number of operating hours your system has been running, so as to check when a new
maintenance category has to be performed. Well in advance, agree a scheduled maintenance date with the
service people responsible for you. When agreeing a date, please also inform us of any irregularities which
may have occurred in your system (see any operation monitoring log).
• To make things easier for you, we offer you an option for concluding a maintenance agreement. Please talk
to our service department about it. You can request authorized skilled staff from DEUTZ Service Division,
for example.
Inspection Maintenance work 1st extended 2nd extended Intermediate Maintenance work Major
as per plan inspection Inspection overhaul as per plan overhaul
every 1,000 oh every 3,000 oh every 6,000 oh every 9,000 oh every 18,000 oh every 24,000 oh every 36,000 oh
Maintenance Plan II
Operation with residual oil and mixed fuel Grade 4-D, ship
Inspection Maintenance work 1st extended 2nd extended Intermediate Maintenance work Major
as per plan inspection inspection overhaul as per plan overhaul
every 1,000 oh every 3,000 oh every 6,000 oh every 9,000 oh every 18,000 oh every 24,000 oh every 36,000 oh
Inspection Maintenance work 1st extended 2nd extended Intermediate Maintenance work Major
as per plan inspection inspection overhaul as per plan overhaul
every 1,000 oh every 2,500 oh every 5.000 oh every 7,500 oh every 15,000 oh every 24,000 oh every 36.000 oh
E10 E20 E22 E23 E30 E35 E40 E50 E60 E65 E70 Description ToDo JC
every 50…250 oh
every 24 h (daily)
every 18,000 oh
every 24,000 oh
every 36,000 oh
every 1,000 oh
every 3,000 oh
every 6,000 oh
every 9,000 oh
once after …
every 250 oh
E10 E20 E22 E23 E30 E35 E40 E50 E60 E65 E70 Description ToDo JC
every 50…250 oh
every 24 h (daily)
every 18,000 oh
every 24,000 oh
every 36,000 oh
every 1,000 oh
every 3,000 oh
every 6,000 oh
every 9,000 oh
once after …
every 250 oh
5
Hours Maintenance category Date Signature
12,250 E23
12,500 E23
12,750 E23
13,000 E30
13,250 E23
13,500 E23
13,750 E23
14,000 E30
14,250 E23
14,500 E23
14,750 E23
15,000 E35
15,250 E23
15,500 E23
15,750 E23
16,000 E30
16,250 E23
16,500 E23
16,750 E23
17,000 E30
17,250 E23
17,500 E23
17,750 E23
18,000 E60
18,250 E23
18,500 E23
18,750 E23
19,000 E30
19,250 E23
19,500 E23
19,750 E23
20,000 E30
20,250 E23
20,500 E23
20,750 E23
21,000 E35
21,250 E23
21,500 E23
21,750 E23
22,000 E30
22,250 E23
22,500 E23
22,750 E23
23,000 E30
23,250 E23
23,500 E23
23,750 E23
24,000 E65
5
Hours Maintenance category Date Signature
24,250 E23
24,500 E23
24,750 E23
25,000 E30
25,250 E23
25,500 E23
25,750 E23
26,000 E30
26,250 E23
26,500 E23
26,750 E23
27,000 E50
27,250 E23
27,500 E23
27,750 E23
28,000 E30
28,250 E23
28,500 E23
28,750 E23
29,000 E30
29,250 E23
29,500 E23
29,750 E23
30,000 E40
30,250 E23
30,500 E23
30,750 E23
31,000 E30
31,250 E23
31,500 E23
31,750 E23
32,000 E30
32,250 E23
32,500 E23
32,750 E23
33,000 E35
33,250 E23
33,500 E23
33,750 E23
34,000 E30
34,250 E23
34,500 E23
34,750 E23
35,000 E30
35,250 E23
35,500 E23
35,750 E23
36,000 E70
E10 E20 E22 E23 E30 E35 E40 E50 E60 E65 E70 Description ToDo JC
every 50…250 oh
every 24 h (daily)
every 18,000 oh
every 24,000 oh
every 36,000 oh
every 1,000 oh
every 3,000 oh
every 6,000 oh
every 9,000 oh
once after …
every 250 oh
E10 E20 E22 E23 E30 E35 E40 E50 E60 E65 E70 Description ToDo JC
every 50…250 oh
every 24 h (daily)
every 18,000 oh
every 24,000 oh
every 36,000 oh
every 1,000 oh
every 3,000 oh
every 6,000 oh
every 9,000 oh
once after …
every 250 oh
5
Hours Maintenance category Date Signature
12,250 E23
12,500 E23
12,750 E23
13,000 E30
13,250 E23
13,500 E23
13,750 E23
14,000 E30
14,250 E23
14,500 E23
14,750 E23
15,000 E35
15,250 E23
15,500 E23
15,750 E23
16,000 E30
16,250 E23
16,500 E23
16,750 E23
17,000 E30
17,250 E23
17,500 E23
17,750 E23
18,000 E60
18,250 E23
18,500 E23
18,750 E23
19,000 E30
19,250 E23
19,500 E23
19,750 E23
20,000 E30
20,250 E23
20,500 E23
20,750 E23
21,000 E35
21,250 E23
21,500 E23
21,750 E23
22,000 E30
22,250 E23
22,500 E23
22,750 E23
23,000 E30
23,250 E23
23,500 E23
23,750 E23
24,000 E65
5
Hours Maintenance category Date Signature
24,250 E23
24,500 E23
24,750 E23
25,000 E30
25,250 E23
25,500 E23
25,750 E23
26,000 E30
26,250 E23
26,500 E23
26,750 E23
27,000 E50
27,250 E23
27,500 E23
27,750 E23
28,000 E30
28,250 E23
28,500 E23
28,750 E23
29,000 E30
29,250 E23
29,500 E23
29,750 E23
30,000 E40
30,250 E23
30,500 E23
30,750 E23
31,000 E30
31,250 E23
31,500 E23
31,750 E23
32,000 E30
32,250 E23
32,500 E23
32,750 E23
33,000 E35
33,250 E23
33,500 E23
33,750 E23
34,000 E30
34,250 E23
34,500 E23
34,750 E23
35,000 E30
35,250 E23
35,500 E23
35,750 E23
36,000 E70
E10 E20 E22 E23 E30 E35 E40 E50 E60 E65 E70 Description ToDo JC
every 50…250 oh
every 24 h (daily)
every 15,000 oh
every 24,000 oh
every 36,000 oh
every 1,000 oh
every 2,500 oh
every 5,000 oh
every 7,500 oh
once after …
every 250 oh
E10 E20 E22 E23 E30 E35 E40 E50 E60 E65 E70 Description ToDo JC
every 50…250 oh
every 24 h (daily)
every 15,000 oh
every 24,000 oh
every 36,000 oh
every 1,000 oh
every 2,500 oh
every 5,000 oh
every 7,500 oh
once after …
every 250 oh
5
Hours Maintenance category Date Signature
12,250 E23
12,500 E35
12,750 E23
13,000 E30
13,250 E23
13,500 E23
13,750 E23
14,000 E30
14,250 E23
14,500 E23
14,750 E23
15,000 E60
15,250 E23
15,500 E23
15,750 E23
16,000 E30
16,250 E23
16,500 E23
16,750 E23
17,000 E30
17,250 E23
17,500 E35
17,750 E23
18,000 E30
18,250 E23
18,500 E23
18,750 E23
19,000 E30
19,250 E23
19,500 E23
19,750 E23
20,000 E40
20,250 E23
20,500 E23
20,750 E23
21,000 E30
21,250 E23
21,500 E23
21,750 E23
22,000 E30
22,250 E23
22,500 E50
22,750 E23
23,000 E30
23,250 E23
23,500 E23
23,750 E23
24,000 E65
5
Hours Maintenance category Date Signature
24,250 E23
24,500 E23
24,750 E23
25,000 E40
25,250 E23
25,500 E23
25,750 E23
26,000 E30
26,250 E23
26,500 E23
26,750 E23
27,000 E30
27,250 E23
27,500 E35
27,750 E23
28,000 E30
28,250 E23
28,500 E23
28,750 E23
29,000 E30
29,250 E23
29,500 E23
29,750 E23
30,000 E60
30,250 E23
30,500 E23
30,750 E23
31,000 E30
31,250 E23
31,500 E23
31,750 E23
32,000 E30
32,250 E23
32,500 E35
32,750 E23
33,000 E30
33,250 E23
33,500 E23
33,750 E23
34,000 E30
34,250 E23
34,500 E23
34,750 E23
35,000 E40
35,250 E23
35,500 E23
35,750 E23
36,000 E70
* if the operating hours specified are not achieved in the corresponding interval.
Reasons
Action
After opening the covers, check the seal and replace if necessary:
- Inspection hole cover and control shaft cover B 3-1-4
Cylinder liners: examine valve wear status, without removing the cylinder head
or the valves beforehand:
- Endoscope the combustion chamber W 0-2-7
After any extensive work on the drive mechanism or after fitting/modifying a generator,
for instance:
- Check crank web breathing W 2-1-5
Repair is required, e.g. if the tappet roller is defective or the injection pump drive
has jammed:
- Remove and install injection pump drive W 7-4-7
After levers have been loosened, they must be re-adjusted at the set screw
(lead-sealed in the factory):
- Adjust the injection pump control rod W 7-2-2
5.2 Tools 5
The sections below contain particulars of the tools and equipment which you will need for the maintenance
jobs involved.
80061 0
80062 0
80063 0
Contents of toolbox 5
Standard basic kit
Ordering Number 1215 0000
No. pcs. Designation
1 1 Toolbox C 1602/01 approx. 445 x 185 x 55 mm
2 1 Spanner 8 x 10 DIN 3110
3 1 Spanner 12 x 14 DIN 3110
4 1 Spanner 14 x 15 DIN 3110
5 2 Spanner 13 x 17 DIN 3110
6 2 Spanner 19 x 22 DIN 3110
7 2 Spanner 24 x 27 DIN 3110
8 1 Spanner 30 x 32 DlN 3110
9 1 Spanner 13 x 17 DIN 838
10 1 Spanner 19 x 22 DIN 838
11 1 Spanner 24 x 27 DIN 838
12 1 Feeler gauge 0.05 - 1 mm x 100 mm
13 1 Insert 10 x 12.5 DIN 3124
14 1 Insert 13 x 12.5 DIN 3124
15 1 Insert 14 x 12.5 DIN 3124
16 1 Insert 17 x 12.5 DIN 3124
17 1 Insert 19 x 12.5 DIN 3124
18 1 Insert 22 x 12.5 DIN 3124
19 1 T-handle A 12.5 DIN 3122
20 1 Extension B 12.5 x 250 DIN 3123
21 1 Cardan joint C 12.5 DIN 3123
22 1 Screwdriver A 0.8 x 5.5 x 125 DIN 5265
23 1 Screwdriver A 1 x 7 x 150 DIN 5265
5 Contents of toolbox
Standard additional kit
Ordering Number 1215 0001
No. pcs. Designation
1 1 Toolbox C 1603/02 approx. 505x215x105 mm
2 1 Spanner No. 2 SW 46 DIN 894
3 1 Spanner No. 2 SW 55 DIN 894
4 1 Spanner 36 x 41 DIN 3110
5 1 Insert 24 x 20 DIN 3124
6 1 Insert 27 x 20 DIN 3124
7 1 Insert 30 x 20 DIN 3124
8 1 Insert 32 x 20 DIN 3124
9 1 Insert No. 60 SW 36 4kt 25
10 1 Insert No. 60 SW 41 4kt 25
11 1 Slide head No. 886 A 4kt 25
12 1 Extension B 25x200 DIN 3123
13 1 Extension B 25x400 DIN 3123
14 1 Cardan joint C 20 DIN 3123
15 1 Attachment A 20 x 12.5 DIN 3123
16 1 Attachment A 20 x 25 DIN 3123
17 1 Attachment A 25 x 20 DIN 3123
18 1 Torque wrench 0 - 21 daNm
19 1 Extension lever 0 - 42 daNm
20 1 Extension lever 0 - 63 daNm
21 1 Pipe grip
22 1 Ratchet head 4kt 12.5 / 0 - 40 daNm
23 1 Ratchet head 4kt 20 / 0 - 100 daNm
24 1 Screwdriver 3 DIN 911
25 1 Screwdriver 4 DIN 911
26 1 Screwdriver 5 DIN 911
27 1 Screwdriver 6 DIN 911
28 1 Screwdriver 8 DIN 911
29 1 Screwdriver SW 3/16"
30 1 Pliers A 10 DIN 5254
31 1 Pliers A 19 DIN 5254
32 1 Pliers B 10 DIN 5254
33 1 Pliers C 19 DIN 5256
34 1 Pliers C 40 DIN 5256
35 1 Screwdriver D 1.2 x 9 DIN 5265
36 1 Screwdriver D 1.6 x 11 DIN 5265
37 1 Cleaning brush
38 1 Insert 33x10
39 1 Insert 34x12
40 1 Insert 35x14
41 1 Mandrel for loosening the inserts
42 1 Insert 15 x 12,5 DIN 3124
43 1 Set of feeler gauges 0.05 to 1 mm
Box 1 offers space for the following sets of tools, which must be ordered separately:
1 Set of tools Standard basic kit
1 Set of tools Standard additional kit
80066 0
80067 0
1000
10
800 1200
40
600 1400
400 1600
120
20
80068 0
80069 0
Suspension device
Ordering Number:
6 Operational malfunctions 6
6.1 Malfunction Table
6 6 Operational malfunctions
Malfunction
Engine does not turn when started
Engine does not ignite, or stops after several ignitions
Engine is not reaching the specified output/speed
Engine not running smoothly
Engine is knocking
Engine black-out
Exhaust gas colouration abnormal
Oil vapour from crankcase venting
Water in the lube oil
Oil pressure too low or too high
Leak at coolant pump
Charging air temperature too high
Pressure drop at charging air cooler too high
The list includes malfunctions which may occur in engine operation, plus their possible causes.
The causes of the malfunctions are listed in the order in which they will be easiest and quickest to
localize.
The Job Cards listed contain advice on how to correct the malfunction concerned. Please remember
in this context that jobs from the Workshop Manual require more highly qualified staff, with appropriate
training, knowledge and skills. If you are in any doubt, please contact on of the addresses listed on
the last page - Chapter 11, Service.
In general, please consult the Job Cards specified below, where divergences in pressure and
temperature are dealt with in more precise detail. In the event of malfunctions, first perform the
measurement procdures described there:
Job Card B 0-1-2 “Checking operating values”.
Job Card B 0-2-5 “Engine diagnostics”.
7 Conservation 7
7.1 General remarks
7.2 Cleaning
7.5 Deconservation
7 7 Conservation
7.2 Cleaning
Before the engine is conserved, all the parts for conservation must be given a thorough cleaning. Any incipient
corrosion must be removed completely.
During the subsequent spray routine, turn the crankshaft for at least 2 revolutions by hand, so that all
valves open and conserving agent penetrates into the cylinder heads and combustion chambers.
Use only completely dry compressed air!
● Use a pressure-jet atomizer to spray conserving agent into the inlet channels and bores of the exhaust-gas
thermometers.
● Fit the charging air line back in place.
Don’t turn the crankshaft any more, to ensure that the conserving agent is not stripped off by the piston
rings.
7.5 Deconservation
● Wash off the anti-corrosion grease with distillate fuel.
● Drain off or pump out (if pump fitted) residues of conserving agent from the oil pan.
● Use a suitable cleaning agent to clean coolant compartments conserved with anti-corrosion oil before
pouring in a chemical anti-corrosion agent.
6HH7HFKQLFDO%XOOHWLQ7%&RURVLRQSUHRWHFWLRQIRUPHGLXPDQGODUJHHQJLQHV.
Table of Contents
1. General information 1
2. Corrosion protection for engines which have been in operation 1
2.1 Interior corrosion protection 1
2.2 Exterior corrosion protection 3
2.3 Storage and packaging 3
3. Subsequent corrosion protection of engines 3
3.1 Interior corrosion protection 3
3.2 Exterior corrosion protection 4
3.3 Storage and packaging 4
4. Removal of corrosion protection 4
4.1 Removal of interior corrosion protection 4
4.2 Removal of exterior corrosion protection 5
5. Corrosion protection agents and cleaning agents 5
1. General information
New engines and replacement parts are protected against corrosion before
being shipped from the plant. The duration of protection against corrosion
depends on the type of corrosion protection, the packaging and the storage
conditions. Corrosion protection may be guaranteed for 12 months or 24
months depending on what the customer requires.
Perform a corrosion protection run with the engine at idle speed (together
with corrosion protection run for the lube oil system), duration approx. 10
minutes.
Lube oil system This includes oil sump, lube oil pump, lube oil cooler, oil pressure control
valve, oil filter, main oil channels, crankshaft, con-rod and camshaft bearings,
tappets and tappet chambers, cylinder liners, valve springs and toggle levers.
If the engine runs with Rimula R3, no separate protection run is required.
Drain lube oil from warm engine.
In additional devices with their own oil filling (these include turbochargers,
governors, injection pumps etc.) drain lube oil and fill with new lube oil
according to manufacturer specifications.
Engine openings All engine openings must be fitted with air-tight, water-tight covers to delay the
liquefication process of the corrosion protection agents.
Air should be locked out to avoid ventilation of the engine (chimney effect).
2.3 Storage and packaging
After being protected against corrosion, the engine must be stored in a dry,
ventilated hall or suitably covered. The cover must be placed loosely over the
engine so that the air can circulate around it to prevent condensation from
forming. Use a desiccant if necessary.
Lube oil system This includes oil sump, lube oil pump, lube oil cooler, oil pressure control
valve, oil filter, main oil channels, crankshaft, con-rod, camshaft bearings,
tappets and tappet chambers, cylinder liners, valve springs and toggle levers.
If the engine is equipped with crankcase covers and VCI chips before
proceeding.
Pump corrosion protection oil into the lube oil circuit with separate pump
or pre-lubrication hand pump. Turn the engine manually or with electric
turning gear so that all bearings and bearing liners are coated. The engine
can also be turned with the starter without starting.
Remove the cylinder head cover and spray valves, valve springs and
toggle levers with corrosion protection oil SAE 30W-30.
Install new VCI chips, if applicable.
In additional devices with their own oil filling (these include turbochargers,
governors, injection pumps etc.) drain lube oil and fill with new lube oil
according to manufacturer specifications.
Cooling water system Fill up the coolant system with a mixture of corrosion protection agent with
corrosion protection properties (see section) and fresh water and circulate with
an external pump so that a new coating forms on the interior surfaces of the
cooling system.
The duration of the corrosion protection run and the concentration of the
corrosion protection agent are specified by the manufacturer of the corrosion
protection agent.
Then drain the coolant.
Combustion chamber See chapter 2.1 - Combustion chamber
Suction intake and See chapter 2.1 - Suction intake and starter air system, receiver pipe
starter air system,
receiver pipe
3.2 Exterior corrosion protection
See chapter 2.2
Lube oil system If there is corrosion protection oil in the oil tray, drain it, or pump it out.
Fill the engine with the lube oil intended for operation. Flushing is not
necessary.
In additional devices with their own oil filling (these can include
turbochargers, governors, injection pumps etc.) drain lube oil and fill with
new lube oil according to manufacturer specifications.
Cooling water system If the implemented corrosion protection agent is compatible with the
coolant to be used, this can be filled directly into the coolant system as
specified.
If it is uncertain whether the implemented corrosion protection agent is
compatible with the coolant, the cooling system should be flushed with
fresh water for about 15 minutes before filling.
Wash all surfaces and components coated with corrosion protection agent
with distilled fuel or a suitable cleaning agent.
Wash out grooves of V-belt pulleys if necessary.
Letter distribution The Wärtsilä Services Network and users/owners of engines concerned.
Feedback E-mail to: service.sales.nl@wartsila.com
Letter validity Until further notice.
Disclaimer
This Technical Bulletin is designed to provide accurate and authoritative information with regard to the subject-matter covered as was
available at the time of printing. However, the publication deals with complicated technical matters suited only for specialists in the area and
the design of the subject-products is subject to regular improvements, modifications and changes. Consequently, Wärtsilä Netherlands B.V.
and/or any other Wärtsilä group company cannot accept any responsibility or liability for any eventual errors or omissions in this Technical
Bulletin or for discrepancies arising from the features of any actual item in the respective product being different from those shown in this
Technical Bulletin. Wärtsilä Netherlands B.V. and/or any other Wärtsilä group company shall under no circumstances be liable for any
damages or losses, or injury, suffered by any party making use of this Technical Bulletin or the information contained herein.
DEUTZ MWM Technical particulars
TBD 645
8 Technical particulars 8
8.1 Engine data
8.4 Weights
8 8 Technical particulars
Number of cylinders 6 8 9
Lube oil content (approx.)
Engine with built-on
cooler and filter dm3 140 180 200
3
Lube oil quantity in system dm /kW 1.3
Lube oil pump, delivery rate m3/h 54 71 80
Lube oil temperature °C 57 ± 5
3
Coolant content, engine dm 340 440 490
Coolant pump (HT-circuit)
delivery rate m3/h 70 90 100
delivery pressure bar 2.5
Coolant temperature, outlet
intercooler (HT-circuit) °C max. 87
Permissible temperature differential, HT-circuit
Engine, inlet - outlet °C 7 - 10
Engine, outlet - intercooler outlet °C approx. 6
Permissible pressure differential, HT-circuit
Engine, inlet - intercooler oulet bar 0.9
Coolant temperature, inlet
intercooler(LT-circuit) °C 40
Coolant pre-heat temeprature
in marine engine operation with:
gas oil °C 50
mixed fuels °C min. 65
Continuous operation with :
gas oil °C 20
mixed fuels °C 50
Permissible underpressure
in filter sound absorber
or air intake fitting mbar 20
Permissible counterpressure
Exhaust gas line mbar 25
8 8.4 Weights
(approx.)
No. of cylinders 6 8 9
Exhaust gas turbochargerVTR 304 kg 820 - -
Exhaust gas turbocharger VTR 354 kg - 1,700 1,700
Exhaust valve cage kg 29 29 29
Injection pump kg 32 32 32
Counterweight kg 64 64 64
Main bearing cover kg 106 106 106
Piston kg 72 72 72
Piston pin kg 30 30 30
Crankcase kg 8,700 12,300 13,700
Crankshaft kg 3,460 5,230
Crankshaft vibration absorber kg -
Charging air cooler kg
Engine (dry) kg 25,500 32,500 39,000
Camshaft kg 560 720 810
Camshaft gear kg 32 32 32
Oil sump kg 1,240 1,960
Connecting rod kg 120 120 120
Governor/Actuator kg 30 30 30
Lube oil filter kg 105 105 105
Lube oil cooler kg 430 460 500
Lube oil pump kg 56 100 104
Idler gear with hub kg 100 100 100
Cylinder liner kg 208 208 208
Cylinder head kg 297 297 297
8
Code Screw connection** Dimension Strength Tightening type, sequence Remark
No.* Material H V1 V2 F L V F
10/3 Camshaft gear - M16x70 10.9 + 200 - 1 - - - -
Hub on camshaft
10/4 Camshaft - M48x3x238 10.9 -
Vibration damper add-on M30x2x238 10.9
10/5 Vibration damper mount. M12x75 10.9 + 120 - - - - -
Camshaft
14/1 Coupling flange - M30x2x80 8.8 + 300 600 1 - - - -
Crankshaft (KGS)
14/3 Gear - vibration M20x100 10.9 + 580 - - - - -
damper- coupling flange
14/4 Gear- M12x95 12.9 + 140 - - - - - 8 and 9 cyl.
Oil pump
14/5 Gear- M16x110 10.9 + 300 - - - - - 8 and 9 cyl.
Oil pump
14/6 Gear- M30x2 10.9 + 300 - - - - - 6 cyl.
Oil pump
17/1 Injection pump drive - M12x85 10.9 + 60 120 - - - -
Crankcase
17/2 Injection pump drive - M16x140 10.9 + 150 300 - - - -
Crankcase
17/3 Connection piece- M12x40 10.9 + 100 - - - - -
Injection pump M10x50 12.9 + 80 - - - - -
19/1 Injection nozzle- + 300+50 - - - - -
Injection valve (nozzle nut)
27/1 Gears- M20x1,5 42CrMoS4K+V + 250 - - - - -
Intermed. shaft for governor M30x1,5 42CrMoS4K+V + 300 - - - - -
27/2 Gear- M20x1,5 42CrMoS4K+V + 250 - - - - -
Governor shaft
37/1 Gear- M30x2 X5CrNi189K + 300 - - - - -
Centrifugal pump
37/2 Impeller - M20x1,5 X5CrNi189K + 265 - - - - -
Centrifugal pump
41/1 Exhaust gas bend - M16x40 10.9 + 300 - - - - -
Cylinder head
41/2 Exhaust gas pipe - M12x35 10.9 + 120 - - - - -
Exhaust gas turbocharger
43/1 ETC bracket - M16x110 8.8 + 210 - - - - -
Crankcase
43/2 Exh. gas turbocharger - M20x60 10.9 + 580 - - - - -
ETC bracket M24x180 10.9 + 1000 - - - - -
8
Code Screw connection** Dimension Strength Tightening type, sequence Remark
No.* Material H V1 V2 F L V F
84/2.1 Holder, bracket for catwalk and M16x190 8.8 + 210 - - - - -
oil cooler holder - bracket M16x325 5.8 + 130 - - - - -
84/2.2 Holder, bracket for catwalk and M16x390 8.8 + 210 - - - - -
oil cooler holder - bracket
87/1.1 Intake pipe - M16x130 10.9 + 300 - - - - -
Cylinder head M16x80 10.9 + 300 - - - - -
87/1.2 Intake pipe - M16x40 8.8 + 210 - - - - -
Cylinder head
8 Notes
1. Connections with more than one screw:
tighten alternately, in diagonal or opoosite or
diagonally opposite sequence.
Lubricant:
Oil or tallow-red lead; exceptions are specified.
1 2 3 4 5 6 4 3 2 1
Sd = 0.4…0.5 Sd = 0.2…0.27
Sd = 0.35…0.45 Sd = 0.37…0.45
Sd = 0.28…0.35 Sd = 0.2…0.27
Sd = 0.07…0.16
Sd
X Y
80071 1 en
9 Job Cards 9
9.1 Overviews
9.1.1 Arranged alphabetically
9.1.2 Arranged by Job Card Numbers
9.1.3 Description of symbols
9.2 Job Cards arranged by Job Card Numbers
9 9 Job Cards
9.1 Overviews
9.1.1 Arranged alphabetically
Job Job Card
Anti-corrosion or anti-freeze agent in the coolant, checking B 9-1-1
Checking the control unit and fuel pressure of the control rod lubrication system B 7-2-4
Cleaning the fuel leakage lines B 7-3-4
Cleaning the fuel lines for the control rod lubrication function B 7-2-3
Control response, checking B 5-2-1
Coolant system, draining B 9-0-1
Drive compartment monitor, checking and cleaning B 11-5-1
Engine diagnostics B 0-2-5
Engine mount, checking B 3-7-1
Engine-end backwash filter, checking and cleaning B 8-10-3
Exhaust gas temperature monitor, checking B 11-2-3
Expendables supply, checking B 0-1-1
Gear train (Drive End), checking B 4-4-4
Gear train (Free End), checking B 4-4-2
Injection pump drive, raising the roller tappet B 7-2-1
Injection valve, checking and repairing B 7-7-2
Injection valve, removing and installing B 7-7-1
Inlet and exhaust valve clearances, checking and adjusting B 1-1-1
Inspection hole, gear box and camshaft cover seals, replacing B 3-1-4
Intake air filter, cleaning B 6-3-1
Lube oil change B 8-1-2
Lube oil change in exhaust gas turbocharger B 6-6-2
Lube oil change in governor/actuator B 5-3-1
Lube oil sampling B 8-1-1
Operational values, checking B 0-1-2
Pressure transmitter, checking B 11-1-22
Regulating shaft, lubricating B 5-4-1
Safety instructions for governor B 5-0-1
Speed monitor, checking B 11-3-1
Starting air cylinder, filling and draining B 10-7-1
Temperature monitor, checking B 11-2-1
Torsional vibration absorber, taking a silicone oil sample B 12-1-1
Turbocharger compressor, cleaning B 6-12-1
Turbocharger turbine, cleaning B 6-13-1
Valve rotating device, checking, removing and installing B 1-3-1
Valve seat lubrication, checking B 8-14-1
Tools:
- The tools normally required are listed against this symbol.
Equipment:
- Things like pressure gauges, lube oil, hydraulic oil.
Spare parts:
- Seals, locking parts, etc.
Job Cards/Cross-references:
- Douments, reports or Job Cards to which reference is made in this Job Card.
Equipment:
- U-tube pressure gauge
or as a makeshift
- a transparent hose
- T-piece for between pipe, pressure
monitor and U-tube pressure gauge
(make it yourself)
- Turbine oil
Cross-references:
- Job Card B 9-1-1
- Expendables specifications
- Operating instructions from Messrs.
ABB
Checking the fuel level
● Check the fuel level in the day tank and top up if
necessary (transfer pump). Depending on the size
of the tank, and the engine loading, top up the day
tank several times a day. In the event of lengthy
breaks in operation (standby or emergency
operation), the fuel must be recirculated every 2
months (in the storage tank as well), in order to
avoid condensation water settling.
80051 0
80121 0
Lube oil
Values to check:
7
● Pressure after the filter, pressure gauge 1
4
● Temperature at engine inlet, display 2
2 6
Problems, possible causes:
Lube oil pressure before the filter too low 1
- Lube oil too warm 5
(cooling insufficient)
- Lube oil too thin-bodied 3
(wrong viscosity, fuel in the lube oil)
- Oil control valve sticking (clean it, check it)
- Pressure gauge defective
- Lubrication system damaged
(leak in pressure line, lube oil pump defective, 80107 0
worn bearing). Fig. 1 Instrument panel
Lube oil pressure before the filter too high
- Lube oil (still) too cold
- Lube oil too viscous
(wrong viscosity, lube oil soiled)
- Lube oil filter soiled (clean it)
- Oil control valve sticking (clean it, check it)
- Pressure gauge defective
Lube oil pressure after the filter too low
- Lube oil pressure differential (pressure before
filter minus pressure after filter) too great
(clean lube oil filter)
- And/or the same causes as for
„Lube oil pressure before the filter too low“
Lube oil temperature too high
- Engine overloaded
- Lube oil pressure too low
- Cooling water circulation insufficient, because
cooling system soiled or damaged
- lube oil cooler soiled
(Job Card W 8-8-2)
1197 0299 4634-0108 Page 1 of 4This page intentionally left blank.
General
Job Card DEUTZ MWM
B 0-1-2 TBD 645
Coolant
Values to check:
● Coolant pressure, pressure gauge 3
● Coolant temperature at engine outlet,
display 4
Charging air
Values to check:
● Charging pressure, pressure gauge 5
The charging air pressure is load-dependent
● Charging air temperature, display 6
Exhaust gas
Values to check:
8
● Exhaust gas temperatures after cylinder, display
and thermometer 8
● Exhaust gas colouration in the exhaust
Read off exhaust gas temperatures and write them
down.
Compare the differential between the lowest and
highest temperature values with the values previously
measured.
Engine diagnostics
Deviations in the individual measured values are an Tools:
indication of defects, which if allowed to continue may - Peak pressure meter 0409 3598
lead to serious damage (piston seizing, turbine Piston size 1/2, Spring Number 100
damage, etc.). For proper assessment, you must - Spanner for indexing cock
ascertain exhaust gas temperatures, charging air - Heat-resistant gloves
temperature and pressure, injection pump filling and
ignition pressure. A comparison of these values with
those entered in the acceptance test report (see the
Cross-references:
supplement) will provide you with indications of any - Acceptance test report
changes affecting operational reliability. You will find
it helpful to enter the measured values you find in a
report of your own, so that you can make your own
comparisons in the future.
80113 0
80114 0
gloves! 1000
10
800 1200
40
0
600 1400
120
20
80273 0
Evaluation
Load deviations result in uniform deviations in
measured values at all cylinders. If uniform deviations
still persist in spite of meticulous checks of the output
(consumers), clean and check the turbocharger and
the air filter. Possible sources of the error are listed
below under the measured-value deviation involved.
In brackets, we have specified the measured value
which will normally deviate in this case as well.
Specifications
The valve clearance must be checked and adjusted
while the engine is cold.
After every dismantling routine for the valve lifters, the
valve clearance must always be re-adjusted.
Valve clearance setpoint value X (cold engine):
Inlet 0.4 mm
Outlet 0.8 mm (long valve lifter)
X
Valve clearance setpoint value X (warm engine):
Inlet 0.3 mm
Outlet 0.7 mm (long valve lifter)
Valve clearance setpoint value X (hot engine):
Inlet 0.2 mm
Outlet 0.6 mm (long valve lifter)
80012 0
Spare parts:
- Round cord ø 8 mm
30°
L
80125 0
Visual inspection
Gears:
1 - Pure water pump
2 - Crankshaft
3 - Lube oil pressure pump
4 - Lube oil suction pump
● Remove flange 8 from the end wall cover 6 and
check the gears through these holes. Turn the
engine while you are doing this by at least 1 ro-
tation, so that you can check the entire circum-
ference of all gears concerned.
1 2
Replace all gears in the gear train according
to the Workshop Manual (Job Card
W 4-4-1) if any traces of scoring, pitting or 4 3
wear of the tooth flank are visible.
80197 1
Assembly
● Re-assemble in the reverse sequence. Check 8 8
the seals while you are doing this and, if neces-
sary, replace them.
6
80137 1
Cross-references:
- Job Cards B 3-1-4, W 4-4-3
- Chapter 8, Technical Particulars
● Take off electrical cables from the actuator. Fig. 1 Actuator and rodding attachment
● Unscrew fixing screws 2 and remove the actuator
together with the base plate.
Put the governor down carefully in its installed 6
configuration, to make sure that the oil filling
does not leak out.
3
● Remove camshaft cover 3. 5
● Unscrew fixing nuts 4 and remove the actuator 6
drive.
● Check the gears of the gear train for damage. To
do this, turn the engine by 2 revolutions, so that you
can examine the entire circumference of the gears.
2
4
80136 0
Assembly
The actuator housing is re-assembled in the reverse
sequence. While you are doing this, observe the
tightening torques (Chapter 8, Technical Particulars).
- Use new molded seal for the drive housing.
Check the seal for the camshaft cover and, if
necessary, replace it as detailed in Job Card
B 3-1-4.
Mounting of the camshaft cover:
- Screw in screws 5, tighten nuts 6 one after the
other, starting at the actuator drive, then tighten
screws 5.
1 2 3
25575 0
S
T
O
P
5
80251 0
Sawing 3. Repair
If your engine is sawing, check: Repair work must be performed in strict accordance
- control rodding to see if it’s sticking, with the detailed operating instructions of the governor
- fine-control valve of pneumatic speed manufacturer, by authorized trained staff. If the
adjuster for soiling, zigzaging and sawing cannot be eliminated, the cause
- governor oil for excessive viscosity. may lie in the driven units, like clutch, transmission,
If these large-slow, speed changes cannot be shaft line, propeller, etc.
eliminated by altering the setting, or if the governor
fails completely, then either repair or replace.
● Pour lube oil into the filling fitting 7 util it reached the Fig. 1 Lube oil level indicator, governor/actuator
top marking in the sight glass 8.
Always top up lube oil slowly, at intervals,
since equalization between lube oil sump and
sight glass takes place only slowly, through 3
narrow channels.
5 4
6
2
4
3
80083 1
80247 1
80276 0
fro in the bath. Assist the cleaning function with a Fig. 1 Side view of the oil-wetted air cleaner
soft brush, and if the soiling is severe, take out the
knitted filter fabric.
Do not boil out the filter; the maximum bath
temperature is 80 °C.
● Blow through the filter segments from inside with 1
compressed air (max. 8 bar).
80096 0
80097 0
80098 0
3
3
80100 0 80101 0
3 4
1
2
80092 0
80241 0
3
80242 0
4
80013 1
80002 1
12 6
8 5
80002 1
Cleaning the fuel lines for the control rod lubrication function
To prevent the control rods, the control sleeves and Tools:
the remaining internal components of the injection - Normal tools
pump from coking with mixed fuel, they are wetted at
regular intervals with distillate fuel. Supply is via lines
which have to be cleaned at regular intervals.
Accessories:
- Distillate fuel
- Compressed air
2 3 1
82160 0
{
6 – 60 sec
● Remove the manometer again. 0.6 – 6 min 2
6 – 60 min
7
0.6 – 6 sec
6 – 60 sec
0.6 – 6 min 3
1 red LED 6 – 60 min
{
3 control knob, red (pulse) 4
5
4
5
4 control knob, grey (pause) 3 3
6 6
6
5 control knob, red (pulse) 2 2
6 time setting 1 1
Pulse Pause
7 time range setting
5 4
Fig. 2 Relay
82165 0
Accessories:
- Distillate fuel
- Cold-cleaning compound
- Compressed air
Spare parts:
- 2 washers
- 2 O-rings
82166 0
Action
If the result of the analysis is negative, then depending
on the actual result, the lube oil must either be:
- topped up with fresh oil,
- cleaned, or
- completely changed,
see Job Card B 8-1-2.
80275 0
Cross-references:
- Job Cards B 8-10-3
Check every day whether the hydraulic motor is every 6,000 operating hours:
turning:
● Check and clean the backwash filter (cf. Boll&Kirch
● Visual inspection at the shaft (cf. Fig. 1); an rpm of operating instructions in the Appendix).
13 to 35 min-1 is determined at an operating
pressure of between 3 and 8 bar (cf. Boll&Kirch
operating instructions in the Appendix).
80272 0
Visual inspection
Make your check at the drip controller 1.
If the valve seat lubrication function is operating, drips
will form at the controller’s valve, falling in a slow
sequence.
If this is not the case, find out the cause, and restore 1
the system to a fully operational condition.
80249 0
80250 0
80294 0
80295 0
80089 1
80122 0
80156 1
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
mA
0 1 2 3 4 5 6 7 8 9 10 Control
bar air
0 1 2 3 4 5 6
bar Coolant
0 1 2 3 4 Charging
bar air
0 5 10 15 20 25 30 35 40 Starting
bar air
80308 0
Table 2
Table 1
80163 0
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
mA
0 20 40 60 80 100 120
°C
80260 0
0 1 2 3 4 5 6 7 8 9 10
V
80261 0
Table 1
1197 0299 4666-0108 Page 1 of 2
Monitoring system
Job Card DEUTZ MWM
B 11-3-1 TBD 645
80258 0
80133 0
Fig. 2 Torsional vibration absorber closure
screws
1197 0299 4664-0108 Page 1 of 2
Other components
Job Card DEUTZ MWM
B 12-1-1 TBD 645
80134 0