WÄRTSILÄ WÄRTSILÄ32 Product Manual

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WÄRTSILÄ 32

PRODUCT GUIDE

WÄRTSILÄ 32 – PRODUCT GUIDE

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

THIS PUBLICATION IS DESIGNED TO PROVIDE AN 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, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.

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Introduction

This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 2/2016 issue replaces all previous issues of the Wärtsilä 32 Project Guides.

UpdatesPublishedIssue

Technical data updated07.09.20162/2016

Technical data updated06.09.20161/2016

Information for operating in arctic conditions updated.11.09.20152/2015

Material for air assist and operation in Arctic conditions added. Other updates throughout the product guide.

25.02.20151/2015

Chapter Technical Data updated. Other minor updates.13.06.20141/2014

Wärtsilä, Marine Solutions

Vaasa, September 2016

Wärtsilä 32 Product Guide - a21 - 7 September 2016 iii

IntroductionWärtsilä 32 Product Guide

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Table of contents

1-11. Main Data and Outputs .......................................................................................................................

1-11.1 Maximum continuous output .......................................................................................................

1-31.2 Reference conditions ...................................................................................................................

1-31.3 Operation in inclined position .....................................................................................................

1-31.4 Arctic package description ..........................................................................................................

1-41.5 Dimensions and weights .............................................................................................................

2-12. Operating Ranges ................................................................................................................................

2-12.1 Engine operating modes ..............................................................................................................

2-12.2 Engine operating range ...............................................................................................................

2-42.3 Loading capacity .........................................................................................................................

2-62.4 Operation at low load and idling ..................................................................................................

2-62.5 Low air temperature ....................................................................................................................

3-13. Technical Data ......................................................................................................................................

3-13.1 Wärtsilä 6L32, 720 rpm ...............................................................................................................

3-43.2 Wärtsilä 6L32, 750 rpm ...............................................................................................................

3-83.3 Wärtsilä 8L32, 720 rpm ...............................................................................................................

3-113.4 Wärtsilä 8L32, 750 rpm ...............................................................................................................

3-143.5 Wärtsilä 9L32, 720 rpm ...............................................................................................................

3-173.6 Wärtsilä 9L32, 750 rpm ...............................................................................................................

3-213.7 Wärtsilä 12V32, 720 rpm .............................................................................................................

3-243.8 Wärtsilä 12V32, 750 rpm .............................................................................................................

3-273.9 Wärtsilä 16V32, 720 rpm .............................................................................................................

3-303.10 Wärtsilä 16V32, 750 rpm .............................................................................................................

4-14. Description of the Engine ....................................................................................................................

4-14.1 Definitions ....................................................................................................................................

4-14.2 Main components and systems ..................................................................................................

4-64.3 Cross section of the engine .........................................................................................................

4-84.4 Overhaul intervals and expected life times ..................................................................................

4-84.5 Engine storage .............................................................................................................................

5-15. Piping Design, Treatment and Installation .........................................................................................

5-15.1 Pipe dimensions ..........................................................................................................................

5-25.2 Trace heating ...............................................................................................................................

5-25.3 Pressure class ..............................................................................................................................

5-35.4 Pipe class ....................................................................................................................................

5-45.5 Insulation .....................................................................................................................................

5-45.6 Local gauges ...............................................................................................................................

5-45.7 Cleaning procedures ...................................................................................................................

5-55.8 Flexible pipe connections ............................................................................................................

5-65.9 Clamping of pipes ........................................................................................................................

6-16. Fuel Oil System ....................................................................................................................................

6-16.1 Acceptable fuel characteristics ...................................................................................................

6-86.2 Internal fuel oil system .................................................................................................................

6-106.3 External fuel oil system ................................................................................................................

7-17. Lubricating Oil System ........................................................................................................................

7-17.1 Lubricating oil requirements ........................................................................................................

7-37.2 Internal lubricating oil system ......................................................................................................

7-117.3 External lubricating oil system .....................................................................................................

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Wärtsilä 32 Product GuideTable of contents

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7-167.4 Crankcase ventilation system ......................................................................................................

7-177.5 Flushing instructions ....................................................................................................................

8-18. Compressed Air System ......................................................................................................................

8-18.1 Instrument air quality ...................................................................................................................

8-18.2 Internal compressed air system ..................................................................................................

8-68.3 External compressed air system .................................................................................................

9-19. Cooling Water System .........................................................................................................................

9-19.1 Water quality ...............................................................................................................................

9-29.2 Internal cooling water system ......................................................................................................

9-59.3 External cooling water system ....................................................................................................

10-110. Combustion Air System .......................................................................................................................

10-110.1 Engine room ventilation ...............................................................................................................

10-310.2 Combustion air system design ....................................................................................................

11-111. Exhaust Gas System ............................................................................................................................

11-111.1 Internal exhaust gas system ........................................................................................................

11-511.2 Exhaust gas outlet .......................................................................................................................

11-711.3 External exhaust gas system .......................................................................................................

12-112. Turbocharger Cleaning ........................................................................................................................

12-112.1 Turbine cleaning system ..............................................................................................................

12-212.2 Compressor cleaning system ......................................................................................................

13-113. Exhaust Emissions ...............................................................................................................................

13-113.1 Diesel engine exhaust components ............................................................................................

13-213.2 Marine exhaust emissions legislation ..........................................................................................

13-613.3 Methods to reduce exhaust emissions ........................................................................................

14-114. Automation System .............................................................................................................................

14-114.1 UNIC C2 .......................................................................................................................................

14-614.2 Functions ....................................................................................................................................

14-814.3 Alarm and monitoring signals ......................................................................................................

14-814.4 Electrical consumers ...................................................................................................................

15-115. Foundation ............................................................................................................................................

15-115.1 Steel structure design ..................................................................................................................

15-115.2 Mounting of main engines ...........................................................................................................

15-1415.3 Mounting of generating sets ........................................................................................................

15-1715.4 Flexible pipe connections ............................................................................................................

16-116. Vibration and Noise ..............................................................................................................................

16-116.1 External forces and couples ........................................................................................................

16-216.2 Torque variations .........................................................................................................................

16-316.3 Mass moments of inertia .............................................................................................................

16-316.4 Air borne noise .............................................................................................................................

16-416.5 Exhaust noise ..............................................................................................................................

17-117. Power Transmission ............................................................................................................................

17-117.1 Flexible coupling ..........................................................................................................................

17-217.2 Clutch ..........................................................................................................................................

17-217.3 Shaft locking device ....................................................................................................................

17-317.4 Power-take-off from the free end ................................................................................................

17-417.5 Input data for torsional vibration calculations .............................................................................

17-517.6 Turning gear .................................................................................................................................

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Table of contentsWärtsilä 32 Product Guide

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18-118. Engine Room Layout ...........................................................................................................................

18-118.1 Crankshaft distances ...................................................................................................................

18-1218.2 Space requirements for maintenance .........................................................................................

18-1218.3 Transportation and storage of spare parts and tools ..................................................................

18-1218.4 Required deck area for service work ...........................................................................................

19-119. Transport Dimensions and Weights ...................................................................................................

19-119.1 Lifting of main engines ................................................................................................................

19-319.2 Lifting of generating sets .............................................................................................................

19-419.3 Engine components .....................................................................................................................

20-120. Product Guide Attachments ...............................................................................................................

21-121. ANNEX ...................................................................................................................................................

21-121.1 Unit conversion tables .................................................................................................................

21-221.2 Collection of drawing symbols used in drawings ........................................................................

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Wärtsilä 32 Product GuideTable of contents

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1. Main Data and Outputs

The Wärtsilä 32 is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with direct fuel injection.

320 mmCylinder bore ........................

400 mmStroke ...................................

32.2 l/cylinderPiston displacement .............

2 inlet valves 2 exhaust valves

Number of valves .................

6, 7, 8 and 9 in-line 12, 16 and 18 in V-form

Cylinder configuration .........

55°V-angle .................................

Clockwise, counterclockwise on requestDirection of rotation .............

720, 750 rpmSpeed ...................................

9.6, 10.0 m/sMean piston speed ...............

1.1 Maximum continuous output

Table 1-1 Rating table for Wärtsilä 32

Generating setsMain enginesCylinder

configuration

750 rpm720 rpm750 rpm

Generator

[kVA]

Engine [kW]Generator

[kVA]

Engine [kW][kW]

36003000346028803000

W 6L32

41803480403033603480

42003500403033603500W 7L32

48004000461038404000

W 8L32

55704640538044804640

54004500518043204500

W 9L32

62605220605050405220

72006000691057606000

W 12V32

83506960806067206960

96008000922076808000

W 16V32

1114092801075089609280

1080090001037086409000W 18V32

The mean effective pressure Pe can be calculated as follows:

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1. Main Data and OutputsWärtsilä 32 Product Guide

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where:

mean effective pressure [bar]Pe =

output per cylinder [kW]P =

engine speed [r/min]n =

cylinder diameter [mm]D =

length of piston stroke [mm]L =

operating cycle (4)c =

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1.2 Reference conditions

The output is available up to a charge air coolant temperature of max. 38°C and an air temperature of max. 45°C. For higher temperatures, the output has to be reduced according to the formula stated in ISO 3046-1:2002 (E).

The specific fuel oil consumption is stated in the chapter Technical data. The stated specific fuel oil consumption applies to engines with engine driven pumps, operating in ambient conditions according to ISO 15550:2002 (E). The ISO standard reference conditions are:

100 kPatotal barometric pressure

25°Cair temperature

30%relative humidity

25°Ccharge air coolant temperature

Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 3046-1:2002.

1.3 Operation in inclined position

Max. inclination angles at which the engine will operate satisfactorily.

Table 1-2 Inclination with Normal Oil Sump

15°

● Transverse inclination, permanent (list)

22.5°

● Transverse inclination, momentary (roll)

10°

● Longitudinal inclination, permanent (trim)

10°

● Longitudinal inclination, momentary (pitch)

1.4 Arctic package description

When a vessel is operating in cold ambient air conditions and the combustion air to the engine is taken directly from the outside air, the combustion air temperature and thus also the density is outside the normal range specified for the engine operation. Special arrangements are needed to ensure correct engine operation both at high and at low engine loading conditions. Read more about the special arrangements in chapters Combustion air system design in arctic

conditions, Cooling water system for arctic conditions and Lubricating oil system in arctic conditions.

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1.5 Dimensions and weights

1.5.1 Main engines

Fig 1-1 In-line engines with 500kW/cyl (DAAE030112A)

WE2WE3LE4LE2HE3HE4HE2WE1HE1HE1*LE1LE1*Engine

135088025036701155500234523052490256052604980W 6L32

135088025041601155500234523052490256057505470W 7L32

135088025046501155500234523052295236062455960W 8L32

135088025051401155500234523052295236067306450W 9L32

WeightLE5LE5*WE6WE6*HE6HE6*HE5HE5*LE3LE3*WE5Engine

33.95051303606607107101780185011507751345W 6L32

38.25051303606607107101780185011507751345W 7L32

43.55051303606604204201780185011507751345W 8L32

47.75051303606604204201780185011507751345W 9L32

* Turbocharger at flywheel end.

All dimensions in mm. Weight in metric tons with liquids (wet sump) but without flywheel.

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Fig 1-2 In-line engines with 580kW/cyl (DAAF061578A)

WE2WE3LE4LE2HE3HE4HE2WE1HE1LE1Engine

1350880250367011555002345238022955130W 6L32

1350880250465011555002345261023756379W 8L32

1350880250514011555002345261023756869W 9L32

WeightLE5WE6HE6HE5LE3WE5Engine

35.4515375460178012151425W 6L32

43.67051340545178012851650W 8L32

49.27051340545178012851650W 9L32

* Turbocharger at flywheel end.

All dimensions in mm. Weight in metric tons with liquids (wet sump) but without flywheel.

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Fig 1-3 V-engines with 500kW/cyl (DAAE035123A)

WE2WE3LE4LE2HE3HE4HE2WE1*WE1HE1*HE1LE1LE1*Engine

15901220300415014756502120302030202715266566156935W 12V32

15901220300527014756502120302030202480243077358060W 16V32

15901220300583014756502120302030202480243082958620W 18V32

WeightLE5LE5*WE6WE6*HE6*HE6HE5*HE5WE4LE3LE3*WE5Engine

59.559059060060071071019651915850173517351510W 12V32

73.559059060060042042019651915850173517351510W 16V32

78.959059060060042042019651915850173517351510W 18V32

* Turbocharger at flywheel end.

All dimensions in mm. Weight in metric tons with liquids (wet sump) but without flywheel.

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Fig 1-4 V-engines with 580kW/cyl (DAAF062155)

WE2WE3LE4LE2HE3HE4HE2WE1HE1LE1Engine

15901225300415012106502120290024306865W 12V32

15901225300527012106502120332525957905W 16V32

WeightLE5WE6HE6HE5WE4LE3WE5Engine

56.9555540470190585019851450W 12V32

71.1560575550202085019251665W 16V32

* Turbocharger at flywheel end.

All dimensions in mm. Weight in metric tons with liquids (wet sump) but without flywheel.

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1. Main Data and OutputsWärtsilä 32 Product Guide

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1.5.2 Generating sets

Fig 1-5 In-line engines with 500kW/cyl (DAAE030093)

* Actual dimensions might vary based on power output and turbocharger maker.

Weight**HA1HA2HA3HA4WA3WA2WA1LA4**LA2**LA3LA1**Engine

5739402345145010461600191022903160684511508345W 6L32

6941402345165010462000231026903650751511509215W 7L32

7739252345163010462000231026903710792011509755W 8L32

84392523451630104622002510289038258850115010475W 9L32

** Dependent on generator and flexible coupling.

All dimensions in mm. Weight in metric tons with liquids.

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Fig 1-6 In-line engines with 580kW/cyl (DAAF061592)

Weight**HA1HA2HA3HA4WA3*WA2*WA1*LA4*LA2*LA3LA1*Engine

56.98537452345145010461800211024903265687512158345W 6L32

75.760401023451630104620002310269037108555128510410W 8L32

85.650401023451630104622002510289038258870128510505W 9L32

* Dependent on generator and flexible coupling.

All dimensions in mm. Weight in metric tons with liquids.

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1. Main Data and OutputsWärtsilä 32 Product Guide

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Fig 1-7 V-engines with 500kW/cyl (DAAE039700B)

* Actual dimensions might vary based on power output and turbocharger maker.

Weight**HA1HA2HA3HA4WA3WA2WA1LA4**LA2**LA3LA1**Engine

96436521201700137522002620306037757955173510075W 12V32

121428021201850137522002620306037659020173511175W 16V32

133428021201850137525002920336038759690173511825W 18V32

** Dependent on generator and flexible coupling.

All dimensions in mm. Weight in metric tons with liquids.

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Fig 1-8 V-engines with 580kW/cyl (DAAF061875)

Weight**HA1HA2HA3HA4WA3WA2WA1LA4**LA2**LA3LA1**Engine

100.1413021201700137522002620306041308325198510700W 12V32

127.3444521201850137525002920336042459130192511465W 16V32

** Dependent on generator and flexible coupling.

All dimensions in mm. Weight in metric tons with liquids.

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2. Operating Ranges

2.1 Engine operating modes

If the engine is configured for SCR use then it can be operated in two modes; IMO Tier 2 mode and SCR mode. The mode can be selected by an input signal to the engine automation system.

In SCR mode the exhaust gas temperatures after the turbocharger are actively monitored and adjusted to stay within the operating temperature window of the SCR.

2.2 Engine operating range

Below nominal speed the load must be limited according to the diagrams in this chapter in order to maintain engine operating parameters within acceptable limits. Operation in the shaded area is permitted only temporarily during transients. Minimum speed is indicated in the diagram, but project specific limitations may apply.

2.2.1 Controllable pitch propellers

An automatic load control system is required to protect the engine from overload. The load control reduces the propeller pitch automatically, when a pre-programmed load versus speed curve (“engine limit curve”) is exceeded, overriding the combinator curve if necessary. The engine load is derived from fuel rack position and actual engine speed (not speed demand).

The propulsion control must also include automatic limitation of the load increase rate. Maximum loading rates can be found later in this chapter.

The propeller efficiency is highest at design pitch. It is common practice to dimension the propeller so that the specified ship speed is attained with design pitch, nominal engine speed and 85% output in the specified loading condition. The power demand from a possible shaft generator or PTO must be taken into account. The 15% margin is a provision for weather conditions and fouling of hull and propeller. An additional engine margin can be applied for most economical operation of the engine, or to have reserve power.

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Fig 2-1 Operating field for CP Propeller, 500 kW/cyl, 750 rpm

Fig 2-2 Operating field for CP Propeller, 580 kW/cyl, 750 rpm

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2.2.2 Fixed pitch propellers

The thrust and power absorption of a given fixed pitch propeller is determined by the relation between ship speed and propeller revolution speed. The power absorption during acceleration, manoeuvring or towing is considerably higher than during free sailing for the same revolution speed. Increased ship resistance, for reason or another, reduces the ship speed, which increases the power absorption of the propeller over the whole operating range.

Loading conditions, weather conditions, ice conditions, fouling of hull, shallow water, and manoeuvring requirements must be carefully considered, when matching a fixed pitch propeller to the engine. The nominal propeller curve shown in the diagram must not be exceeded in service, except temporarily during acceleration and manoeuvring. A fixed pitch propeller for a free sailing ship is therefore dimensioned so that it absorbs max. 85% of the engine output at nominal engine speed during trial with loaded ship. Typically this corresponds to about 82% for the propeller itself.

If the vessel is intended for towing, the propeller is dimensioned to absorb 95% of the engine power at nominal engine speed in bollard pull or towing condition. It is allowed to increase the engine speed to 101.7% in order to reach 100% MCR during bollard pull.

A shaft brake should be used to enable faster reversing and shorter stopping distance (crash stop). The ship speed at which the propeller can be engaged in reverse direction is still limited by the windmilling torque of the propeller and the torque capability of the engine at low revolution speed.

Fig 2-3 Operating field for FP Propeller, 500 kW/cyl), 750 rpm

2.2.3 Dredgers

Mechanically driven dredging pumps typically require a capability to operate with full torque down to 80% of nominal engine speed. This requirement results in significant de-rating of the engine.

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2.3 Loading capacity

Controlled load increase is essential for highly supercharged diesel engines, because the turbocharger needs time to accelerate before it can deliver the required amount of air. A slower loading ramp than the maximum capability of the engine permits a more even temperature distribution in engine components during transients.

The engine can be loaded immediately after start, provided that the engine is pre-heated to a HT-water temperature of 60…70ºC, and the lubricating oil temperature is min. 40 ºC.

The ramp for normal loading applies to engines that have reached normal operating temperature.

2.3.1 Mechanical propulsion

Fig 2-4 Maximum recommended load increase rates for variable speed engines

The propulsion control must include automatic limitation of the load increase rate. If the control system has only one load increase ramp, then the ramp for a preheated engine should be used. In tug applications the engines have usually reached normal operating temperature before the tug starts assisting. The “emergency” curve is close to the maximum capability of the engine.

If minimum smoke during load increase is a major priority, slower loading rate than in the diagram can be necessary below 50% load.

Large load reductions from high load should also be performed gradually. In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. When absolutely necessary, the load can be reduced as fast as the pitch setting system can react (overspeed due to windmilling must be considered for high speed ships).

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2.3.2 Diesel electric propulsion and auxiliary engines

Fig 2-5 Maximum recommended load increase rates for engines operating at

nominal speed

In diesel electric installations loading ramps are implemented both in the propulsion control and in the power management system, or in the engine speed control in case isochronous load sharing is applied. If a ramp without knee-point is used, it should not achieve 100% load in shorter time than the ramp in the figure. When the load sharing is based on speed droop, the load increase rate of a recently connected generator is the sum of the load transfer performed by the power management system and the load increase performed by the propulsion control.

The “emergency” curve is close to the maximum capability of the engine and it shall not be used as the normal limit. In dynamic positioning applications loading ramps corresponding to 20-30 seconds from zero to full load are however normal. If the vessel has also other operating modes, a slower loading ramp is recommended for these operating modes.

In typical auxiliary engine applications there is usually no single consumer being decisive for the loading rate. It is recommended to group electrical equipment so that the load is increased in small increments, and the resulting loading rate roughly corresponds to the “normal” curve.

In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. If the application requires frequent unloading at a significantly faster rate, special arrangements can be necessary on the engine. In an emergency situation the full load can be thrown off instantly.

2.3.2.1 Maximum instant load steps (500 kW/cyl)

The electrical system must be designed so that tripping of breakers can be safely handled. This requires that the engines are protected from load steps exceeding their maximum load acceptance capability. The maximum permissible load step is 33% MCR. The resulting speed drop is less than 10% and the recovery time to within 1% of the steady state speed at the new load level is max. 5 seconds.

When electrical power is restored after a black-out, consumers are reconnected in groups, which may cause significant load steps. The engine must be allowed to recover for at least 10 seconds before applying the following load step, if the load is applied in maximum steps.

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2.3.2.2 Maximum instant load steps (580 kW/cyl)

The electrical system must be designed so that tripping of breakers can be safely handled. This requires that the engines are protected from load steps exceeding their maximum load acceptance capability. The maximum load steps are 0-28-60-100% MCR without air assist. Engines driving generators are prepared for air assist, see chapters Technical data and Exhaust gas system. Sudden load steps equal to 33% MCR can be absorbed also at low load if air assist is used. If air assist is used, the arrangement of the air supply must be approved by the classification society.

2.3.2.3 Start-up time

A diesel generator typically reaches nominal speed in about 20 seconds after the start signal. The acceleration is limited by the speed control to minimise smoke during start-up. If requested faster starting times can be arranged.

2.4 Operation at low load and idling

The engine can be started, stopped and operated on heavy fuel under all operating conditions. Continuous operation on heavy fuel is preferred rather than changing over to diesel fuel at low load operation and manoeuvring. The following recommendations apply:

Absolute idling (declutched main engine, disconnected generator)

● Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling

before stop is recommended.

● Maximum 6 hours if the engine is to be loaded after the idling.

Operation below 20 % load

● Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine

must be loaded to minimum 70 % of the rated output.

Operation above 20 % load

● No restrictions.

NOTE

For operation profiles involving prolonged low load operation, please contact Wärtsilä.

2.5 Low air temperature

In cold conditions the following minimum inlet air temperatures apply:

● Starting + 5ºC (when running)

● Idling and highload - 5ºC

For lower suction air temperatures engines shall be configured for arctic operation.

For further guidelines, see chapter Combustion air system design.

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3. Technical Data

3.1 Wärtsilä 6L32, 720 rpm

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 6L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

3360336033603360kWEngine output

2.92.92.92.9MPaMean effective pressure

Combustion air system (Note 1)

6.026.026.026.02kg/sFlow at 100% load

45454545°CTemperature at turbocharger intake, max.

55555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

6.26.26.26.2kg/sFlow at 100% load

5.25.25.45.4kg/sFlow at 85% load

4.84.85.05.0kg/sFlow at 75% load

3.33.33.33.3kg/sFlow at 50% load

350350350350°CTemperature after turbocharger, 100% load (TE 517)

340340330330°CTemperature after turbocharger, 85% load (TE 517)

340340330330°CTemperature after turbocharger, 75% load (TE 517)

380380380380°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.0kPaBackpressure, max.

629629629629

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

430430430430kWJacket water, HT-circuit

766766766766kWCharge air, HT-circuit

414414414414kWCharge air, LT-circuit

388388388388kWLubricating oil, LT-circuit

110110110110kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

4.34.34.34.3m3/hEngine driven pump capacity (MDF only)

3.43.43.43.4m3/hFuel flow to engine (without engine driven pump),

approx.

16...2416...2416...2416...24cStHFO viscosity before engine

140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.0cStMDF viscosity, min

45454545°CMDF temperature before engine, max. (TE 101)

183184182182

g/kWhFuel consumption at 100% load, HFO

184184181182

g/kWhFuel consumption at 85% load, HFO

184184182182

g/kWhFuel consumption at 75% load, HFO

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-1

3. Technical DataWärtsilä 32 Product Guide

Page 26

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 6L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

190195188193

g/kWhFuel consumption at 50% load, HFO

184185184185

g/kWhFuel consumption at 100% load, MDF

181183180182

g/kWhFuel consumption at 85% load, MDF

182183180182

g/kWhFuel consumption at 75% load, MDF

190191186190

g/kWhFuel consumption at 50% load, MDF

12.812.812.812.8

kg/hClean leak fuel quantity, MDF at 100% load

2.62.62.62.6

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500

kPaPressure before bearings, nom. (PT 201)

30303030

kPaSuction ability main pump, including pipe loss,max.

50505050

kPaPriming pressure, nom. (PT 201)

30303030

kPaSuction ability priming pump, including pipe loss,

max.

63636363

°CTemperature before bearings, nom. (TE 201)

78787878

°CTemperature after engine, approx.

78787878

m³/hPump capacity (main), engine driven

67676767

m³/hPump capacity (main), stand-by

15.0 /

18.0

15.0 /

18.0

15.0 /

18.0

15.0 /

18.0

m³/hPriming pump capacity, 50Hz/60Hz

1.61.61.61.6

m³Oil volume, wet sump, nom.

4.54.54.54.5

m³Oil volume in separate system oil tank, nom.

0.350.350.350.35

g/kWhOil consumption (100% load), approx.

1380138013801380l/minCrankcase ventilation flow rate at full load

0.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 401)

530530530530

kPaPressure at engine, after pump, max. (PT 401)

77777777

°CTemperature before cylinders, approx. (TE 401)

96969696°CHT-water out from engine, nom(TE402)(singlestage

CAC)

96969696°CHT-water out from engine, nom (TE432) (two stage

CAC)

60606060

m³/hCapacity of engine driven pump, nom.

100100100100kPaPressure drop over engine, total (single stage CAC)

150150150150kPaPressure drop over engine, total (two stage CAC)

100100100100

kPaPressure drop in external system, max.

3-2 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 27

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 6L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

70...15070...15070...15070...150kPaPressure from expansion tank

0.410.410.410.41

m³Water volume in engine

Low temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 451)

530530530530

kPaPressure at engine, after pump, max. (PT 451)

25 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

60606060

m³/hCapacity of engine driven pump, nom.

35353535

kPaPressure drop over charge air cooler

30303030

kPaPressure drop over oil cooler

100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

3000300030003000

kPaPressure, nom.

1600160016001600

kPaPressure at engine during start, min. (20°C)

3000300030003000

kPaPressure, max.

1600160016001600

kPaLow pressure limit in air vessels (alarm limit)

2.12.12.12.1

Air consumption per start

----Nm

Air consumption per start without propeller shaft engaged

----Nm

Air consumption with automatic start and slowturning

----Nm

Air consumption per start with propeller shaft engaged

----Nm

Air consumption with automatic start and high inertia slowturning

1111Nm

Air assist consumption (for engines with580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance for cooling water heat 10%, tolerance for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.

Note 3

At ambient conditions according to ISO 15550. Lower calorific value 42 700 kJ/kg. Withengine driven pumps (two cooling water + one lubricating oil pump). Tolerance 5%. Note; SOI is different for MDO and HFO engines. If the engine is made for operation on both HFO and MDO, the consumption on both fuels will be according to HFO consumption.

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-3

3. Technical DataWärtsilä 32 Product Guide

Page 28

3.2 Wärtsilä 6L32, 750 rpm

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 6L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

348034803480348034803480kWEngine output

2.882.882.882.882.882.88MPaMean effective pressure

Combustion air system (Note 1)

6.116.316.316.116.316.31kg/sFlow at 100% load

454545454545°CTemperature at turbocharger intake, max.

555555555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

6.36.56.56.36.56.5kg/sFlow at 100% load

5.45.45.45.65.85.8kg/sFlow at 85% load

4.94.94.94.95.35.3kg/sFlow at 75% load

3.43.63.63.43.63.6kg/sFlow at 50% load

370350350370350350°CTemperature after turbocharger, 100% load

(TE 517)

340340340330320320°CTemperature after turbocharger, 85% load

(TE 517)

340340340340320320°CTemperature after turbocharger, 75% load

(TE 517)

350360360350360360°CTemperature after turbocharger, 50% load

(TE 517)

5.05.05.05.05.05.0kPaBackpressure, max.

644644644644644644

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

440449449440449449kWJacket water, HT-circuit

811799799811799799kWCharge air, HT-circuit

489481481489481481kWCharge air, LT-circuit

396405405396405405kWLubricating oil, LT-circuit

110110110110110110kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

4.54.54.54.54.54.5m3/hEngine driven pump capacity (MDF only)

3.53.53.63.53.53.5m3/hFuel flow to engine (without engine driven

pump), approx.

16...2416...2416...2416...2416...2416...24cStHFO viscosity before engine

140140140140140140°CHFO temperature before engine, max. (TE

101)

2.02.02.02.02.02.0cStMDF viscosity, min

454545454545°CMDF temperature before engine, max. (TE

101)

184185185183183184

g/kWhFuel consumption at 100% load, HFO

183185185180182183

g/kWhFuel consumption at 85% load, HFO

183185185180182183

g/kWhFuel consumption at 75% load, HFO

3-4 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 29

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 6L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

185190195182188193

g/kWhFuel consumption at 50% load, HFO

185185186185185186

g/kWhFuel consumption at 100% load, MDF

181182184180181183

g/kWhFuel consumption at 85% load, MDF

181182184180181183

g/kWhFuel consumption at 75% load, MDF

182190191180186190

g/kWhFuel consumption at 50% load, MDF

13.413.413.413.413.413.4

kg/hClean leak fuel quantity, MDF at 100% load

2.72.72.72.72.72.7

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500500500

kPaPressure before bearings, nom. (PT 201)

303030303030

kPaSuction ability main pump, including pipe

loss, max.

505050505050

kPaPriming pressure, nom. (PT 201)

303030303030

kPaSuction ability priming pump, including pipe

loss, max.

636363636363

°CTemperature before bearings, nom. (TE 201)

787878787878

°CTemperature after engine, approx.

818181818181

m³/hPump capacity (main), engine driven

707070707070

m³/hPump capacity (main), stand-by

15.0 /

18.0

15.0 /

18.0

15.0 /

18.0

15.0 /

18.0

15.0 /

18.0

15.0 /

18.0

m³/hPriming pump capacity, 50Hz/60Hz

1.61.61.61.61.61.6

m³Oil volume, wet sump, nom.

4.74.74.74.74.74.7

m³Oil volume in separate system oil tank, nom.

0.350.350.350.350.350.35

g/kWhOil consumption (100% load), approx.

138013801380138013801380l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 +

static

250 + static

250 +

static

250 +

static

250 + static

kPaPressure atengine,after pump, nom. (PT 401)

530530530530530530

kPaPressure atengine, after pump, max. (PT 401)

777777777777

°CTemperature before cylinders, approx. (TE

401)

969696969696°CHT-water out from engine, nom (TE402)

(single stage CAC)

969696969696°CHT-water out from engine, nom (TE432) (two

stage CAC)

606060606060

m³/hCapacity of engine driven pump, nom.

100100100100100100kPaPressure drop over engine, total (single stage

CAC)

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-5

3. Technical DataWärtsilä 32 Product Guide

Page 30

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 6L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

150150150150150150kPaPressure drop over engine, total (two stage

CAC)

100100100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...15070...15070...150kPaPressure from expansion tank

0.410.410.410.410.410.41

m³Water volume in engine

Low temperature cooling water system

250 + static

250 +

static

250 +

static

250 +

static

250 + static

kPaPressure atengine,after pump, nom. (PT 451)

530530530530530530

kPaPressure atengine, after pump, max. (PT 451)

25 ...

°CTemperature before engine (TE 451)

606060606060

m³/hCapacity of engine driven pump, nom.

353535353535

kPaPressure drop over charge air cooler

303030303030

kPaPressure drop over oil cooler

100100100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

300030003000300030003000

kPaPressure, nom.

160016001600160016001600

kPaPressure at engine during start, min. (20°C)

300030003000300030003000

kPaPressure, max.

160016001600160016001600

kPaLow pressure limit in air vessels (alarm limit)

2.12.1

Air consumption per start

2.1

--Nm

Air consumption per start without propeller shaft engaged

------Nm

Air consumption with automatic start and slowturning

3.4

--Nm

Air consumption per start with propeller shaft engaged

------Nm

Air consumption with automatic start and high inertia slowturning

111111Nm

Air assist consumption (for engines with 580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

3-6 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 31

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-7

3. Technical DataWärtsilä 32 Product Guide

Page 32

3.3 Wärtsilä 8L32, 720 rpm

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 8L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

4480448044804480kWEngine output

2.92.92.92.9MPaMean effective pressure

Combustion air system (Note 1)

8.068.068.068.06kg/sFlow at 100% load

45454545°CTemperature at turbocharger intake, max.

55555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

8.38.38.38.3kg/sFlow at 100% load

6.96.97.27.2kg/sFlow at 85% load

6.46.46.66.6kg/sFlow at 75% load

4.54.54.54.5kg/sFlow at 50% load

350350350350°CTemperature after turbocharger, 100% load (TE 517)

340340330330°CTemperature after turbocharger, 85% load (TE 517)

340340330330°CTemperature after turbocharger, 75% load (TE 517)

380380380380°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.0kPaBackpressure, max.

728728728728

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

573573573573kWJacket water, HT-circuit

1021102110211021kWCharge air, HT-circuit

552552552552kWCharge air, LT-circuit

517517517517kWLubricating oil, LT-circuit

147147147147kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

5.45.45.45.4m3/hEngine driven pump capacity (MDF only)

4.54.54.54.5m3/hFuel flow to engine (without engine driven pump),

approx.

16...2416...2416...2416...24cStHFO viscosity before engine

140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.0cStMDF viscosity, min

45454545°CMDF temperature before engine, max. (TE 101)

183184182182

g/kWhFuel consumption at 100% load, HFO

184184181182

g/kWhFuel consumption at 85% load, HFO

184184182182

g/kWhFuel consumption at 75% load, HFO

190195188193

g/kWhFuel consumption at 50% load, HFO

184185184185

g/kWhFuel consumption at 100% load, MDF

181183180182

g/kWhFuel consumption at 85% load, MDF

3-8 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 33

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 8L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

182183180182

g/kWhFuel consumption at 75% load, MDF

190191186190

g/kWhFuel consumption at 50% load, MDF

17.017.117.017.1

kg/hClean leak fuel quantity, MDF at 100% load

3.43.43.43.4

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500

kPaPressure before bearings, nom. (PT 201)

30303030

kPaSuction ability main pump, including pipe loss,max.

50505050

kPaPriming pressure, nom. (PT 201)

30303030

kPaSuction ability priming pump, including pipe loss,

max.

63636363

°CTemperature before bearings, nom. (TE 201)

79797979

°CTemperature after engine, approx.

101101101101

m³/hPump capacity (main), engine driven

91919191

m³/hPump capacity (main), stand-by

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

m³/hPriming pump capacity, 50Hz/60Hz

2.02.02.02.0

m³Oil volume, wet sump, nom.

6.06.06.06.0

m³Oil volume in separate system oil tank, nom.

0.350.350.350.35

g/kWhOil consumption (100% load), approx.

1880188018801880l/minCrankcase ventilation flow rate at full load

0.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 401)

530530530530

kPaPressure at engine, after pump, max. (PT 401)

77777777

°CTemperature before cylinders, approx. (TE 401)

96969696°CHT-water out from engine, nom(TE402)(singlestage

CAC)

96969696°CHT-water out from engine, nom (TE432) (two stage

CAC)

75757575

m³/hCapacity of engine driven pump, nom.

100100100100kPaPressure drop over engine, total (single stage CAC)

150150150150kPaPressure drop over engine, total (two stage CAC)

100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...150kPaPressure from expansion tank

0.510.510.510.51

m³Water volume in engine

Low temperature cooling water system

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-9

3. Technical DataWärtsilä 32 Product Guide

Page 34

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 8L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 451)

530530530530

kPaPressure at engine, after pump, max. (PT 451)

25 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

75757575

m³/hCapacity of engine driven pump, nom.

35353535

kPaPressure drop over charge air cooler

30303030

kPaPressure drop over oil cooler

100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

3000300030003000

kPaPressure, nom.

1600160016001600

kPaPressure at engine during start, min. (20°C)

3000300030003000

kPaPressure, max.

1600160016001600

kPaLow pressure limit in air vessels (alarm limit)

2.72.72.72.7

Air consumption per start

----Nm

Air consumption per start without propeller shaft engaged

----Nm

Air consumption per start with propeller shaft engaged

1.331.331.331.33Nm

Air assist consumption (for engines with580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-10 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 35

3.4 Wärtsilä 8L32, 750 rpm

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 8L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

464046404640464046404640kWEngine output

2.882.882.882.882.882.88MPaMean effective pressure

Combustion air system (Note 1)

8.158.358.358.158.358.35kg/sFlow at 100% load

454545454545°CTemperature at turbocharger intake, max.

555555555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

8.48.68.68.48.68.6kg/sFlow at 100% load

7.27.27.27.57.87.8kg/sFlow at 85% load

6.56.56.56.57.17.1kg/sFlow at 75% load

4.54.84.84.54.84.8kg/sFlow at 50% load

370350350370350350°CTemperature after turbocharger, 100% load

(TE 517)

340340340330320320°CTemperature after turbocharger, 85% load

(TE 517)

340340340340320320°CTemperature after turbocharger, 75% load

(TE 517)

350360360350360360°CTemperature after turbocharger, 50% load

(TE 517)

5.05.05.05.05.05.0kPaBackpressure, max.

744741741744741741

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

587599599587599599kWJacket water, HT-circuit

108110651065108110651065kWCharge air, HT-circuit

652641641652641641kWCharge air, LT-circuit

528540540528540540kWLubricating oil, LT-circuit

147147147147147147kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

5.65.65.65.65.65.6m3/hEngine driven pump capacity (MDF only)

4.74.74.74.74.74.7m3/hFuel flow to engine (without engine driven

pump), approx.

16...2416...2416...2416...2416...2416...24cStHFO viscosity before engine

140140140140140140°CHFO temperature before engine, max. (TE

101)

2.02.02.02.02.02.0cStMDF viscosity, min

454545454545°CMDF temperature before engine, max. (TE

101)

184185185183183184

g/kWhFuel consumption at 100% load, HFO

183185185180182183

g/kWhFuel consumption at 85% load, HFO

183185185180182183

g/kWhFuel consumption at 75% load, HFO

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-11

3. Technical DataWärtsilä 32 Product Guide

Page 36

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 8L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

185190195182188193

g/kWhFuel consumption at 50% load, HFO

185185186185185186

g/kWhFuel consumption at 100% load, MDF

181182184180181183

g/kWhFuel consumption at 85% load, MDF

181182184180181183

g/kWhFuel consumption at 75% load, MDF

182190191180186190

g/kWhFuel consumption at 50% load, MDF

17.917.817.917.917.817.9

kg/hClean leak fuel quantity, MDF at 100% load

3.63.63.63.63.63.6

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500500500

kPaPressure before bearings, nom. (PT 201)

303030303030

kPaSuction ability main pump, including pipe

loss, max.

505050505050

kPaPriming pressure, nom. (PT 201)

303030303030

kPaSuction ability priming pump, including pipe

loss, max.

636363636363

°CTemperature before bearings, nom. (TE 201)

797979797979

°CTemperature after engine, approx.

105105105105105105

m³/hPump capacity (main), engine driven

959595959595

m³/hPump capacity (main), stand-by

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

m³/hPriming pump capacity, 50Hz/60Hz

2.02.02.02.02.02.0

m³Oil volume, wet sump, nom.

6.36.36.36.36.36.3

m³Oil volume in separate system oil tank, nom.

0.350.350.350.350.350.35

g/kWhOil consumption (100% load), approx.

188018801880188018801880l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT401)

530530530530530530

kPaPressure at engine, after pump,max.(PT401)

777777777777

°CTemperature before cylinders, approx. (TE

401)

969696969696°CHT-water out from engine, nom (TE402)

(single stage CAC)

969696969696°CHT-water out from engine, nom (TE432) (two

stage CAC)

807575807575

m³/hCapacity of engine driven pump, nom.

100100100100100100kPaPressure drop over engine, total (single stage

CAC)

150150150150150150kPaPressure drop over engine, total (two stage

CAC)

3-12 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 37

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 8L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

100100100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...15070...15070...150kPaPressure from expansion tank

0.510.510.510.510.510.51

m³Water volume in engine

Low temperature cooling water system

250 +

static

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT451)

530530530530530530

kPaPressure at engine, after pump,max.(PT451)

25 ...

°CTemperature before engine (TE 451)

807575807575

m³/hCapacity of engine driven pump, nom.

353535353535

kPaPressure drop over charge air cooler

303030303030

kPaPressure drop over oil cooler

100100100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

300030003000300030003000

kPaPressure, nom.

160016001600160016001600

kPaPressure at engine during start, min. (20°C)

300030003000300030003000

kPaPressure, max.

160016001600160016001600

kPaLow pressure limit in air vessels (alarm limit)

2.72.7

Air consumption per start

2.7

--Nm

Air consumption per start without propeller shaft engaged

4.3

--Nm

Air consumption per start with propeller shaft engaged

1.331.331.331.331.331.33Nm

Air assist consumption (for engines with 580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-13

3. Technical DataWärtsilä 32 Product Guide

Page 38

3.5 Wärtsilä 9L32, 720 rpm

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 9L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

5040504050405040kWEngine output

2.92.92.92.9MPaMean effective pressure

Combustion air system (Note 1)

9.039.039.039.03kg/sFlow at 100% load

45454545°CTemperature at turbocharger intake, max.

55555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

9.39.39.39.3kg/sFlow at 100% load

7.87.88.18.1kg/sFlow at 85% load

7.27.27.57.5kg/sFlow at 75% load

5.05.05.05.0kg/sFlow at 50% load

350350350350°CTemperature after turbocharger, 100% load (TE 517)

340340330330°CTemperature after turbocharger, 85% load (TE 517)

340340330330°CTemperature after turbocharger, 75% load (TE 517)

380380380380°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.0kPaBackpressure, max.

771771771771

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

645645645645kWJacket water, HT-circuit

1149114911491149kWCharge air, HT-circuit

621621621621kWCharge air, LT-circuit

582582582582kWLubricating oil, LT-circuit

165165165165kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

5.45.45.45.4m3/hEngine driven pump capacity (MDF only)

5.15.15.05.1m3/hFuel flow to engine (without engine driven pump),

approx.

16...2416...2416...2416...24cStHFO viscosity before engine

140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.0cStMDF viscosity, min

45454545°CMDF temperature before engine, max. (TE 101)

183184182182

g/kWhFuel consumption at 100% load, HFO

184184181182

g/kWhFuel consumption at 85% load, HFO

184184182182

g/kWhFuel consumption at 75% load, HFO

190195188193

g/kWhFuel consumption at 50% load, HFO

184185184185

g/kWhFuel consumption at 100% load, MDF

181183180182

g/kWhFuel consumption at 85% load, MDF

3-14 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 39

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 9L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

182183180182

g/kWhFuel consumption at 75% load, MDF

190191186190

g/kWhFuel consumption at 50% load, MDF

19.219.319.219.3

kg/hClean leak fuel quantity, MDF at 100% load

3.83.93.83.9

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500

kPaPressure before bearings, nom. (PT 201)

30303030

kPaSuction ability main pump, including pipe loss,max.

50505050

kPaPriming pressure, nom. (PT 201)

30303030

kPaSuction ability priming pump, including pipe loss,

max.

63636363

°CTemperature before bearings, nom. (TE 201)

79797979

°CTemperature after engine, approx.

108108108108

m³/hPump capacity (main), engine driven

96969696

m³/hPump capacity (main), stand-by

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

m³/hPriming pump capacity, 50Hz/60Hz

2.32.32.32.3

m³Oil volume, wet sump, nom.

6.86.86.86.8

m³Oil volume in separate system oil tank, nom.

0.350.350.350.35

g/kWhOil consumption (100% load), approx.

2060206020602060l/minCrankcase ventilation flow rate at full load

0.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 401)

530530530530

kPaPressure at engine, after pump, max. (PT 401)

77777777

°CTemperature before cylinders, approx. (TE 401)

96969696°CHT-water out from engine, nom(TE402)(singlestage

CAC)

96969696°CHT-water out from engine, nom (TE432) (two stage

CAC)

85858585

m³/hCapacity of engine driven pump, nom.

100100100100kPaPressure drop over engine, total (single stage CAC)

150150150150kPaPressure drop over engine, total (two stage CAC)

100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...150kPaPressure from expansion tank

0.560.560.560.56

m³Water volume in engine

Low temperature cooling water system

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-15

3. Technical DataWärtsilä 32 Product Guide

Page 40

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 9L32

720 560

RPM

kW/cyl

Engine speed Cylinder output

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 451)

530530530530

kPaPressure at engine, after pump, max. (PT 451)

25 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

85858585

m³/hCapacity of engine driven pump, nom.

35353535

kPaPressure drop over charge air cooler

30303030

kPaPressure drop over oil cooler

100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

3000300030003000

kPaPressure, nom.

1600160016001600

kPaPressure at engine during start, min. (20°C)

3000300030003000

kPaPressure, max.

1600160016001600

kPaLow pressure limit in air vessels (alarm limit)

2.72.72.72.7

Air consumption per start

----Nm

Air consumption per start without propeller shaft engaged

----Nm

Air consumption with automatic start and slowturning

----Nm

Air consumption per start with propeller shaft engaged

----Nm

Air consumption with automatic start and high inertia slowturning

1.51.51.51.5Nm

Air assist consumption (for engines with580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-16 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 41

3.6 Wärtsilä 9L32, 750 rpm

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 9L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

522052205220522052205220kWEngine output

2.882.882.882.882.882.88MPaMean effective pressure

Combustion air system (Note 1)

9.129.429.429.129.429.42kg/sFlow at 100% load

454545454545°CTemperature at turbocharger intake, max.

555555555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

9.49.79.79.49.79.7kg/sFlow at 100% load

8.18.18.18.48.88.8kg/sFlow at 85% load

7.37.47.47.38.08.0kg/sFlow at 75% load

5.05.45.45.05.45.4kg/sFlow at 50% load

370350350370350350°CTemperature after turbocharger, 100% load

(TE 517)

340340340330320320°CTemperature after turbocharger, 85% load

(TE 517)

340340340340320320°CTemperature after turbocharger, 75% load

(TE 517)

350360360350360360°CTemperature after turbocharger, 50% load

(TE 517)

5.05.05.05.05.05.0kPaBackpressure, max.

787787787787787787

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

660674674660674674kWJacket water, HT-circuit

121711991199121711991199kWCharge air, HT-circuit

734722722734722722kWCharge air, LT-circuit

594608608594608608kWLubricating oil, LT-circuit

165165165165165165kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

5.65.65.65.65.65.6m3/hEngine driven pump capacity (MDF only)

5.35.35.35.35.35.3m3/hFuel flow to engine (without engine driven

pump), approx.

16...2416...2416...2416...2416...2416...24cStHFO viscosity before engine

140140140140140140°CHFO temperature before engine, max. (TE

101)

2.02.02.02.02.02.0cStMDF viscosity, min

454545454545°CMDF temperature before engine, max. (TE

101)

184185185183183184

g/kWhFuel consumption at 100% load, HFO

183184185180182183

g/kWhFuel consumption at 85% load, HFO

183184185180182183

g/kWhFuel consumption at 75% load, HFO

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-17

3. Technical DataWärtsilä 32 Product Guide

Page 42

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 9L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

185191195182188193

g/kWhFuel consumption at 50% load, HFO

185185186185185186

g/kWhFuel consumption at 100% load, MDF

181182184180181183

g/kWhFuel consumption at 85% load, MDF

181182184180181183

g/kWhFuel consumption at 75% load, MDF

182190191180186190

g/kWhFuel consumption at 50% load, MDF

20.120.020.120.120.020.1

kg/hClean leak fuel quantity, MDF at 100% load

4.04.04.04.04.04.0

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500500500

kPaPressure before bearings, nom. (PT 201)

303030303030

kPaSuction ability main pump, including pipe

loss, max.

505050505050

kPaPriming pressure, nom. (PT 201)

303030303030

kPaSuction ability priming pump, including pipe

loss, max.

636363636363

°CTemperature before bearings, nom. (TE 201)

797979797979

°CTemperature after engine, approx.

112112112112112112

m³/hPump capacity (main), engine driven

100100100100100100

m³/hPump capacity (main), stand-by

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

21.6 /

25.9

m³/hPriming pump capacity, 50Hz/60Hz

2.32.32.32.32.32.3

m³Oil volume, wet sump, nom.

7.07.07.07.07.07.0

m³Oil volume in separate system oil tank, nom.

0.350.350.350.350.350.35

g/kWhOil consumption (100% load), approx.

206020602060206020602060l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT401)

530530530530530530

kPaPressure at engine, after pump,max.(PT401)

777777777777

°CTemperature before cylinders, approx. (TE

401)

969696969696°CHT-water out from engine, nom (TE402)

(single stage CAC)

969696969696°CHT-water out from engine, nom (TE432) (two

stage CAC)

858585858585

m³/hCapacity of engine driven pump, nom.

100100100100100100kPaPressure drop over engine, total (single stage

CAC)

150150150150150150kPaPressure drop over engine, total (two stage

CAC)

3-18 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 43

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 9L32

750 580

RPM

kW/cyl

Engine speed Cylinder output

100100100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...15070...15070...150kPaPressure from expansion tank

0.560.560.560.560.560.56

m³Water volume in engine

Low temperature cooling water system

250 +

static

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT451)

530530530530530530

kPaPressure at engine, after pump,max.(PT451)

25 ...

°CTemperature before engine (TE 451)

858585858585

m³/hCapacity of engine driven pump, nom.

353535353535

kPaPressure drop over charge air cooler

303030303030

kPaPressure drop over oil cooler

100100100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

300030003000300030003000

kPaPressure, nom.

160016001600160016001600

kPaPressure at engine during start, min. (20°C)

300030003000300030003000

kPaPressure, max.

160016001600160016001600

kPaLow pressure limit in air vessels (alarm limit)

2.72.7

Air consumption per start

2.7

--Nm

Air consumption per start without propeller shaft engaged

------Nm

Air consumption with automatic start and slowturning

4.3

--Nm

Air consumption per start with propeller shaft engaged

------Nm

Air consumption with automatic start and high inertia slowturning

1.51.51.51.51.51.5Nm

Air assist consumption (for engines with 580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-19

3. Technical DataWärtsilä 32 Product Guide

Page 44

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-20 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 45

3.7 Wärtsilä 12V32, 720 rpm

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 12V32

720 560

RPM

kW/cyl

Engine speed Cylinder output

6720672067206720kWEngine output

2.92.92.92.9MPaMean effective pressure

Combustion air system (Note 1)

12.0512.0512.0512.05kg/sFlow at 100% load

45454545°CTemperature at turbocharger intake, max.

55555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

12.412.412.412.4kg/sFlow at 100% load

10.410.410.710.7kg/sFlow at 85% load

9.69.69.99.9kg/sFlow at 75% load

6.76.76.76.7kg/sFlow at 50% load

350350350350°CTemperature after turbocharger, 100% load (TE 517)

340340330330°CTemperature after turbocharger, 85% load (TE 517)

340340330330°CTemperature after turbocharger, 75% load (TE 517)

380380380380°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.0kPaBackpressure, max.

890890890890

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

860860860860kWJacket water, HT-circuit

1532153215321532kWCharge air, HT-circuit

828828828828kWCharge air, LT-circuit

776776776776kWLubricating oil, LT-circuit

220220220220kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

6.76.86.76.7m3/hFuel flow to engine, approx.

16...2416...2416...2416...24cStHFO viscosity before engine

140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.0cStMDF viscosity, min

45454545°CMDF temperature before engine, max. (TE 101)

182183181181

g/kWhFuel consumption at 100% load, HFO

183183180181

g/kWhFuel consumption at 85% load, HFO

183184181181

g/kWhFuel consumption at 75% load, HFO

189194187192

g/kWhFuel consumption at 50% load, HFO

183184183184

g/kWhFuel consumption at 100% load, MDF

180182179181

g/kWhFuel consumption at 85% load, MDF

181182179181

g/kWhFuel consumption at 75% load, MDF

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-21

3. Technical DataWärtsilä 32 Product Guide

Page 46

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 12V32

720 560

RPM

kW/cyl

Engine speed Cylinder output

189190185189

g/kWhFuel consumption at 50% load, MDF

25.425.525.425.5

kg/hClean leak fuel quantity, MDF at 100% load

5.15.15.15.1

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500

kPaPressure before bearings, nom. (PT 201)

40404040

kPaSuction ability main pump, including pipe loss,max.

50505050

kPaPriming pressure, nom. (PT 201)

35353535

kPaSuction ability priming pump, including pipe loss,

max.

63636363

°CTemperature before bearings, nom. (TE 201)

81818181

°CTemperature after engine, approx.

124124124124

m³/hPump capacity (main), engine driven

106106106106

m³/hPump capacity (main), stand-by

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

m³/hPriming pump capacity, 50Hz/60Hz

3.03.03.03.0

m³Oil volume, wet sump, nom.

9.19.19.19.1

m³Oil volume in separate system oil tank, nom.

0.350.350.350.35

g/kWhOil consumption (100% load), approx.

2760276027602760l/minCrankcase ventilation flow rate at full load

0.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 401)

530530530530

kPaPressure at engine, after pump, max. (PT 401)

77777777

°CTemperature before cylinders, approx. (TE 401)

96969696°CHT-water out from engine, nom (TE432)

100100100100

m³/hCapacity of engine driven pump, nom.

150150150150kPaPressure drop over engine, total

100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...150kPaPressure from expansion tank

0.740.740.740.74

m³Water volume in engine

Low temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 451)

530530530530

kPaPressure at engine, after pump, max. (PT 451)

25 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

100100100100

m³/hCapacity of engine driven pump, nom.

3-22 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 47

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 12V32

720 560

RPM

kW/cyl

Engine speed Cylinder output

35353535

kPaPressure drop over charge air cooler

20202020

kPaPressure drop over oil cooler

100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

3000300030003000

kPaPressure, nom.

1600160016001600

kPaPressure at engine during start, min. (20°C)

3000300030003000

kPaPressure, max.

1600160016001600

kPaLow pressure limit in air vessels (alarm limit)

3.03.03.03.0

Air consumption per start

----Nm

Air consumption per start without propeller shaft engaged

----Nm

Air consumption with automatic start and slowturning

----Nm

Air consumption per start with propeller shaft engaged

----Nm

Air consumption with automatic start and high inertia slowturning

2222Nm

Air assist consumption (for engines with580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-23

3. Technical DataWärtsilä 32 Product Guide

Page 48

3.8 Wärtsilä 12V32, 750 rpm

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 12V32

750 580

RPM

kW/cyl

Engine speed Cylinder output

696069606960696069606960kWEngine output

2.882.882.882.882.882.88MPaMean effective pressure

Combustion air system (Note 1)

12.2312.5312.5312.2312.5312.53kg/sFlow at 100% load

454545454545°CTemperature at turbocharger intake, max.

555555555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

12.612.912.912.612.912.9kg/sFlow at 100% load

10.810.810.811.211.711.7kg/sFlow at 85% load

9.79.89.89.710.610.6kg/sFlow at 75% load

6.77.17.16.77.17.1kg/sFlow at 50% load

370350350370350350°CTemperature after turbocharger, 100% load

(TE 517)

340340340330320320°CTemperature after turbocharger, 85% load

(TE 517)

340340340340320320°CTemperature after turbocharger, 75% load

(TE 517)

350360360350360360°CTemperature after turbocharger, 50% load

(TE 517)

5.05.05.05.05.05.0kPaBackpressure, max.

911908908911908908

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

880898898880898898kWJacket water, HT-circuit

162215981598162215981598kWCharge air, HT-circuit

978962962978962962kWCharge air, LT-circuit

792810810792810810kWLubricating oil, LT-circuit

220220220220220220kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

7.07.07.17.07.07.0m3/hFuel flow to engine, approx.

16...2416...2416...2416...2416...2416...24cStHFO viscosity before engine

140140140140140140°CHFO temperature before engine, max. (TE

101)

2.02.02.02.02.02.0cStMDF viscosity, min

454545454545°CMDF temperature before engine, max. (TE

101)

183184184182182183

g/kWhFuel consumption at 100% load, HFO

182184184179181182

g/kWhFuel consumption at 85% load, HFO

182184184179182182

g/kWhFuel consumption at 75% load, HFO

184189194181187192

g/kWhFuel consumption at 50% load, HFO

184184186184184186

g/kWhFuel consumption at 100% load, MDF

3-24 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 49

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 12V32

750 580

RPM

kW/cyl

Engine speed Cylinder output

180181183179180182

g/kWhFuel consumption at 85% load, MDF

180181183179180182

g/kWhFuel consumption at 75% load, MDF

181189190179185189

g/kWhFuel consumption at 50% load, MDF

26.726.626.726.726.626.7

kg/hClean leak fuel quantity, MDF at 100% load

5.35.35.35.35.35.3

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500500500

kPaPressure before bearings, nom. (PT 201)

404040404040

kPaSuction ability main pump, including pipe

loss, max.

505050505050

kPaPriming pressure, nom. (PT 201)

353535353535

kPaSuction ability priming pump, including pipe

loss, max.

636363636363

°CTemperature before bearings, nom. (TE 201)

818181818181

°CTemperature after engine, approx.

129129129129129129

m³/hPump capacity (main), engine driven

110110110110110110

m³/hPump capacity (main), stand-by

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

m³/hPriming pump capacity, 50Hz/60Hz

3.03.03.03.03.03.0

m³Oil volume, wet sump, nom.

9.49.49.49.49.49.4

m³Oil volume in separate system oil tank, nom.

0.350.350.350.350.350.35

g/kWhOil consumption (100% load), approx.

276027602760276027602760l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT401)

530530530530530530

kPaPressure at engine, after pump,max.(PT401)

777777777777

°CTemperature before cylinders, approx. (TE

401)

969696969696°CHT-water out from engine, nom (TE432)

100100100100100100

m³/hCapacity of engine driven pump, nom.

150150150150150150kPaPressure drop over engine, total

100100100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...15070...15070...150kPaPressure from expansion tank

0.740.740.740.740.740.74

m³Water volume in engine

Low temperature cooling water system

250 +

static

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT451)

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-25

3. Technical DataWärtsilä 32 Product Guide

Page 50

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 12V32

750 580

RPM

kW/cyl

Engine speed Cylinder output

530530530530530530

kPaPressure at engine, after pump,max.(PT451)

25 ...

°CTemperature before engine (TE 451)

100100100100100100

m³/hCapacity of engine driven pump, nom.

353535353535

kPaPressure drop over charge air cooler

202020202020

kPaPressure drop over oil cooler

100100100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

300030003000300030003000

kPaPressure, nom.

160016001600160016001600

kPaPressure at engine during start, min. (20°C)

300030003000300030003000

kPaPressure, max.

160016001600160016001600

kPaLow pressure limit in air vessels (alarm limit)

3.03.0

Air consumption per start

3.0

--Nm

Air consumption per start without propeller shaft engaged

------Nm

Air consumption with automatic start and slowturning

4.8

--Nm

Air consumption per start with propeller shaft engaged

------Nm

Air consumption with automatic start and high inertia slowturning

222222Nm

Air assist consumption (for engines with 580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-26 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 51

3.9 Wärtsilä 16V32, 720 rpm

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 16V32

720 560

RPM

kW/cyl

Engine speed Cylinder output

8960896089608960kWEngine output

2.92.92.92.9MPaMean effective pressure

Combustion air system (Note 1)

16.0316.0316.0316.03kg/sFlow at 100% load

45454545°CTemperature at turbocharger intake, max.

55555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

16.516.516.516.5kg/sFlow at 100% load

13.913.914.314.3kg/sFlow at 85% load

12.812.813.213.2kg/sFlow at 75% load

8.98.98.98.9kg/sFlow at 50% load

350350350350°CTemperature after turbocharger, 100% load (TE 517)

340340330330°CTemperature after turbocharger, 85% load (TE 517)

340340330330°CTemperature after turbocharger, 75% load (TE 517)

380380380380°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.0kPaBackpressure, max.

1026102610261026

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

1147114711471147kWJacket water, HT-circuit

2043204320432043kWCharge air, HT-circuit

1104110411041104kWCharge air, LT-circuit

1035103510351035kWLubricating oil, LT-circuit

293293293293kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

9.09.08.99.0m3/hFuel flow to engine, approx.

16...2416...2416...2416...24cStHFO viscosity before engine

140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.0cStMDF viscosity, min

45454545°CMDF temperature before engine, max. (TE 101)

182183181181

g/kWhFuel consumption at 100% load, HFO

183183180181

g/kWhFuel consumption at 85% load, HFO

183184181181

g/kWhFuel consumption at 75% load, HFO

189194187192

g/kWhFuel consumption at 50% load, HFO

183184183184

g/kWhFuel consumption at 100% load, MDF

180182179181

g/kWhFuel consumption at 85% load, MDF

181182179181

g/kWhFuel consumption at 75% load, MDF

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-27

3. Technical DataWärtsilä 32 Product Guide

Page 52

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 16V32

720 560

RPM

kW/cyl

Engine speed Cylinder output

189190185189

g/kWhFuel consumption at 50% load, MDF

33.934.033.934.0

kg/hClean leak fuel quantity, MDF at 100% load

6.86.86.86.8

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500

kPaPressure before bearings, nom. (PT 201)

40404040

kPaSuction ability main pump, including pipe loss,max.

50505050

kPaPriming pressure, nom. (PT 201)

35353535

kPaSuction ability priming pump, including pipe loss,

max.

63636363

°CTemperature before bearings, nom. (TE 201)

81818181

°CTemperature after engine, approx.

158158158158

m³/hPump capacity (main), engine driven

130130130130

m³/hPump capacity (main), stand-by

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

m³/hPriming pump capacity, 50Hz/60Hz

3.93.93.93.9

m³Oil volume, wet sump, nom.

12.112.112.112.1

m³Oil volume in separate system oil tank, nom.

0.350.350.350.35

g/kWhOil consumption (100% load), approx.

3760376037603760l/minCrankcase ventilation flow rate at full load

0.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 401)

530530530530

kPaPressure at engine, after pump, max. (PT 401)

77777777

°CTemperature before cylinders, approx. (TE 401)

96969696°CHT-water out from engine, nom (TE432)

140140140140

m³/hCapacity of engine driven pump, nom.

150150150150kPaPressure drop over engine, total

100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...150kPaPressure from expansion tank

0.840.840.840.84

m³Water volume in engine

Low temperature cooling water system

250 +

static

250 +

static

250 +

static

250 +

static

kPaPressure at engine, after pump, nom. (PT 451)

530530530530

kPaPressure at engine, after pump, max. (PT 451)

25 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

120120120120

m³/hCapacity of engine driven pump, nom.

3-28 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 53

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

Wärtsilä 16V32

720 560

RPM

kW/cyl

Engine speed Cylinder output

35353535

kPaPressure drop over charge air cooler

20202020

kPaPressure drop over oil cooler

100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

3000300030003000

kPaPressure, nom.

1600160016001600

kPaPressure at engine during start, min. (20°C)

3000300030003000

kPaPressure, max.

1600160016001600

kPaLow pressure limit in air vessels (alarm limit)

3.63.63.63.6

Air consumption per start

----Nm

Air consumption per start without propeller shaft engaged

----Nm

Air consumption with automatic start and slowturning

----Nm

Air consumption per start with propeller shaft engaged

----Nm

Air consumption with automatic start and high inertia slowturning

2.672.672.672.67Nm

Air assist consumption (for engines with580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-29

3. Technical DataWärtsilä 32 Product Guide

Page 54

3.10 Wärtsilä 16V32, 750 rpm

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 16V32

750 580

RPM

kW/cyl

Engine speed Cylinder output

928092809280928092809280kWEngine output

2.882.882.882.882.882.88MPaMean effective pressure

Combustion air system (Note 1)

16.2116.8116.8116.2116.8116.81kg/sFlow at 100% load

454545454545°CTemperature at turbocharger intake, max.

555555555555°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

16.717.317.316.717.317.3kg/sFlow at 100% load

14.914.414.414.915.615.6kg/sFlow at 85% load

13.013.113.113.014.214.2kg/sFlow at 75% load

9.09.59.59.09.59.5kg/sFlow at 50% load

370350350370350350°CTemperature after turbocharger, 100% load

(TE 517)

330340340330320320°CTemperature after turbocharger, 85% load

(TE 517)

340340340340320320°CTemperature after turbocharger, 75% load

(TE 517)

350360360350360360°CTemperature after turbocharger, 50% load

(TE 517)

5.05.05.05.05.05.0kPaBackpressure, max.

104910511051104910511051

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

117311971197117311971197kWJacket water, HT-circuit

216321312131216321312131kWCharge air, HT-circuit

130412831283130412831283kWCharge air, LT-circuit

105610801080105610801080kWLubricating oil, LT-circuit

293293293293293293kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50700±50700±50kPaPressure before injection pumps (PT 101)

9.49.49.49.39.39.5m3/hFuel flow to engine, approx.

16...2416...2416...2416...2416...2416...24cStHFO viscosity before engine

140140140140140140°CHFO temperature before engine, max. (TE

101)

2.02.02.02.02.02.0cStMDF viscosity, min

454545454545°CMDF temperature before engine, max. (TE

101)

183184184182182185

g/kWhFuel consumption at 100% load, HFO

182184184179181182

g/kWhFuel consumption at 85% load, HFO

182184184179182182

g/kWhFuel consumption at 75% load, HFO

184189194181187189

g/kWhFuel consumption at 50% load, HFO

184184186184184186

g/kWhFuel consumption at 100% load, MDF

3-30 Wärtsilä 32 Product Guide - a21 - 7 September 2016

Wärtsilä 32 Product Guide3. Technical Data

Page 55

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 16V32

750 580

RPM

kW/cyl

Engine speed Cylinder output

180181183179180182

g/kWhFuel consumption at 85% load, MDF

180181183179180182

g/kWhFuel consumption at 75% load, MDF

181189190179185189

g/kWhFuel consumption at 50% load, MDF

35.635.435.635.635.435.6

kg/hClean leak fuel quantity, MDF at 100% load

7.17.17.17.17.17.1

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

500500500500500500

kPaPressure before bearings, nom. (PT 201)

404040404040

kPaSuction ability main pump, including pipe

loss, max.

505050505050

kPaPriming pressure, nom. (PT 201)

353535353535

kPaSuction ability priming pump, including pipe

loss, max.

636363636363

°CTemperature before bearings, nom. (TE 201)

818181818181

°CTemperature after engine, approx.

164164164164164164

m³/hPump capacity (main), engine driven

135135135135135135

m³/hPump capacity (main), stand-by

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

38.0 /

45.9

m³/hPriming pump capacity, 50Hz/60Hz

3.93.93.93.93.93.9

m³Oil volume, wet sump, nom.

12.512.512.512.512.512.5

m³Oil volume in separate system oil tank, nom.

0.350.350.350.350.350.35

g/kWhOil consumption (100% load), approx.

376037603760376037603760l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.58.5...9.58.5...9.58.5...9.5litersOil volume in turning device

1.91.91.91.91.91.9litersOil volume in speed governor

Cooling water system

High temperature cooling water system

250 +

static

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT401)

530530530530530530

kPaPressure at engine, after pump,max.(PT401)

777777777777

°CTemperature before cylinders, approx. (TE

401)

969696969696°CHT-water out from engine, nom (TE432)

140140140140140140

m³/hCapacity of engine driven pump, nom.

150150150150150150kPaPressure drop over engine, total

100100100100100100

kPaPressure drop in external system, max.

70...15070...15070...15070...15070...15070...150kPaPressure from expansion tank

0.840.840.840.840.840.84

m³Water volume in engine

Low temperature cooling water system

250 +

static

250 + static

250 +

static

250 + static

kPaPressure at engine, after pump, nom. (PT451)

Wärtsilä 32 Product Guide - a21 - 7 September 2016 3-31

3. Technical DataWärtsilä 32 Product Guide

Page 56

SCR

mode

SCR

mode

SCR

mode

IMO

Tier 2

IMO

Tier 2

IMO

Tier 2

Wärtsilä 16V32

750 580

RPM

kW/cyl

Engine speed Cylinder output

530530530530530530

kPaPressure at engine, after pump,max.(PT451)

25 ...

°CTemperature before engine (TE 451)

120120120120120120

m³/hCapacity of engine driven pump, nom.

353535353535

kPaPressure drop over charge air cooler

202020202020

kPaPressure drop over oil cooler

100100100100100100

kPaPressure drop in external system, max.

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

70 ...

150

kPaPressure from expansion tank

Starting air system (Note 5)

300030003000300030003000

kPaPressure, nom.

160016001600160016001600

kPaPressure at engine during start, min. (20°C)

300030003000300030003000

kPaPressure, max.

160016001600160016001600

kPaLow pressure limit in air vessels (alarm limit)

3.63.6

Air consumption per start

3.6

--Nm

Air consumption per start without propeller shaft engaged

------Nm

Air consumption with automatic start and slowturning

5.8

--Nm

Air consumption per start with propeller shaft engaged

------Nm

Air consumption with automatic start and high inertia slowturning

2.672.672.672.672.672.67Nm

Air assist consumption (for engines with 580 kW/cyl)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

Note 4

Automatic (remote or local) starting air consumption (average) per start, at 20°C for a specific long start impulse (DE/AUX:

2...3 sec, CPP/FPP: 4...6 sec) which is the shortest time required for a safe start.

Note 5

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

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4. Description of the Engine

4.1 Definitions

Fig 4-1 In-line engine and V-engine definitions (1V93C0029 / 1V93C0028)

4.2 Main components and systems

The dimensions and weights of engines are shown in section 1.5 Dimensions and weights .

4.2.1 Engine block

The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers. It incorporates the camshaft bearing housings and the charge air receiver. In V-engines the charge air receiver is located between the cylinder banks.

The main bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tensioned screws. These are guided sideways by the engine block at the top as well as at the bottom. Hydraulically tightened horizontal side screws at the lower guiding provide a very rigid crankshaft bearing.

A hydraulic jack, supported in the oil sump, offers the possibility to lower and lift the main bearing caps, e.g. when inspecting the bearings. Lubricating oil is led to the bearings and piston trough this jack. A combined flywheel/trust bearing is located at the driving end of the engine.

The oil sump, a light welded design, is mounted on the engine block from below and sealed by O-rings. The oil sump is available in two alternative designs, wet or dry sump, depending on the type of application. The wet oil sump comprises, in addition to a suction pipe to the lube oil pump, also the main distributing pipe for lube oil as well as suction pipes and a return connection for the separator. The dry sump is drained at either end (free choice) to a separate system oil tank.

4.2.2 Crankshaft

The crankshaft is forged in one piece and mounted on the engine block in an under-slung way.

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The connecting rods, at the same crank in the V-engine, are arranged side-by-side in order to achieve standardisation between the in-line and V-engines.

The crankshaft is fully balanced to counteract bearing loads from eccentric masses. If necessary, it is provided with a torsional vibration damper at the free end of the engine.

4.2.3 Connecting rod

The connecting rod is of forged alloy steel. All connecting rod studs are hydraulically tightened. Oil is led to the gudgeon pin bearing and piston through a bore in the connecting rod.

The connecting rod is of a three-piece design, which gives a minimum dismantling height and enables the piston to be dismounted without opening the big end bearing.

4.2.4 Main bearings and big end bearings

The main bearings and the big end bearings are of tri-metal design with steel back, lead-bronze lining and a soft running layer. The bearings are covered all over with Sn-flash of 0.5-1 µm thickness for corrosion protection. Even minor form deviations become visible on the bearing surface in the running in phase. This has no negative influence on the bearing function.

4.2.5 Cylinder liner

The cylinder liners are centrifugally cast of a special grey cast iron alloy developed for good wear resistance and high strength. Cooling water is distributed around upper part of the liners with water distribution rings. The lower part of liner is dry. To eliminate the risk of bore polishing the liner is equipped with an anti-polishing ring.

4.2.6 Piston

The piston is of composite design with nodular cast iron skirt and steel crown. The piston skirt is pressure lubricated, which ensures a well-controlled lubrication oil flow to the cylinder liner during all operating conditions. Oil is fed through the connecting rod to the cooling spaces of the piston. The piston cooling operates according to the cocktail shaker principle. The piston ring grooves in the piston top are hardened for better wear resistance.

4.2.7 Piston rings

The piston ring set are located in the piston crown and consists of two directional compression rings and one spring-loaded conformable oil scraper ring. Running face of compression rings are chromium-ceramic-plated.

4.2.8 Cylinder head

The cylinder head is made of grey cast iron. The thermally loaded flame plate is cooled efficiently by cooling water led from the periphery radially towards the centre of the head. The bridges between the valves cooling channels are drilled to provide the best possible heat transfer.

The mechanical load is absorbed by a strong intermediate deck, which together with the upper deck and the side walls form a box section in the four corners of which the hydraulically tightened cylinder head bolts are situated. The exhaust valve seats are directly water-cooled.

The valve seat rings are made of specially alloyed cast iron with good wear resistance. The inlet valves as well as, in case of MDF installation, the exhaust valves have stellite-plated seat faces and chromium-plated stems. Engines for HFO operation have Nimonic exhaust valves.

All valves are equipped with valve rotators.

A “multi-duct” casting is fitted to the cylinder head. It connects the following media with the cylinder head:

● charge air from the air receiver

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● exhaust gas to exhaust system

● cooling water from cylinder head to the return pipe

4.2.9 Camshaft and valve mechanism

The cams are integrated in the drop forged shaft material. The bearing journals are made in separate pieces, which are fitted, to the camshaft pieces by flange connections. The camshaft bearing housings are integrated in the engine block casting and are thus completely closed. The bearings are installed and removed by means of a hydraulic tool. The camshaft covers, one for each cylinder, seal against the engine block with a closed O-ring profile.

The valve tappets are of piston type with self-adjustment of roller against cam to give an even distribution of the contact pressure. The valve springs make the valve mechanism dynamically stable.

Variable Inlet valve Closure (VIC), which is available on IMO Tier 2 engines, offers flexibility to apply early inlet valve closure at high load for lowest NOx levels, while good part-load performance is ensured by adjusting the advance to zero at low load. The inlet valve closure can be adjusted up to 30° crank angle.

4.2.10 Camshaft drive

The camshafts are driven by the crankshaft through a gear train.

4.2.11 Turbocharging and charge air cooling

The SPEX (Single Pipe Exhaust) turbocharging system is designed to combine the good part load performance of a pulse charging system with the simplicity and good high load efficiency of a constant pressure system. In order to further enhance part load performance and prevent excessive charge air pressure at high load, all engines are equipped with a wastegate on the exhaust side. The wastegate arrangement permits a part of the exhaust gas to discharge after the turbine in the turbocharger at high engine load.

In addition there is a by-pass valve on main engines to increase the flow through the turbocharger at low engine speed and low engine load. Part of the charge air is conducted directly into the exhaust gas manifold (without passing through the engine), which increases the speed of the turbocharger. The net effect is increased charge air pressure at low engine speed and low engine load, despite the apparent waste of air.

All engines are provided with devices for water cleaning of the turbine and the compressor. The cleaning is performed during operation of the engine.

In-line engines have one turbocharger and V-engines have one turbocharger per cylinder bank. For in-line engines and 12V32, the turbocharger(s) can be placed either at the driving end or at the free end. 16V32 and 18V32 have the turbochargers always placed at free end.

The turbocharger is supplied with inboard plain bearings, which offers easy maintenance of the cartridge from the compressor side. The turbocharger is lubricated by engine lubricating oil with integrated connections.

A two-stage charge air cooler is standard. Heat is absorbed with high temperature (HT) cooling water in the first stage, while low temperature (LT) cooling water is used for the final air cooling in the second stage. The engine has two separate cooling water circuits. The flow of LT cooling water through the charge air cooler is controlled to maintain a constant charge air temperature.

4.2.12 Fuel injection equipment

The fuel injection equipment and system piping are located in a hotbox, providing maximum reliability and safety when using preheated heavy fuels. The fuel oil feed pipes are mounted directly to the injection pumps, using a specially designed connecting piece. The return pipe is integrated in the tappet housing.

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Cooling of the nozzles by means of lubricating oil is standard for HFO-installations, while the nozzles for MDF-installations are non-cooled.

There is one fuel injection pump per cylinder with shielded high-pressure pipe to the injector. The injection pumps, which are of the flow-through type, ensure good performance with all types of fuel. The pumps are completely sealed off from the camshaft compartment.

Setting the fuel rack to zero position stops the fuel injection. For emergencies the fuel rack of each injection pump is fitted with a stop cylinder. The fuel pump and pump bracket are adjusted in manufacturing to tight tolerances. This means that adjustments are not necessary after initial assembly.

The fuel injection pump design is a reliable mono-element type designed for injection pressures up to 2000 bar. The constant pressure relief valve system provides for optimum injection, which guarantees long intervals between overhauls. The injector holder is designed for easy maintenance.

4.2.13 Lubricating oil system

The engine internal lubricating oil system include the engine driven lubricating oil pump, the electrically driven prelubricating oil pump, thermostatic valve, filters and lubricating oil cooler. The lubricating oil pumps are located in the free end of the engine, while the automatic filter, cooler and thermostatic valve are integrated into one module.

4.2.14 Cooling water system

The fresh water cooling system is divided into a high temperature (HT) and a low temperature (LT) circuit.

The HT-water cools cylinder liners, cylinder heads and the first stage of the charge air cooler. The LT-water cools the second stage of the charge air cooler and the lubricating oil.

4.2.15 Exhaust pipes

The exhaust manifold pipes are made of special heat resistant nodular cast iron alloy.

The complete exhaust gas system is enclosed in an insulating box consisting of easily removable panels. Mineral wool is used as insulating material.

4.2.16 Automation system

Wärtsilä 32 is equipped with a modular embedded automation system, Wärtsilä Unified Controls

- UNIC, which is available in two different versions. The basic functionality is the same in both versions, but the functionality can be easily expanded to cover different applications.

UNIC C1 has a completely hardwired signal interface with the external systems, whereas UNIC C2 and has hardwired interface for control functions and a bus communication interface for alarm and monitoring.

All versions have en engine safety module and a local control panel mounted on the engine. The engine safety module handles fundamental safety, for example overspeed and low lubricating oil pressure shutdown. The safety module also performs fault detection on critical signals and alerts the alarm system about detected failures. The local control panel has push buttons for local start/stop and shutdown reset, as well as a display showing the most important operating parameters. Speed control is included in the automation system on the engine (all versions).

The major additional features of UNIC C2 are: all necessary engine control functions are handled by the equipment on the engine, bus communication to external systems and a more comprehensive local display unit.

Conventional heavy duty cables are used on the engine and the number of connectors are minimised. Power supply, bus communication and safety-critical functions are doubled on

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the engine. All cables to/from external systems are connected to terminals in the main cabinet on the engine.

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4.3 Cross section of the engine

Fig 4-2 Cross section of the in-line engine

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Fig 4-3 Cross section of the V-engine

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4.4 Overhaul intervals and expected life times

In this list HFO is based on HFO2 specification stated in the chapter Fuel Oil System.

4.4.1 Time Between Overhaul and Expected Life Time

Table 4-1 Time Between Overhaul and Expected Life Time

Expected life time (h)

Time between inspection or overhaul

(h)

Component

LFOHFOLFOHFO

60000...10000048000...6000020000...2400012000...20000Piston

20000...2400012000...2000020000...2400012000...20000Piston rings

> 10000060000...10000020000...2400012000...20000Cylinder liner

> 10000060000...10000020000...2400012000...20000Cylinder head

40000...4800036000...4000020000...2400012000...20000Inlet valve

20000...4000020000...3200020000...2400012000...20000Exhaust valve

4000...60004000...600020002000Inj.valve nozzle

--1200012000Injection pump

2400024000--Injection pump ele-

ment

480004800024000...3200024000...32000Main bearing

24000...3200024000...3200020000...2400012000...20000Big end bearing

NOTE

1) Achieved life times very much depend on the operating conditions, average loading of the engine, fuel quality used, fuel handling systems, performance of maintenance etc.

2) Nimonic Exhaust valve lifetime at ULS is 12000h

4.5 Engine storage

At delivery the engine is provided with VCI coating and a tarpaulin. For storage longer than 3 months please contact Wärtsilä Finland Oy.

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5. Piping Design, Treatment and Installation

This chapter provides general guidelines for the design, construction and planning of piping systems, however, not excluding other solutions of at least equal standard. Installation related instructions are included in the project specific instructions delivered for each installation.

Fuel, lubricating oil, fresh water and compressed air piping is usually made in seamless carbon steel (DIN 2448) and seamless precision tubes in carbon or stainless steel (DIN 2391), exhaust gas piping in welded pipes of corten or carbon steel (DIN 2458). Sea-water piping should be in Cunifer or hot dip galvanized steel.

NOTE

The pipes in the freshwater side of the cooling water system must not be galvanized!

Attention must be paid to fire risk aspects. Fuel supply and return lines shall be designed so that they can be fitted without tension. Flexible hoses must have an approval from the classification society. If flexible hoses are used in the compressed air system, a purge valve shall be fitted in front of the hose(s).

It is recommended to make a fitting order plan prior to construction.

The following aspects shall be taken into consideration:

● Pockets shall be avoided. When not possible, drain plugs and air vents shall be installed

● Leak fuel drain pipes shall have continuous slope

● Vent pipes shall be continuously rising

● Flanged connections shall be used, cutting ring joints for precision tubes

Maintenance access and dismounting space of valves, coolers and other devices shall be taken into consideration. Flange connections and other joints shall be located so that dismounting of the equipment can be made with reasonable effort.

5.1 Pipe dimensions

When selecting the pipe dimensions, take into account:

● The pipe material and its resistance to corrosion/erosion.

● Allowed pressure loss in the circuit vs delivery head of the pump.

● Required net positive suction head (NPSH) for pumps (suction lines).

● In small pipe sizes the max acceptable velocity is usually somewhat lower than in large

pipes of equal length.

● The flow velocity should not be below 1 m/s in sea water piping due to increased risk of

fouling and pitting.

● In open circuits the velocity in the suction pipe is typically about 2/3 of the velocity in the

delivery pipe.

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Table 5-1 Recommended maximum velocities on pump delivery side for guidance

Max velocity [m/s]Pipe materialPiping

1.0Black steelFuel oil piping (MDF and HFO)

1.5Black steelLubricating oil piping

2.5Black steelFresh water piping

2.5Galvanized steelSea water piping

2.5Aluminum brass

3.010/90 copper-nickel-iron

4.570/30 copper-nickel

4.5Rubber lined pipes

NOTE

The diameter of gas fuel piping depends only on the allowed pressure loss in the piping, which has to be calculated project specifically.

Compressed air pipe sizing has to be calculated project specifically. The pipe sizes may be chosen on the basis of air velocity or pressure drop. In each pipeline case it is advised to check the pipe sizes using both methods, this to ensure that the alternative limits are not being exceeded.

Pipeline sizing on air velocity: For dry air, practical experience shows that reasonable velocities are 25...30 m/s, but these should be regarded as the maximum above which noise and erosion will take place, particularly if air is not dry. Even these velocities can be high in terms of their effect on pressure drop. In longer supply lines, it is often necessary to restrict velocities to 15 m/s to limit the pressure drop.

Pipeline sizing on pressure drop: As a rule of thumb the pressure drop from the starting air vessel to the inlet of the engine should be max. 0.1 MPa (1 bar) when the bottle pressure is 3 MPa (30 bar).

It is essential that the instrument air pressure, feeding to some critical control instrumentation, is not allowed to fall below the nominal pressure stated in chapter "Compressed air system" due to pressure drop in the pipeline.

5.2 Trace heating

The following pipes shall be equipped with trace heating (steam, thermal oil or electrical). It shall be possible to shut off the trace heating.

● All heavy fuel pipes

● All leak fuel and filter flushing pipes carrying heavy fuel

5.3 Pressure class

The pressure class of the piping should be higher than or equal to the design pressure, which should be higher than or equal to the highest operating (working) pressure. The highest operating (working) pressure is equal to the setting of the safety valve in a system.

The pressure in the system can:

● Originate from a positive displacement pump

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● Be a combination of the static pressure and the pressure on the highest point of the pump

curve for a centrifugal pump

● Rise in an isolated system if the liquid is heated

Within this publication there are tables attached to drawings, which specify pressure classes of connections. The pressure class of a connection can be higher than the pressure class required for the pipe.

Example 1:

The fuel pressure before the engine should be 0.7 MPa (7 bar). The safety filter in dirty condition may cause a pressure loss of 0.1 MPa (1.0 bar). The viscosimeter, automatic filter, preheater and piping may cause a pressure loss of 0.25 MPa (2.5 bar). Consequently the discharge pressure of the circulating pumps may rise to 1.05 MPa (10.5 bar), and the safety valve of the pump shall thus be adjusted e.g. to 1.2 MPa (12 bar).

● A design pressure of not less than 1.2 MPa (12 bar) has to be selected.

● The nearest pipe class to be selected is PN16.

● Piping test pressure is normally 1.5 x the design pressure = 1.8 MPa (18 bar).

Example 2:

The pressure on the suction side of the cooling water pump is 0.1 MPa (1 bar). The delivery head of the pump is 0.3 MPa (3 bar), leading to a discharge pressure of 0.4 MPa (4 bar). The highest point of the pump curve (at or near zero flow) is 0.1 MPa (1 bar) higher than the nominal point, and consequently the discharge pressure may rise to 0.5 MPa (5 bar) (with closed or throttled valves).

● Consequently a design pressure of not less than 0.5 MPa (5 bar) shall be selected.

● The nearest pipe class to be selected is PN6.

● Piping test pressure is normally 1.5 x the design pressure = 0.75 MPa (7.5 bar).

Standard pressure classes are PN4, PN6, PN10, PN16, PN25, PN40, etc.

5.4 Pipe class

Classification societies categorize piping systems in different classes (DNV) or groups (ABS) depending on pressure, temperature and media. The pipe class can determine:

● Type of connections to be used

● Heat treatment

● Welding procedure

● Test method

Systems with high design pressures and temperatures and hazardous media belong to class I (or group I), others to II or III as applicable. Quality requirements are highest on class I.

Examples of classes of piping systems as per DNV rules are presented in the table below.

Table 5-2 Classes of piping systems as per DNV rules

Class IIIClass IIClass IMedia

°CMPa (bar)°CMPa (bar)°CMPa (bar)

and < 170< 0.7 (7)and < 300< 1.6 (16)or > 300> 1.6 (16)Steam

and < 60< 0.7 (7)and < 150< 1.6 (16)or > 150> 1.6 (16)Flammable fluid

and < 200< 1.6 (16)and < 300< 4 (40)or > 300> 4 (40)Other media

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5.5 Insulation

The following pipes shall be insulated:

● All trace heated pipes

● Exhaust gas pipes

● Exposed parts of pipes with temperature > 60°C

Insulation is also recommended for:

● Pipes between engine or system oil tank and lubricating oil separator

● Pipes between engine and jacket water preheater

5.6 Local gauges

Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat exchangers, etc.

Pressure gauges should be installed on the suction and discharge side of each pump.

5.7 Cleaning procedures

Instructions shall be given at an early stage to manufacturers and fitters how different piping systems shall be treated, cleaned and protected.

5.7.1 Cleanliness during pipe installation

All piping must be verified to be clean before lifting it onboard for installation. During the construction time uncompleted piping systems shall be maintained clean. Open pipe ends should be temporarily closed. Possible debris shall be removed with a suitable method. All tanks must be inspected and found clean before filling up with fuel, oil or water.

Piping cleaning methods are summarised in table below:

Table 5-3 Pipe cleaning

MethodsSystem

A,B,C,D,FFuel oil

A,B,C,D,FLubricating oil

A,B,CStarting air

A,B,CCooling water

A,B,CExhaust gas

A,B,CCharge air

In case of carbon steel pipes

Methods applied during prefabrication of pipe spools

A = Washing with alkaline solution in hot water at 80°C for degreasing (only if pipes have been greased)

B = Removal of rust and scale with steel brush (not required for seamless precision tubes)

D = Pickling (not required for seamless precision tubes)

Methods applied after installation onboard

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C = Purging with compressed air

F = Flushing

5.7.2 Pickling

Prefabricated pipe spools are pickled before installation onboard.

Pipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for 4-5 hours, rinsed with hot water and blown dry with compressed air.

After acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda and 50 grams of trisodiumphosphate per litre of water for 20 minutes at 40...50°C, rinsed with hot water and blown dry with compressed air.

Great cleanliness shall be approved in all work phases after completed pickling.

5.8 Flexible pipe connections

Pressurized flexible connections carrying flammable fluids or compressed air have to be type approved.

Great care must be taken to ensure proper installation of flexible pipe connections between resiliently mounted engines and ship’s piping.

● Flexible pipe connections must not be twisted

● Installation length of flexible pipe connections must be correct

● Minimum bending radius must be respected

● Piping must be concentrically aligned

● When specified the flow direction must be observed

● Mating flanges shall be clean from rust, burrs and anticorrosion coatings

● Bolts are to be tightened crosswise in several stages

● Flexible elements must not be painted

● Rubber bellows must be kept clean from oil and fuel

● The piping must be rigidly supported close to the flexible piping connections.

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Fig 5-1 Flexible hoses

5.9 Clamping of pipes

It is very important to fix the pipes to rigid structures next to flexible pipe connections in order to prevent damage caused by vibration. The following guidelines should be applied:

● Pipe clamps and supports next to the engine must be very rigid and welded to the steel

structure of the foundation.

● The first support should be located as close as possible to the flexible connection. Next

support should be 0.3-0.5 m from the first support.

● First three supports closest to the engine or generating set should be fixed supports. Where

necessary, sliding supports can be used after these three fixed supports to allow thermal expansion of the pipe.

● Supports should never be welded directly to the pipe. Either pipe clamps or flange supports

should be used for flexible connection.

Examples of flange support structures are shown in Figure 5-2. A typical pipe clamp for a fixed support is shown in Figure 5-3. Pipe clamps must be made of steel; plastic clamps or similar may not be used.

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Fig 5-2 Flange supports of flexible pipe connections (4V60L0796)

Fig 5-3 Pipe clamp for fixed support (4V61H0842)

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6. Fuel Oil System

6.1 Acceptable fuel characteristics

The fuel specifications are based on the ISO 8217:2012 (E) standard. Observe that a few additional properties not included in the standard are listed in the tables. For maximum fuel temperature before the engine, see chapter "Technical Data".

The fuel shall not contain any added substances or chemical waste, which jeopardizes the safety of installations or adversely affects the performance of the engines or is harmful to personnel or contributes overall to air pollution.

6.1.1 Marine Diesel Fuel (MDF)

Distillate fuel grades are ISO-F-DMX, DMA, DMZ, DMB. These fuel grades are referred to as MDF (Marine Diesel Fuel).

The distillate grades mentioned above can be described as follows:

● DMX: A fuel which is suitable for use at ambient temperatures down to -15°C without

heating the fuel. Especially in merchant marine applications its use is restricted to lifeboat engines and certain emergency equipment due to the reduced flash point. The low flash point which is not meeting the SOLAS requirement can also prevent the use in other marine applications, unless the fuel system is built according to special requirements. Also the low viscosity (min. 1.4 cSt) can prevent the use in engines unless the fuel can be cooled down enough to meet the min. injection viscosity limit of the engine.

● DMA: A high quality distillate, generally designated as MGO (Marine Gas Oil).

● DMZ: A high quality distillate, generally designated as MGO (Marine Gas Oil). An alternative

fuel grade for engines requiring a higher fuel viscosity than specified for DMA grade fuel.

● DMB: A general purpose fuel which may contain trace amounts of residual fuel and is

intended for engines not specifically designed to burn residual fuels. It is generally designated as MDO (Marine Diesel Oil).

Table 6-1 MDF specifications

Test method ref.ISO-F-DMBISO-F-DMZISO-F-DMAUnitProperty

2.02.02.0cStViscosity, before injection pumps, min.

242424cStViscosity, before injection pumps, max.

232cStViscosity at 40°C, min.

ISO 31041166cStViscosity at 40°C, max.

ISO 3675 or 12185900890890kg/m³Density at 15°C, max.

ISO 4264354040Cetane index, min.

ISO 8574 or 1459621.51.5% massSulphur, max.

ISO 2719606060°CFlash point, min.

IP 570222mg/kgHydrogen sulfide. max.

ASTM D6640.50.50.5mg KOH/gAcid number, max.

ISO 10307-10.1

——% massTotal sediment by hot filtration, max.

ISO 1220525

2525g/m

Oxidation stability, max.

ISO 10370—0.300.30% massCarbon residue: micro method on the 10% volume

distillation residue max.

ISO 103700.30——% massCarbon residue: micro method, max.

ISO 30160-6-6°CPour point (upper) , winter quality, max.

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Test method ref.ISO-F-DMBISO-F-DMZISO-F-DMAUnitProperty

ISO 3016600°CPour point (upper) , summer quality, max.

3) 4) 7)

Clear and bright

—Appearance

ISO 37330.3

——% volumeWater, max.

ISO 62450.010.010.01% massAsh, max.

ISO 12156-1520

520520µmLubricity, corrected wear scar diameter (wsd 1.4) at

60°C , max.

Remarks:

Additional properties specified by Wärtsilä, which are not included in the ISO specification.

The implementation date for compliance with the limit shall be 1 July 2012. Until that the specified value is given for guidance.

If the sample is not clear and bright, the total sediment by hot filtration and water tests shall be required.

If the sample is not clear and bright, the test cannot be undertaken and hence the oxidation stability limit shall not apply.

It shall be ensured that the pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

If the sample is dyed and not transparent, then the water limit and test method ISO 12937 shall apply.

If the sample is not clear and bright, the test cannot be undertaken and hence the lubricity limit shall not apply.

The requirement is applicable to fuels with a sulphur content below 500 mg/kg (0.050 % mass).

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6.1.2 Heavy Fuel Oil (HFO)

Residual fuel grades are referred to as HFO (Heavy Fuel Oil). The fuel specification HFO 2 covers the categories ISO-F-RMA 10 to RMK 700. Fuels fulfilling the specification HFO 1 permit longer overhaul intervals of specific engine components than HFO 2.

Table 6-2 HFO specifications

Test method ref.Limit HFO 2Limit HFO 1UnitProperty

16...2416...24cStViscosity, before injection pumps

ISO 3104700700cStViscosity at 50°C, max.

ISO 3675 or 12185991 / 1010

991 / 1010

kg/m³Density at 15°C, max.

ISO 8217, Annex F870850CCAI, max.

ISO 8754 or 14596Statutory requirements% massSulphur, max.

4) 5)

ISO 27196060°CFlash point, min.

IP 57022mg/kgHydrogen sulfide, max.

ASTM D6642.52.5mg KOH/gAcid number, max.

ISO 10307-20.10.1% massTotal sediment aged, max.

ISO 103702015% massCarbon residue, micro method, max.

ASTM D 3279148% massAsphaltenes, max.

ISO 30163030°CPour point (upper), max.

ISO 3733 or ASTM

D6304-C

0.50.5% volumeWater, max.

ISO 3733 or ASTM

D6304-C

0.30.3% volumeWater before engine, max.

ISO 6245 or LP1001

0.150.05% massAsh, max.

ISO 14597 or IP 501

or IP 470

450100mg/kgVanadium, max.

IP 501 or IP 47010050mg/kgSodium, max.

IP 501 or IP 4703030mg/kgSodium before engine, max.

1) 5)

ISO 10478 or IP 501

or IP 470

6030mg/kgAluminium + Silicon, max.

ISO 10478 or IP 501

or IP 470

1515mg/kgAluminium + Silicon before engine, max.

IP 501 or IP 4703030mg/kgUsed lubricating oil, calcium, max.

IP 501 or IP 4701515mg/kgUsed lubricating oil, zinc, max.

IP 501 or IP 5001515mg/kgUsed lubricating oil, phosphorus, max.

Remarks:

Additional properties specified by Wärtsilä, which are not included in the ISO specification.

Max. 1010 kg/m³ at 15°C provided that the fuel treatment system can remove water and solids (sediment, sodium,aluminium, silicon) before the engine to specified levels.

Straight run residues show CCAI values inthe 770 to 840 range and have very good ignition quality. Cracked residues delivered as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain in the max. 850 to 870 range at the moment. CCAI value cannot always be considered as an accurate tool to determine the ignition properties of the fuel, especially concerning fuels originating from modern and more complex refinery process.

The max. sulphur content must be defined in accordance with relevant statutory limitations.

Sodium contributes to hot corrosionontheexhaustvalveswhencombinedwithhighsulphurandvanadiumcontents.Sodium also strongly contributes to fouling of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel depends on its proportions of sodium and vanadium and also on the total amount of ash. Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore difficult to set strict limits based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents than specified above, can cause hot corrosion on engine components.

The implementation date for compliance with the limit shall be 1 July 2012. Until that, the specified valueisgivenfor guidance.

It shall be ensured that the pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

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The fuel shall be free from used lubricating oil (ULO). A fuel shall be considered to contain ULO when either one of the following conditions is met:

●

Calcium > 30 mg/kg and zinc > 15 mg/kg

●

Calcium > 30 mg/kg and phosphorus > 15 mg/kg

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6.1.3 Liquid bio fuels

The engine can be operated on liquid bio fuels according to the specifications in tables "6-3 Straight liquid bio fuel specification" or "6-4 Biodiesel specification based on EN 14214:2012 standard". Liquid bio fuels have typically lower heating value than fossil fuels, the capacity of

the fuel injection system must be checked for each installation.

Table "Straight liquid bio fuel specification" is valid for straight liquid bio fuels, like palm oil, coconut oil, copra oil, rape seed oil, jathropha oil etc. but is not valid for other bio fuel qualities like animal fats.

Renewable biodiesel can be mixed with fossil distillate fuel. Fossil fuel being used as a blending component has to fulfill the requirement described earlier in this chapter.

Table 6-3 Straight liquid bio fuel specification

Test method ref.LimitUnitProperty

ISO 3104100cStViscosity at 40°C, max.

2.0cStViscosity, before injection pumps, min.

24cStViscosity, before injection pumps, max.

ISO 3675 or 12185991kg/m³Density at 15°C, max.

FIA testIgnition properties

ISO 85740.05% massSulphur, max.

ISO 10307-10.05% massTotal sediment existent, max.

ISO 37330.20% volumeWater before engine, max.

ISO 103700.50% massMicro carbon residue, max.

ISO 6245 / LP10010.05% massAsh, max.

ISO 10478100mg/kgPhosphorus, max.

ISO 1047815mg/kgSilicon, max.

ISO 1047830mg/kgAlkali content (Na+K), max.

ISO 271960°CFlash point (PMCC), min.

ISO 3015

°CCloud point, max.

IP 309

°CCold filter plugging point, max.

ASTM D1301bRatingCopper strip corrosion (3h at 50°C), max.

LP 2902No signs of corrosionRatingSteel corrosion (24/72h at 20, 60 and 120°C), max.

ASTM D66415.0mg KOH/gAcid number, max.

ASTM D6640.0mg KOH/gStrong acid number, max.

ISO 3961120g iodine / 100

Iodine number, max.

LP 2401 ext. and LP

3402

Report

% massSynthetic polymers

Remarks:

If injection viscosity of max. 24 cSt cannot be achieved with an unheated fuel, fuel oil system has to be equipped with a heater.

Ignition properties have to be equal to or better than requirements for fossil fuels, i.e. CN min. 35 for MDF and CCAI max. 870 for HFO.

Cloud point and cold filter plugging point have to be at least 10°C below the fuel injection temperature.

Biofuels originating from food industry can contain synthetic polymers, like e.g. styrene, propene and ethylene used in packing material. Such compounds can cause filter clogging and shall thus not be present in biofuels.

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Table 6-4 Biodiesel specification based on EN 14214:2012 standard

Test method ref.LimitUnitProperty

ISO 31043.5...5cStViscosity at 40°C, min...max.

2.0cStViscosity, before injection pumps, min.

ISO 3675 / 12185860...900kg/m³Density at 15°C, min...max.

ISO 516551Cetane number, min.

ISO 20846 / 2088410mg/kgSulphur, max.

ISO 39870.02% massSulphated ash, max.

EN 1266224mg/kgTotal contamination, max.

ISO 12937500mg/kgWater, max.

EN 141074mg/kgPhosphorus, max.

EN 14108 / 14109 /

14538

5mg/kgGroup 1 metals (Na+K), max.

EN 145385mg/kgGroup 2 metals (Ca+Mg), max.

ISO 2719A / 3679101°CFlash point, min.

EN 116-44...+5°CCold filter plugging point, max.

EN 141128hOxidation stability at 110°C, min.

ISO 2160Class 1RatingCopper strip corrosion (3h at 50°C), max.

EN 141040.5mg KOH/gAcid number, max.

EN 14111 / 16300120g iodine / 100

Iodine number, max.

EN 1410396.5% massFAME content, min

EN 1410312% massLinolenic acid methyl ester, max.

EN 157791% massPolyunsaturated methyl esters, max.

EN 141100.2% massMethanol content, max.

EN 141050.7% massMonoglyceride content, max.

EN 141050.2% massDiglyceride content, max.

EN 141050.2% massTriglyceride content, max.

EN 14105 / 141060.02% massFree glycerol, max.

EN 141050.25% massTotal glycerol, max.

Remarks:

Cold flow properties of renewable bio diesel can vary based on the geographical location and also based on the feedstock properties, which issues must be taken into account when designing the fuel system.

Valid only for transesterified biodiesel (FAME)

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6.1.4 Crude oil

The engine can be operated on crude oil, according to the specification below, without reduction in the rated output. Since crude oils exist in a wide range of qualities the crude oil feed system shall be designed on a case-by-case basis.

Table 6-5 Crude oil specification

Test methodLimitUnitFuel property

2.0cStViscosity, before injection pumps, min.

24.0cStViscosity, before injection pumps, max.

ISO 3104700cSt/50°CViscosity, max.

ISO 3675 or 12185991 /1010

kg/m3at 15°CDensity, max.

ISO 8217870CCAI, max.

ISO 37330.3% volumeWater before engine, max.

ISO 8754 or 145964.5% massSulphur, max.

ISO 62450.15% massAsh, max.

ISO 14597 or IP 501 or

407

450mg/kgVanadium, max.

ISO 1047830mg/kgSodium before engine, max.

ISO 10478 or IP 501 or

470

15mg/kgAluminium + Silicon before engine, max.

IP 501 or 500 for CA

ISO 10478 for K and Mg

50mg/kgCalcium + Potassium + Magnesium before engine,

max.

ISO 1037020% massCarbon residue, max.

ASTM D 327914% massAsphaltenes, max.

ASTM D 32365kPa at 37.8°CReid vapour pressure (RVP), max.

ISO 3015

IP 309

°CCloud point or

Cold filter plugging point, max.

ISO 10307-20.1% massTotal sediment potential, max.

IP 3995mg/kgHydrogen sulphide, max.

ISO 301630°CPour point (upper), max

ASTM D6643mg KOH/gAcid number, max.

Remarks:

Max. 1010 kg/m3at 15 °C, provided that the fuel treatment system can remove water and solids.

Fuel temperature in the whole fuel system including storage tanks must be kept 10 – 15 °C above the cloud point during stand-by, start-up and operation in order to avoid crystallization and formation of solid waxy compounds (typically paraffins) causing blocking of fuel filters and small size orifices. Additionally, fuel viscosity sets a limit to cloud point so that the fuel must not be heated above the temperature resulting in a lower viscosity before the injection pumps than specified above.

Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to the performance of the engines, should not be contained in the fuel.

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6.2 Internal fuel oil system

Fig 6-1 Internal fuel oil system, in-line engines (DAAE005307D)

System components:

Pulse damper (for 500 kW/cyl)

03Injection pump01

Pressure relief valve04Injection valve02

Sensors and indicators:

Fuel oil pressure, engine inletPT101Fuel oil leakage, injection pipe A-bankLS103A

Fuel oil temperature, engine inletTE101Fuel oil leakage, dirty fuel A-bankLS108A

Fuel oil stand-by pump start (if stand-by)PS110

SizePipe connections:

DN32 (DN40)*Fuel inlet101

DN32Fuel outlet102

OD28Clean fuel leakage, outlet1031

OD28Clean fuel leakage, outlet1033

OD18Dirty fuel leakage, outlet1041

OD28Dirty fuel leakage, outlet1043

DN32Fuel to external filter106

DN32Fuel from external filter107

*) DN40 if engine driven fuel feed pump

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Fig 6-2 Internal fuel oil system, V-engines (DAAE005308E)

System components:

Pressure relief valveOption A:Injection pump01

Without pressure relief valveOption B:Injection valve02

Sensors and indicators:

Fuel oil pressure, engine inletPT101Fuel oil leakage, injection pipe A-, B-bankLS103A,B

Fuel oil temperature, engine inletTE101Fuel oil leakage, dirty fuel A-, B-bankLS108A,B

StandardPressure classSizePipe connections:

ISO 7005-1PN40DN32Fuel inlet101

ISO 7005-1PN40DN32Fuel outlet102

DIN 2353OD28Clean fuel leakage, outlet1031,32

DIN 2353DN20Clean fuel leakage, outlet1033,34

DIN 2353OD18Dirty fuel leakage, outlet1041,42

DIN 2353DN32Dirty fuel leakage, outlet1043,44

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The engine can be specified to either operate on heavy fuel oil (HFO) or on marine diesel fuel (MDF). The engine is designed for continuous operation on HFO. It is however possible to operate HFO engines on MDF intermittently without alternations. If the operation of the engine is changed from HFO to continuous operation on MDF, then a change of exhaust valves from Nimonic to Stellite is recommended.

A pressure control valve in the fuel return line on the engine maintains desired pressure before the injection pumps.

6.2.1 Leak fuel system

Clean leak fuel from the injection valves and the injection pumps is collected on the engine and drained by gravity through a clean leak fuel connection. The clean leak fuel can be re-used without separation. The quantity of clean leak fuel is given in chapter Technical data.

Other possible leak fuel and spilled water and oil is separately drained from the hot-box through dirty fuel oil connections and it shall be led to a sludge tank.

6.3 External fuel oil system

The design of the external fuel system may vary from ship to ship, but every system should provide well cleaned fuel of correct viscosity and pressure to each engine. Temperature control is required to maintain stable and correct viscosity of the fuel before the injection pumps (see Technical data). Sufficient circulation through every engine connected to the same circuit must be ensured in all operating conditions.

The fuel treatment system should comprise at least one settling tank and two separators. Correct dimensioning of HFO separators is of greatest importance, and therefore the recommendations of the separator manufacturer must be closely followed. Poorly centrifuged fuel is harmful to the engine and a high content of water may also damage the fuel feed system.

Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the feed unit and the engine must be properly clamped to rigid structures. The distance between the fixing points should be at close distance next to the engine. See chapter Piping design, treatment and installation.

A connection for compressed air should be provided before the engine, together with a drain from the fuel return line to the clean leakage fuel or overflow tank. With this arrangement it is possible to blow out fuel from the engine prior to maintenance work, to avoid spilling.

NOTE

In multiple engine installations, where several engines are connected to the same fuel feed circuit, it must be possible to close the fuel supply and return lines connected to the engine individually. This is a SOLAS requirement. It is further stipulated that the means of isolation shall not affect the operation of the other engines, and it shall be possible to close the fuel lines from a position that is not rendered inaccessible due to fire on any of the engines.

6.3.1 Fuel heating requirements HFO

Heating is required for:

● Bunker tanks, settling tanks, day tanks

● Pipes (trace heating)

● Separators

● Fuel feeder/booster units

To enable pumping the temperature of bunker tanks must always be maintained 5...10°C above the pour point, typically at 40...50°C. The heating coils can be designed for a temperature of 60°C.

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The tank heating capacity is determined by the heat loss from the bunker tank and the desired temperature increase rate.

Fig 6-3 Fuel oil viscosity-temperature diagram for determining the pre-heating

temperatures of fuel oils (4V92G0071b)

Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or 80 cSt at 80°C (C) must be

pre-heated to 115 - 130°C (D-E) before the fuel injection pumps, to 98°C (F) at the separator and to minimum 40°C (G) in the bunker tanks. The fuel oil may not be pumpable below 36°C (H).

To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/temperature point in parallel to the nearest viscosity/temperature line in the diagram.

Example 2: Known viscosity 60 cSt at 50°C (K). The following can be read along the dotted line: viscosity at 80°C = 20 cSt, temperature at fuel injection pumps 74 - 87°C, separating temperature 86°C, minimum bunker tank temperature 28°C.

6.3.2 Fuel tanks

The fuel oil is first transferred from the bunker tanks to settling tanks for initial separation of sludge and water. After centrifuging the fuel oil is transferred to day tanks, from which fuel is supplied to the engines.

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6.3.2.1 Settling tank, HFO (1T02) and MDF (1T10)

Separate settling tanks for HFO and MDF are recommended.

To ensure sufficient time for settling (water and sediment separation), the capacity of each tank should be sufficient for min. 24 hours operation at maximum fuel consumption.

The tanks should be provided with internal baffles to achieve efficient settling and have a sloped bottom for proper draining.

The temperature in HFO settling tanks should be maintained between 50°C and 70°C, which requires heating coils and insulation of the tank. Usuallly MDF settling tanks do not need heating or insulation, but the tank temperature should be in the range 20...40°C.

6.3.2.2 Day tank, HFO (1T03) and MDF (1T06)

Two day tanks for HFO are to be provided, each with a capacity sufficient for at least 8 hours operation at maximum fuel consumption.

A separate tank is to be provided for MDF. The capacity of the MDF tank should ensure fuel supply for 8 hours.

Settling tanks may not be used instead of day tanks.

The day tank must be designed so that accumulation of sludge near the suction pipe is prevented and the bottom of the tank should be sloped to ensure efficient draining.

HFO day tanks shall be provided with heating coils and insulation. It is recommended that the viscosity is kept below 140 cSt in the day tanks. Due to risk of wax formation, fuels with a viscosity lower than 50 cSt at 50°C must be kept at a temperature higher than the viscosity would require. Continuous separation is nowadays common practice, which means that the HFO day tank temperature normally remains above 90°C.

The temperature in the MDF day tank should be in the range 20...40°C.

The level of the tank must ensure a positive static pressure on the suction side of the fuel feed pumps. If black-out starting with MDF from a gravity tank is foreseen, then the tank must be located at least 15 m above the engine crankshaft.

6.3.2.3 Leak fuel tank, clean fuel (1T04)

Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leak fuel tank, from where it can be pumped to the day tank and reused without separation. The pipes from the engine to the clean leak fuel tank should be arranged continuosly sloping. The tank and the pipes must be heated and insulated, unless the installation is designed for operation on MDF only.

The leak fuel piping should be fully closed to prevent dirt from entering the system.

6.3.2.4 Leak fuel tank, dirty fuel (1T07)

In normal operation no fuel should leak out from the components of the fuel system. In connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection.

Dirty leak fuel shall be led to a sludge tank. The tank and the pipes must be heated and insulated, unless the installation is designed for operation exclusively on MDF.

6.3.3 Fuel treatment

6.3.3.1 Separation

Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugal separator before it is transferred to the day tank.

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Classification rules require the separator arrangement to be redundant so that required capacity is maintained with any one unit out of operation.

All recommendations from the separator manufacturer must be closely followed.

Centrifugal disc stack separators are recommended also for installations operating on MDF only, to remove water and possible contaminants. The capacity of MDF separators should be sufficient to ensure the fuel supply at maximum fuel consumption. Would a centrifugal separator be considered too expensive for a MDF installation, then it can be accepted to use coalescing type filters instead. A coalescing filter is usually installed on the suction side of the circulation pump in the fuel feed system. The filter must have a low pressure drop to avoid pump cavitation.

Separator mode of operation

The best separation efficiency is achieved when also the stand-by separator is in operation all the time, and the throughput is reduced according to actual consumption.

Separators with monitoring of cleaned fuel (without gravity disc) operating on a continuous basis can handle fuels with densities exceeding 991 kg/m3 at 15°C. In this case the main and stand-by separators should be run in parallel.

When separators with gravity disc are used, then each stand-by separator should be operated in series with another separator, so that the first separator acts as a purifier and the second as clarifier. This arrangement can be used for fuels with a density of max. 991 kg/m3 at 15°C. The separators must be of the same size.

Separation efficiency

The term Certified Flow Rate (CFR) has been introduced to express the performance of separators according to a common standard. CFR is defined as the flow rate in l/h, 30 minutes after sludge discharge, at which the separation efficiency of the separator is 85%, when using defined test oils and test particles. CFR is defined for equivalent fuel oil viscosities of 380 cSt and 700 cSt at 50°C. More information can be found in the CEN (European Committee for Standardisation) document CWA 15375:2005 (E).

The separation efficiency is measure of the separator's capability to remove specified test particles. The separation efficiency is defined as follows:

where:

separation efficiency [%]n =

number of test particles in cleaned test oilC

out

number of test particles in test oil before separatorCin=

6.3.3.2 Separator unit (1N02/1N05)

Separators are usually supplied as pre-assembled units designed by the separator manufacturer.

Typically separator modules are equipped with:

● Suction strainer (1F02)

● Feed pump (1P02)

● Pre-heater (1E01)

● Sludge tank (1T05)

● Separator (1S01/1S02)

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● Sludge pump

● Control cabinets including motor starters and monitoring

Fig 6-4 Fuel transfer and separating system (V76F6626F)

6.3.3.3 Separator feed pumps (1P02)

Feed pumps should be dimensioned for the actual fuel quality and recommended throughput of the separator. The pump should be protected by a suction strainer (mesh size about 0.5 mm)

An approved system for control of the fuel feed rate to the separator is required.

MDFHFODesign data:

0.5 MPa (5 bar)0.5 MPa (5 bar)Design pressure

50°C100°CDesign temperature

100 cSt1000 cStViscosity for dimensioning electric motor

6.3.3.4 Separator pre-heater (1E01)

The pre-heater is dimensioned according to the feed pump capacity and a given settling tank temperature.

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The surface temperature in the heater must not be too high in order to avoid cracking of the fuel. The temperature control must be able to maintain the fuel temperature within ± 2°C.

Recommended fuel temperature after the heater depends on the viscosity, but it is typically 98°C for HFO and 20...40°C for MDF. The optimum operating temperature is defined by the sperarator manufacturer.

The required minimum capacity of the heater is:

where:

heater capacity [kW]P =

capacity of the separator feed pump [l/h]Q =

temperature rise in heater [°C]ΔT =

For heavy fuels ΔT = 48°C can be used, i.e. a settling tank temperature of 50°C. Fuels having a viscosity higher than 5 cSt at 50°C require pre-heating before the separator.

The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the possible leakage can be detected).

6.3.3.5 Separator (1S01/1S02)

Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator can be estimated with the formula:

where:

max. continuous rating of the diesel engine(s) [kW]P =

specific fuel consumption + 15% safety margin [g/kWh]b =

density of the fuel [kg/m3]ρ =

daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)t =

The flow rates recommended for the separator and the grade of fuel must not be exceeded. The lower the flow rate the better the separation efficiency.

Sample valves must be placed before and after the separator.

6.3.3.6 MDF separator in HFO installations (1S02)

A separator for MDF is recommended also for installations operating primarily on HFO. The MDF separator can be a smaller size dedicated MDF separator, or a stand-by HFO separator used for MDF.

6.3.3.7 Sludge tank (1T05)

The sludge tank should be located directly beneath the separators, or as close as possible below the separators, unless it is integrated in the separator unit. The sludge pipe must be continuously falling.

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6.3.4 Fuel feed system - MDF installations

Fig 6-5 Typical example of fuel oil system (MDF) with engine driven pump

(3V76F6629G)

Pipe connectionsSystem components

Fuel inlet101Cooler (MDF)1E04

Fuel outlet102Fine filter (MDF)1F05

Leak fuel drain, clean fuel103Suction strainer (MDF)1F07

Leak fuel drain, dirty fuel104Flow meter (MDF)1I03

Fuel to external filter106Stand-by pump (MDF)1P08

Fuel from external filter107Day tank (MDF)1T06

Quick closing valve (fuel oil tank)1V10

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Fig 6-6 Typical example of fuel oil system (MDF) without engine driven pump

(V76F6116E)

Pipe connectionsSystem components

Fuel inlet101Cooler (MDF)1E04

Fuel outlet102Fine filter (MDF)1F05

Leak fuel drain, clean fuel1031Suction strainer (MDF)1F07

Leak fuel drain, clean fuel1032Flowmeter (MDF)1I03

Leak fuel drain, clean fuel1033Circulation pump (MDF)1P03

Leak fuel drain, clean fuel1034Day tank (MDF)1T06

Leak fuel drain, dirty fuel1041Quick closing valve (fuel oil tank)1V10

Leak fuel drain, dirty fuel1042

Leak fuel drain, dirty fuel1043

Leak fuel drain, dirty fuel1044

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If the engines are to be operated on MDF only, heating of the fuel is normally not necessary. In such case it is sufficient to install the equipment listed below. Some of the equipment listed below is also to be installed in the MDF part of a HFO fuel oil system.

6.3.4.1 Circulation pump, MDF (1P03)

The circulation pump maintains the pressure at the injection pumps and circulates the fuel in the system. It is recommended to use a screw pump as circulation pump. A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must be a positive static pressure of about 30 kPa on the suction side of the pump.

Design data:

5 x the total consumption of the connected enginesCapacity

1.6 MPa (16 bar)Design pressure

1.0 MPa (10 bar)Max. total pressure (safety valve)

see chapter "Technical Data"Nominal pressure

50°CDesign temperature

90 cStViscosity for dimensioning of electric

motor

6.3.4.2 Stand-by pump, MDF (1P08)

The stand-by pump is required in case of a single main engine equipped with an engine driven pump. It is recommended to use a screw pump as stand-by pump. The pump should be placed so that a positive static pressure of about 30 kPa is obtained on the suction side of the pump.

Design data:

5 x the total consumption of the connected engineCapacity

1.6 MPa (16 bar)Design pressure

1.2 MPa (12 bar)Max. total pressure (safety valve)

50°CDesign temperature

90 cStViscosity for dimensioning of electric

motor

6.3.4.3 Flow meter, MDF (1I03)

If the return fuel from the engine is conducted to a return fuel tank instead of the day tank, one consumption meter is sufficient for monitoring of the fuel consumption, provided that the meter is installed in the feed line from the day tank (before the return fuel tank). A fuel oil cooler is usually required with a return fuel tank.

The total resistance of the flow meter and the suction strainer must be small enough to ensure a positive static pressure of about 30 kPa on the suction side of the circulation pump.

There should be a by-pass line around the consumption meter, which opens automatically in case of excessive pressure drop.

6.3.4.4 Fine filter, MDF (1F05)

The fuel oil fine filter is a full flow duplex type filter with steel net. This filter must be installed as near the engine as possible.

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The diameter of the pipe between the fine filter and the engine should be the same as the diameter before the filters.

Design data:

according to fuel specificationsFuel viscosity

50°CDesign temperature

Larger than feed/circulation pump capacityDesign flow

1.6 MPa (16 bar)Design pressure

37 μm (absolute mesh size)Fineness

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm

6.3.4.5 Pressure control valve, MDF (1V02)

The pressure control valve is installed when the installation includes a feeder/booster unit for HFO and there is a return line from the engine to the MDF day tank. The purpose of the valve is to increase the pressure in the return line so that the required pressure at the engine is achieved.

Design data:

Equal to circulation pumpCapacity

50°CDesign temperature

1.6 MPa (16 bar)Design pressure

0.4...0.7 MPa (4...7 bar)Set point

6.3.4.6 MDF cooler (1E04)

The fuel viscosity may not drop below the minimum value stated in Technical data. When operating on MDF, the practical consequence is that the fuel oil inlet temperature must be kept below 45°C. Very light fuel grades may require even lower temperature.

Sustained operation on MDF usually requires a fuel oil cooler. The cooler is to be installed in the return line after the engine(s). LT-water is normally used as cooling medium.

If MDF viscosity in day tank drops below stated minimum viscosity limit then it is recommended to install an MDF cooler into the engine fuel supply line in order to have reliable viscosity control.

Design data:

2.5 kW/cylHeat to be dissipated

80 kPa (0.8 bar)Max. pressure drop, fuel oil

60 kPa (0.6 bar)Max. pressure drop, water

min. 15%Margin (heat rate, fouling)

50/150°CDesign temperature MDF/HFO installa-

tion

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6.3.4.7 Return fuel tank (1T13)

The return fuel tank shall be equipped with a vent valve needed for the vent pipe to the MDF day tank. The volume of the return fuel tank should be at least 100 l.

6.3.4.8 Black out start

Diesel generators serving as the main source of electrical power must be able to resume their operation in a black out situation by means of stored energy. Depending on system design and classification regulations, it may in some cases be permissible to use the emergency generator. HFO engines without engine driven fuel feed pump can reach sufficient fuel pressure to enable black out start by means of:

● A gravity tank located min. 15 m above the crankshaft

● A pneumatically driven fuel feed pump (1P11)

● An electrically driven fuel feed pump (1P11) powered by an emergency power source

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6.3.5 Fuel feed system - HFO installations

Fig 6-7 Example of fuel oil system (HFO) single engine installation (3V76F6627D)

System components:

Fuel feed pump (booster unit)1P04Heater (booster unit)1E02

Circulation pump (booster unit)1P06Cooler (booster unit)1E03

Day tank (HFO)1T03Cooler (MDF)1E04

Day tank (MDF)1T06Safety filter (HFO)1F03

De-aeration tank (booster unit)1T08Suction filter (booster unit)1F06

Changeover valve1V01Automatic filter (booster unit)1F08

Pressure control valve (booster unit)1V03Flow meter (booster unit)1I01

Venting valve (booster unit)1V07Viscosity meter (booster unit)1I02

Quick closing valve (fuel oil tank)1V10Feeder/booster unit1N01

V32L32Pipe con-

nections:

DN32Fuel inlet101

DN32Fuel outlet102

OD28Leak fuel drain, clean fuel1031

OD28-Leak fuel drain, clean fuel1032

DN20OD28Leak fuel drain, clean fuel1033

DN20-Leak fuel drain, clean fuel1034

OD18Leak fuel drain, dirty fuel1041

OD18-Leak fuel drain, dirty fuel1042

DN32OD28Leak fuel drain, dirty fuel1043

DN32-Leak fuel drain, dirty fuel1044

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Fig 6-8 Example of fuel oil system (HFO) multiple engine installation (3V76F6628F)

System components:

Circulation pump (booster unit)1P06Heater (booster unit)1E02

Circulation pump (HFO/MDF)1P12Cooler (booster unit)1E03

Day tank (HFO)1T03Cooler (MDF)1E04

Day tank (MDF)1T06Safety filter (HFO)1F03

De-aeration tank (booster unit)1T08Suction filter (booster unit)1F06

Changeover valve1V01Suction strainer (MDF)1F07

Pressure control valve (MDF)1V02Automatic filter (booster unit)1F08

Pressure control valve (booster unit)1V03Flow meter (booster unit)1I01

Overflow valve (HFO/MDF)1V05Feeder/booster unit1N01

Venting valve (booster unit)1V07Pump and filter unit (HFO/MDF)1N03

Quick closing valve (fuel oil tank)1V10Fuel feed pump (booster unit)1P04

V32L32Pipe connections:

DN32Fuel inlet101

DN32Fuel outlet102

OD28Leak fuel drain, clean fuel1031

OD28-Leak fuel drain, clean fuel1032

DN20OD28Leak fuel drain, clean fuel1033

DN20-Leak fuel drain, clean fuel1034

OD18Leak fuel drain, dirty fuel1041

OD18-Leak fuel drain, dirty fuel1042

DN32OD28Leak fuel drain, dirty fuel1043

DN32-Leak fuel drain, dirty fuel1044

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Fig 6-9 Example of fuel oil system (HFO) multiple engine installation

(DAAE057999D)

System components:

Circulation pump (booster unit)1P06Heater (booster unit)1E02

Circulation pump (HFO/MDF)1P12Cooler (booster unit)1E03

Day tank (HFO)1T03Cooler (MDF)1E04

Safety filter (HFO)1F03

Day tank (MDF)1T06Suction filter (booster unit)1F06

De-aeration tank (booster unit)1T08Automatic filter (booster unit)1F08

Changeover valve1V01Flow meter (booster unit)1I01

Pressure control valve (booster unit)1V03Viscosity meter (booster unit)1I02

Overflow valve (HFO/MDF)1V05Feeder/booster unit1N01

Venting valve (booster unit)1V07Pump and filter unit (HFO/MDF)1N03

Quick closing valve (fuel oil tank)1V10Fuel feed pump (booster unit)1P04

V32L32Pipe connections:

DN32DN25Fuel inlet101

DN32DN25Fuel outlet102

OD28Leak fuel drain, clean fuel1031

OD28-Leak fuel drain, clean fuel1032

DN20OD28Leak fuel drain, clean fuel1033

DN20-Leak fuel drain, clean fuel1034

OD18Leak fuel drain, dirty fuel1041

OD18-Leak fuel drain, dirty fuel1042

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V32L32Pipe connections:

-OD28Leak fuel drain, dirty fuel1043

DN32-Leak fuel drain, dirty fuel1044

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HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50°C or higher, the pipes must be equipped with trace heating. It sha ll be possible to shut off the heating of the pipes when operating on MDF (trace heating to be grouped logically).

6.3.5.1 Starting and stopping

The engine can be started and stopped on HFO provided that the engine and the fuel system are pre-heated to operating temperature. The fuel must be continuously circulated also through a stopped engine in order to maintain the operating temperature. Changeover to MDF for start and stop is not required.

Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed and filled with MDF.

6.3.5.2 Changeover from HFO to MDF

The control sequence and the equipment for changing fuel during operation must ensure a smooth change in fuel temperature and viscosity. When MDF is fed through the HFO feeder/booster unit, the volume in the system is sufficient to ensure a reasonably smooth transfer.

When there are separate circulating pumps for MDF, then the fuel change should be performed with the HFO feeder/booster unit before switching over to the MDF circulating pumps. As mentioned earlier, sustained operation on MDF usually requires a fuel oil cooler. The viscosity at the engine shall not drop below the minimum limit stated in chapter Technical data.

6.3.5.3 Number of engines in the same system

When the fuel feed unit serves Wärtsilä 32 engines only, maximum one engine should be connected to the same fuel feed circuit, unless individual circulating pumps before each engine are installed.

Main engines and auxiliary engines should preferably have separate fuel feed units. Individual circulating pumps or other special arrangements are often required to have main engines and auxiliary engines in the same fuel feed circuit. Regardless of special arrangements it is not recommended to supply more than maximum two main engines and two auxiliary engines, or one main engine and three auxiliary engines from the same fuel feed unit.

In addition the following guidelines apply:

● Twin screw vessels with two engines should have a separate fuel feed circuit for each

propeller shaft.

● Twin screw vessels with four engines should have the engines on the same shaft connected

to different fuel feed circuits. One engine from each shaft can be connected to the same circuit.

6.3.5.4 Feeder/booster unit (1N01)

A completely assembled feeder/booster unit can be supplied. This unit comprises the following equipment:

● Two suction strainers

● Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors

● One pressure control/overflow valve

● One pressurized de-aeration tank, equipped with a level switch operated vent valve

● Two circulating pumps, same type as the fuel feed pumps

● Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare)

● One automatic back-flushing filter with by-pass filter

● One viscosimeter for control of the heaters

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● One control valve for steam or thermal oil heaters, a control cabinet for electric heaters

● One thermostatic valve for emergency control of the heaters

● One control cabinet including starters for pumps

● One alarm panel

The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship. The unit has all internal wiring and piping fully assembled. All HFO pipes are insulated and provided with trace heating.

Fig 6-10 Feeder/booster unit, example (DAAE006659)

Fuel feed pump, booster unit (1P04)

The feed pump maintains the pressure in the fuel feed system. It is recommended to use a screw pump as feed pump. The capacity of the feed pump must be sufficient to prevent pressure drop during flushing of the automatic filter.

A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must be a positive static pressure of about 30 kPa on the suction side of the pump.

Design data:

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Total consumption of the connected engines added with the flush quantity of the automatic filter (1F08)

Capacity

1.6 MPa (16 bar)Design pressure

0.7 MPa (7 bar)Max. total pressure (safety valve)

100°CDesign temperature

1000 cStViscosity for dimensioning of electric motor

Pressure control valve, booster unit (1V03)

The pressure control valve in the feeder/booster unit maintains the pressure in the de-aeration tank by directing the surplus flow to the suction side of the feed pump.

Design data:

Equal to feed pumpCapacity

1.6 MPa (16 bar)Design pressure

100°CDesign temperature

0.3...0.5 MPa (3...5 bar)Set-point

Automatic filter, booster unit (1F08)

It is recommended to select an automatic filter with a manually cleaned filter in the bypass line. The automatic filter must be installed before the heater, between the feed pump and the de-aeration tank, and it should be equipped with a heating jacket. Overheating (temperature exceeding 100°C) is however to be prevented, and it must be possible to switch off the heating for operation on MDF.

Design data:

According to fuel specificationFuel viscosity

100°CDesign temperature

If fuel viscosity is higher than 25 cSt/100°CPreheating

Equal to feed pump capacityDesign flow

1.6 MPa (16 bar)Design pressure

Fineness:

35 μm (absolute mesh size)- automatic filter

35 μm (absolute mesh size)- by-pass filter

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm

Flow meter, booster unit (1I01)

If a fuel consumption meter is required, it should be fitted between the feed pumps and the de-aeration tank. When it is desired to monitor the fuel consumption of individual engines in a multiple engine installation, two flow meters per engine are to be installed: one in the feed line and one in the return line of each engine.

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There should be a by-pass line around the consumption meter, which opens automatically in case of excessive pressure drop.

If the consumption meter is provided with a prefilter, an alarm for high pressure difference across the filter is recommended.

De-aeration tank, booster unit (1T08)

It shall be equipped with a low level alarm switch and a vent valve. The vent pipe should, if possible, be led downwards, e.g. to the overflow tank. The tank must be insulated and equipped with a heating coil. The volume of the tank should be at least 100 l.

Circulation pump, booster unit (1P06)

The purpose of this pump is to circulate the fuel in the system and to maintain the required pressure at the injection pumps, which is stated in the chapter Technical data. By circulating the fuel in the system it also maintains correct viscosity, and keeps the piping and the injection pumps at operating temperature.

When more than one engine is connected to the same feeder/booster unit, individual circulation pumps (1P12) must be installed before each engine.

Design data:

Capacity:

5 x the total consumption of the connected engines- without circulation pumps (1P12)

15% more than total capacity of all circulation pumps- with circulation pumps (1P12)

1.6 MPa (16 bar)Design pressure

1.0 MPa (10 bar)Max. total pressure (safety valve)

150°CDesign temperature

500 cStViscosity for dimensioning of electric motor

Heater, booster unit (1E02)

The heater must be able to maintain a fuel viscosity of 14 cSt at maximum fuel consumption, with fuel of the specified grade and a given day tank temperature (required viscosity at injection pumps stated in Technical data). When operating on high viscosity fuels, the fuel temperature at the engine inlet may not exceed 135°C however.

The power of the heater is to be controlled by a viscosimeter. The set-point of the viscosimeter shall be somewhat lower than the required viscosity at the injection pumps to compensate for heat losses in the pipes. A thermostat should be fitted as a backup to the viscosity control.

To avoid cracking of the fuel the surface temperature in the heater must not be too high. The heat transfer rate in relation to the surface area must not exceed 1.5 W/cm2.

The required heater capacity can be estimated with the following formula:

where:

heater capacity (kW)P =

total fuel consumption at full output + 15% margin [l/h]Q =

temperature rise in heater [°C]ΔT =

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Wärtsilä 32 Product Guide6. Fuel Oil System