WÄRTSILÄ Vasa R22 User manual

This manual is intended for the personal use of engine operators and
should always be at their disposal. The content of this manual shall
neither be copied nor communicated to a third person.
Wärtsilä Finland Oy
Document ID
Installation
Engine type
Engine number
Project
Vasa R22

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00.Contents, Instructions, Terminology
00.1 Contents of the Instruction Book
This Manual contains data and instructions for operation and
maintenanceoftheengine.Basicgeneralknowledgehasnotbeen
entered. Consequently, it is assumed that the engine operation
and maintenance staff is well informed of the care of diesel
engines.
Wärtsilä Diesel reserves for itself the right to minor alterations
and improvements owing to engine development without being
obliged to enter the corresponding changes in this Manual.
The diesel engines will be equipped as agreed upon in the sales
documents. No claim can be made on the basis of this Manual as
herearedescribedalsocomponentsnotincludedineverydelivery.
Exact engine build-up in all details is defined by the specifica-
tion number on the name plate located on the engine. In all
correspondence or when ordering spare parts, be careful
to state engine type, specification number and engine
number.
This Manual is supplemented by the Spare Parts Catalogue
including sectional drawings or exterior views of all components
(partial assemblies).
00.2 General rules
1 Read the corresponding item carefully in this Manual
before any steps are taken.
2 Keep an engine log book for every engine.
3 Observe the utmost cleanliness and order at all main-
tenance work.
4 Before dismantling, check that all systems concerned are
drained or the pressure released. After dismantling, immedi-
ately cover holes for lubricating oil, fuel oil and air with tape,
plugs, clean cloth or the like.
5 When replacing a worn-out or damaged part provided
with an identification mark stating cylinder or bearing num-
ber, mark the new part with the same number on the same
spot. Every exchange should be entered in the engine log and
the reason should be clearly stated.
6 After reassembling, check that all screws and nuts are
tightened and locked, if necessary.
22-9601 Contents, Instructions, Terminology 00
VASA 22 00 - 1

00.3 Terminology
The most important terms used in this manual are defined as
follows:
Operating side. The longitudinal side of the engine where the
operating devices are located (start and stop, instrument panel,
speed governor).
Rear side. The longitudinal side of the engine opposite the oper-
ating side.
Driving end. The end of the engine where the flywheel is located.
Free end. The end opposite the driving end.
Designation of cylinders. According to ISO 1204 and DIN 6265
the designation of cylinders begins at the driving end. In a
V-enginethecylindersintheleftbank,seenfromthedrivingend,
aretermedA1,A2etc.andintherightbankB1,B2etc.,seebelow:
Terminology
Designation of bearings. The designation of bearings begins
from the driving end. The thrust main bearing is No 1. If the
engine is provided with an extra main bearing, a so-called
shield bearing, this is termed 0. For the camshaft bearing the
thrust bearing is No 0.
Clockwise rotating engine. Whenlookingattheenginefromthe
driving end the shaft rotates clockwise.
Counter-clockwiserotatingengine.Whenlookingattheengine
from the driving end the shaft rotates counter-clockwise.
Bottom dead center, abbreviated BDC, is the bottom turning
point of the piston in the cylinder.
Top dead centre,abbreviated TDC, is the topturning pointof the
piston in the cylinder. TDC for every cylinder is marked on the
Driving end
Free end
1
2
4
5
63
Operating side
A6 A5 A4 A3 A2
A1
B6 B5 B4 B3 B2 B1
Fig 00-1 2200519426
00 Contents, Instructions, Terminology 22-9601
00 - 2 VASA 22

graduation of the flywheel. During a complete working cycle,
comprising in a four-stroke engine two crankshaft rotations, the
piston reaches TDC twice:
a) For the first time when the exhaust stroke of the previous
working cycle ends and the suction stroke of the following one
begins. Exhaust valvesas wellas inlet valves are then somewhat
open and scavenging takes place. If the crankshaft is turned to
and fro near this TDC, both exhaust and inlet valves will move,
afactthatindicatesthatthecrankshaftisnearthepositionwhich
can be named TDC at scavenging.
b) The second time is after the compression stroke and before the
working stroke. Slightly before this TDC the fuel injection takes
place (on an engine in operation) and this TDC can therefore be
definedTDCat firing. Characteristicisthatallvalvesareclosed
and do not move if the crankshaft is turned. When watching the
camshaft and the injection pump it is possible to note that the
pump tappet roller is on the lifting side of the fuel cam.
Flywheel graduation. The flywheel is divided in 360°, starting
fromTDCatfiringforcylinder1.TDCatfiringforeverycylinder
is indicated on the flywheel. There is a common mark for a pair
of cylinders in engines with even cylinder numbers, one cylinder
is at TDC at firing and the other is at TDC at scavenging. There
are separate scales for A- and B-bank in a V-engine. See also the
firing order in chapter 01. Firinginterval, in crank angles, can be
determined by dividing 720°with the number of cylinder.
Example of reading the flywheel
Example: OnaVASA12V22engine,thefueltimingisreadto17°
for cylinder A2 when the flywheel is in the position shown in the
above figure.
50 100
55443 3221 10
60 110
Clockwise rotating engine
130
80 120 CYL A2, 5 TDC
70
17¡
Cyl A2
TDC
Fig 00-2 2200539426
22-9601 Contents, Instructions, Terminology 00
VASA 22 00 - 3

Hightemperaturecoolingwatercircuit(HT-circuit).Thecooling
water for the engine block, cylinder head and turbocharger.
Low temperature cooling water circuit (LT-circuit). The cooling
water for the charge air cooler and the lubricating oil cooler.
00 Contents, Instructions, Terminology 22-9601
00 - 4 VASA 22

00A. Risk Reduction
00A.1 General
Read the engine manual including this appendix before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety glasses
and ear protection must be used in all circumstances. Missing, imper-
fect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal operation
and maintenance work.
Identified hazard,hazardous situation or
event
Chapter of engine manual
3 4 8 1011121314151617181920212223
Dropping parts during maintenance work x x x x x x x x x x x x x x x
Turning device engaged during maintenance
work 1)
xx xxxxx x
Crankcase safety expl. valves will open if crank-
case explosion
xx x
Noiselevel xx xxxxxxxxxxxxxx
Running engine without covers x x x x x x x x x x
In case of major failure, risk of ejected parts x x x x x x x x
Contact with electricity during maintenance
work if power not disconnected
x x xx xxx
Electrical hazard if grounding of electrical equip-
ment is incorrect
xx x xx
Ejection of components / high pressure gas due
to high firing pressures
xx xxx x x
Risk of ejected parts due to break down of turbo-
charger
xx
Overspeed or explosion due to air-gas mixture in
the charge air 2)
xx x
Ejection of fuel injector if not fastened and turning
device engaged
xxx
Fire or explosion due to leakage on fuel / gas line
or lube oil system
xx xxx x
Inhalation of exhaust gases due to leakage 3) xxx
Inhalation of exhaust gas dust
Continues
xxxxx x x
200145 Risk Reduction Appendix A
00A - 1

Identified hazard,hazardous situation or
event
Chapter of engine manual
3 4 8 1011121314151617181920212223
Explosion or fire if flammable gas/vapour is leak-
ing into the insulation box. 4) xx
Touchingofmovingparts xxxxxxxxxxxx xxx
1) Warning light when turning device engaged.
2) Suction air to be taken from gas free space.
3) Require proper ventilation of engine room/plant.
4) Require proper ventilation and/or gas detector in the engine.
00A.1.1 General identified hazards, hazardous situ-
ations or events
00A.1.1.1 Hazards that may be due to moving parts
•
••
•Running engine without covers, coming in contact with moving
parts,
•
••
•Touching pump parts during unintentional start of el. driven
pump motor,
•
••
•Charger starts to rotate due to draft if not locked during mainte-
nance,
•
••
•Somebody sticks his hand into the compressor housing when the
silencer is removed and engine running,
•
••
•Unexpected movement of valve or fuel rack(s) due to broken wire
or soft / hardware failure in the control system,
•
••
•Unexpected movement of components,
•
••
•Turning device engaged during maintenance work,
•
••
•Turning device not engaged e.g. Turning device removed for
overhaul, during maintenance work could cause rotating crank-
shaft,
•
••
•Mechanical breakage (of e.g. speed sensor) due to erratic actuator
assembly to engine or electrical connections.
00A.1.1.2 Hazards that may be due to incorrect operating con-
ditions
•
••
•Overspeed or explosion due to air-gas mixture in the charge air,
•
••
•Overspeeding due to air-oil mist mixture in the charge air,
•
••
•Malfunction of crankcase ventilation,
•
••
•Oil mist detector will trip if water is present in lubricating oil,
•
••
•Crankcase explosion if oil mist is mixed with “fresh” air during
inspection after an oil mist shut down,
•
••
•Crankcase safety explosion valves will open if there is a crankcase
explosion.
Appendix A Risk Reduction 200145
00A - 2

00A.1.1.3 Hazards that may be due to different leakages, break-
down or improper assembly of component
•
••
•Fuel or gas pipe will burst and spray fuel / gas,
•
••
•Leakage of:
— fuel in joints on low and/or high pressure side,
— lube oil,
— high pressure water on DWI engines,
—HTwater,
— charge air,
— exhaust gas,
— pressurised air from air container, main manifold or pipes,
— high pressure gas and sealing oil on GD engines,
•
••
•Fire or explosion due to leakage on fuel line,
•
••
•Fire due to oil or fuel / gas leakage,
•
••
•Explosion or fire if flammable gas/vapour is leaking into the
insulation box,
•
••
•Inhalation of exhaust gases or fuel gases due to leakage,
•
••
•Failure of pneumatic stop,
•
••
•Ejected components due to:
— breakdown of hydraulic tool,
— breakdown of hydraulic bolt,
— breakdown of turbocharger,
— high firing pressures,
— major failure,
•
••
•Ejection of:
— pressurised liquids and gases from the block and pipings,
— high pressure fluid due to breakdown of hydraulic tool,
— gas due to high firing pressures,
— pressurised gases from high pressure gas system,
— high pressure fluid due to breakdown of HP sealing oil pipe,
— high pressure air during maintenance of oil mist detector main air
supply piping,
— cooling water or fuel/lube oil if sensor is loosened while the circuit
is pressurised,
— springs during maintenance work,
•
••
•Oil spray if running without covers,
•
••
•Ejection of fuel injector if not fastened and turning device en-
gaged.
200145 Risk Reduction Appendix A
00A - 3

00A.1.1.4 Hazards that may be due to electricity or incorrect
connections of electricity
•
••
•Fire or sparks due to damage or short circuit in electrical equip-
ment,
•
••
•Contact with electricity during maintenance work if power not
disconnected,
•
••
•Electrical hazard if grounding of electrical equipment is incorrect,
•
••
•Electrical shock if electrical equipment has a lead isolation break
or connector damage or is dismantled with power connected,
•
••
•Overheating of control system component due to erratic electrical
connections,
•
••
•Incorrectly wired or disconnected emergency stop switch,
•
••
•Overload of control system components due to damaged control
circuitry or incorrect voltage,
•
••
•Engine not controllable if failure in the shutdown circuitry,
•
••
•Unexpected start up or overrun,
•
••
•Crankcase explosion if:
— engine not safeguarded at high oil mist levels, due to energy supply
failure,
— engine not (fully) safeguarded at high oil mist levels, due to failure
in oil mist detector circuitry,
— engine not (fully) safeguarded at high oil mist levels, due to erratic
electrical connector or leakage in pipe connection.
00A.1.1.5 Other hazards and hazardous situations where it’s es-
pecially important to use personal safety equipment
•
••
•Slip, trip and fall,
•
••
•Water additives and treatment products (see appendix 02A, sec-
tion 02A.4),
•
••
•Touching the insulation box, turbo-charger, pipes exhaust mani-
fold or (other) unprotected parts without protection during engine
operation,
•
••
•Dropping parts during maintenance work,
•
••
•Starting maintenance work too early i.e. causing risk when han-
dling hot components,
•
••
•Neglecting use of cranes and/or lifting tools,
•
••
•Not using proper tools during e.g. maintenance work,
•
••
•Contact with fuel oil or oily parts during maintenance work (see
appendix 02A),
•
••
•Noise level,
•
••
•Touching or removing Turbocharger insulation,
•
••
•Preloaded fixation springs during check / replacement of sensor.
Appendix A Risk Reduction 200145
00A - 4

00B. Welding Precautions
00B.1 Precautions General
Main principles:
•Prevent uncontrolled current loops
•Prevent radiation
•Prevent sparkles flying around
•Ifconvenient,disconnectallglobalsignalslikepowersupply,data
communication etc.
00B.1.1 Preventing uncontrolled current loops
Welding current path must always be checked, there should be a
straight route from the welding point back to the return connection of
the welding apparatus.
The biggest current is always going where it meets the lowest resis-
tance,incertaincasesthereturncurrentcanthereforegoviagrounding
wires and electronics in the control system.
To avoid this, the distance between the welding point and the return
connection clamp of the welding apparatus should always be shortest
possibleandwithout electroniccomponents in the returninglooppath.
Attention must be paid to the connectivity of the return connection
clamp, a bad contact might also cause sparkles and radiation.
00B.1.2 Preventing Radiation
The welding current and the arc is emitting a wide spectrum of
electromagnetic radiation. This might cause damages on sensitive
electronic equipment.
To avoid these damages all cabinets and terminal boxes must be kept
closed during the welding. Sensitive equipment can also be protected
by means of shielding with a conductive metal plate.
Alsoavoidhavingthecablesofthe weldingapparatusgoing in parallel
with wires and cables in the control system. The high welding current
is easily inducting secondary currents in other conductive materials.
00B.1.3 Preventing damage due to sparkles
Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles. Therefore all cabi-
nets and terminal boxes should be kept closed during the welding.
Sensors,actuators,cablesand other equipment outontheenginemust
be protected by means of proper protection.
200147 Welding Precautions Appendix B
00 - 1

Sparklescanalsobeaproblemaftertheyhavecooleddown,i.e.causing
short circuits, sealing problems etc.
00B.2 Precaution checklists
00B.2.1 Checklists General
The checklists (preferable glued to a plastic plate) in this chapter
should be put into the engines cabinet for respective system type. The
checklist must be easily visible and accessible when opening the
cabinet.
00B.2.2 Basic ECU (Despemes/Spemos) checklist
The following precautions must be paid attention to before welding in
the vicinity of a basic ECU system:
•Close the cover of the cabinet
•Deactive the system by disconnecting all external connectors
(X1...X4).
•If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.
00B.2.3 WECS 2000 checklist
The following precautions must be paid attention to before welding in
the vicinity of a WECS 2000 control system:
•Close the covers of the cabinet and all the distributed units.
•Deactivate the system by disconnecting all external connectors
(X1...X6).
•If convenient, protect cables, sensors and other equipment from
sparkles with a proper metal sheet.
00B.2.4 WECS 3000 checklist
The following precautions must be paid attention to before welding in
the vicinity of a WECS 3000 control system:
•Deactive the system by disconnecting all external connectors
(X1...X5).
•Do not connect the welding apparatus return line to the alu-
minium profile containing CCU’s, KDU’s and ignition modules.
The profile is used as a common ground for these modules.
•Open all terminal fuses (F1...F20) in the cabinet.
•Close the covers of the cabinet and all the distributed units.
•If convenient, protect cables, sensors and other equipment from
sparkles with proper metal sheet.
Appendix B Welding Precautions 200147
00 - 2

00B.2.5 WECS 7000/8000 checklist
The following precautions must be paid attention to before welding in
the vicinity of a WECS 7000 or 8000 control system:
•Deactive the system by disconnecting all external connectors
(X1...X6).
•If the welding point is close to (approximately within a radius of
2 m) an electronic module (SSM-701, SSM-558, CCD/PDM, Cense
etc.) disconnect all connectors of the unit
•Close the covers of the cabinet
•Disconnect the interconnections between the harnesses and the
cabinet.
•If convenient, protect harnesses, cables, sensors and other equip-
ment from sparkles with a proper metal sheet.
200147 Welding Precautions Appendix B
00 - 3

Appendix B Welding Precautions 200147
00 - 4

01.Main Data, Operating Data and
General Design
01.1 Identification
The VASA 22 engines have been designed to use different fuels
and a large speed range. Engines with the capability to use fuels
witha viscositylowerthanaredesignated “HF”(HeavyFuel)and
if not “MD” (marine Diesel). The stroke ofthe engine is either 240
mm or 260 mm. If the stroke is 260 mm it is indicated by 26 or
22/26. Information about a specific engine number and its desig-
nation can be found either from the engine plate on the engine or
fromtheOperatingManualofthatengine,chapter09.TheVASA
22/26 is available only as in-line configuration.
The data figures presented in the Operation Manual refer to
both 22 and 22/26 engine if not otherwise instructed.
01.2 Main data
Basic data VASA22 VASA 22/26
Cylinder bore(mm) 220 220
Stroke(mm) 240 260
Piston displacement per cylinder (litre) 9.12 9.88
Firing order
Engine type Clockwise rotation Counter-clockwise
rotation
4R22, 22/26 1-3-4-2 1-2-4-3
6R22,22/26 1-5-3-6-2-4 1-4-2-6-3-5
8R22,22/26 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3
8V22 A1-B1-A3-B3-A4-B4-A2-B2 A1-B2-A2-B4-A4-B3-A3-B1
12V22 A1-B1-A5-B5-A3-B3-
A6-B6-A2-B2-A4-B4 A1-B4-A4-B2-A2-B6- A6-B3-A3-B5-A5-B1
16V22 A1-B1-A3-B3-A7-B7-A4-B4-
A8-B8-A6-B6-A2-B2-A5-B5 A1-B5-A5-B2-A2-B6-A6-B8- A8-B4-A4-B7-A7-B3-A3-B1
Normally, the engine rotates clockwise.
22-9601 Main Data, Operating Data and General Design 01
01 - 1

Lubricating oil volume in the engine
Enginetype 4R22
4R22/26 6R22 6R22/26 8R22 8R22/26 8V22 12V22 16V22
Oilvolumec.litres 320 450 580 580 670 870
Oilvolumebetween
max.andmin.marks
c.litres/mm
60 100 125 100 150 195
Anticorrosive oil c. litres 65 90 110 90 130 160
Cooling water volume in the engine, c. litres
Engine type 4R22
4R22/26 6R22 6R22/26 8R22 8R22/26 8V22 12V22 16V22
Engineandinverse
coolingsystem 95 130 170 190 270 350
01.3 Recommended operating data (22)
Apply to normal operation at nominal speed.
Normal values Alarm (stop) limits
Load 100 % 30 % 30...100% 30 %
Temperatures, (°C)
Lubeoilbeforeengine 62...70 73...80 80 90
Lube oil after engine 10...18
higher 5...8 higher
HTwaterafterengine MD 77...85,
HF90...95 MD 95 (105), HF 105 (110)
HTwaterbeforeengine 5...8
lower 2...3 lower
HTwaterriseover turbo-
charger 8...12(15) 6...10
LTwaterbeforeengine 28...38 65...70
Chargeairinairreceiver 40...60 60...70 75 -
Exhaust gas after cylinder See test records 50 higher x)
Preheat. of HT- and LT-water 70
Gauge pressures (bar)
Lube oil before engine at a
speed of 900 RPM 4.0...4.5 4.0 3.0(2.0)
1000 RPM 4.0...4.5 4.0
1200 RPM 4.5...5.0 4.5
LT and HTwater before
pumps(=static) 0.7...1.5
LTwaterbeforeengine 1.8...4.2xx) xxx)
HTwaterbeforeengine 1.8...4.5xx) xxx)
LT water before charge air
cooler 1.8...4.5xx) xxx)
Fuelbefore engine MD 2...4, HF 5...7 MD 1.5,HF 4.0
Starting air max. 30 18
Charge air See test records
01 Main Data, Operating Data and General Design 22-9601
01 - 2

Other pressures (bar)
Firingpressure See test records
Openingpressureof safety
valve on lube oil pump 6...8
Visual indicator and elec-
tronic transducer for high
pressure drop over lube oil fil-
terandfuelfilter 1.2...1.8
x) See section 20.4, 8- and 16-cylinder engines
xx) Depending on speed and installation
xxx) Alarm limit for main engine = idling pressure - 0.3 bar
01.4 Recommended operating data (22/26)
Apply to normal operation at nominal speed.
Normal values Alarm (stop) limits
Load 100 % 30 % 30...100% 30 %
Temperatures, (°C)
Lube oil before engine 62...70 73...80 80 90
Lube oil after engine 10...18
higher 5...8 higher
HT water after engine MD 77..85,
HF 90..95 MD95 (105), HF105 (110)
HTwaterbefore engine 5...8 lower 2...3 lower
HTwaterriseover turbo-
charger 8...12(15) 6...10
LTwaterbeforeengine 28...38 65...70
Chargeairinairreceiver 40...60 60...70 75 -
Exhaustgasaftercylinder See test records 50 higher x)
Preheating of HT and
LT water 70
Gauge pressures (bar)
Lube oil before engine at a
speed of 720 RPM 3.5...4.0 3.5
750 RPM 3.5...4.0 3.5
825 RPM 4.0...4.5 4.0
900 RPM 4.0...4.5 4.0 3.0(2.0)
1000 RPM 4.0...4.5 4.0
1100 RPM 4.0...4.5 4.0
LT and HTwater before
pumps (=static) 0.7...1.5
LTwaterbeforeengine 2.1...4.2
HTwaterbeforeengine 1.8...5.0xx) xxx)
LT water before charge air
cooler 1.8...4.4xx) xxx)
Fuelbefore engine MD 2...4, HF 5...7 MD 1.5, HF 4.0
Starting air max. 30 18
Charge air See test records
22-9601 Main Data, Operating Data and General Design 01
01 - 3

Other pressures (bar)
Firingpressure See test records
Openingpressureof safety
valve on lube oil pump 6...8
Visual indicator and elec-
tronic transducer for high
pressure drop over lube oil fil-
ter and fuel filter
1.2...1.8
x) See section 20.4, 8-cylinder engines
xx) Depending on speed and installation
xxx) Alarm limit for main engine = idling pressure - 0.3 bar
01.5 Reference conditions
Reference conditions according to ISO 3046/I:
Air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 100kPa (1.0 bar)
Ambient temperature . . . . . . . . . . . . . . . . . . . . . . . 298K (25°C)
Relative air humidity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 %
Cooling water temperature of charge air cooler . 298 K (25°C)
In case the engine power can be utilized under more difficult
conditions than those mentioned above it will be stated in the
sales documents. Otherwise, the engine manufacturer can give
advice about the correct output reduction. As a guideline addi-
tional reduction may be calculated as follows:
Reduction factor = (a + b + c) %
a= 0.5 % for every °C the ambient temperature exceeds
stated value in the sales document.
b= 1.0 % for every 100 m level difference above stated value
in the sales document.
c =0.4 % for every °C the cooling water of the charge air
cooler exceeds stated value in the sales document.
01.6 General engine design
The engine is a turbocharged intercooled 4-stroke diesel engine
with direct fuel injection.
The engine block is cast in one piece. The main bearings are
hanging.Themainbearingcapissupportedby two hydraulically
tensioned main bearing screws and two horizontal side screws.
Thecamshaftbearingsitesareintegrated.Thechargeairreceiver
is cast into the engine block as well as the cooling waterheaders.
The crankcase and camshaft covers, made of light metal, seal
against the engine block by means of O-rings. The lubricating oil
sump is welded.
01 Main Data, Operating Data and General Design 22-9601
01 - 4

Thecylinderlinersareofwettypeandmadeofspecialcastiron
and honed to an optimal finish.
The main bearings are fully interchangeable trimetal or bi-
metal which can be removed by lowering the main bearing cap.
Thecrankshaftisforgedinonepieceandisbalancedbycounter
weights as required.
The connecting rods are drop forged. The big end is split
diagonally and the mating faces are serrated. The small end
bearing is stepped to achieve large bearing surfaces. The big end
bearings are fully interchangeable trimetal or bimetal bearings.
The pistons are made of nodular iron and are cooled by oil.
Cooling oil enters the cooling space through the connecting rod,
gudgeon pin and bores in the piston and escapes through bores
inthepiston,matchedtoachieveoptimalshakereffect.Thepiston
skirt is pressure lubricated. The two top ring grooves are hard-
ened.
The piston ring set includes three compression rings —thetwo
top rings chromium-plated —and a chromium-plated spring-
loaded oil scraper ring located above the gudgeon pin.
The cylinder head, made of special cast iron, is fixed by four
hydraulically tensioned screws.
The inlet valves are stellited and the stems are chromium-
plated. The valve seat rings are made of a special cast iron alloy
and are changeable.
The exhaust valves, also with stellited seats and chromium-
plated stems, seal against the directly cooled valve seat rings.
The water cooler seat rings, made of a corrosion and pitting
resistant material, are changeable.
The camshaft is made up from one-cylinder pieces with inte-
grated cams. The bearing journals are separate pieces and thus
it is possible to remove a camshaft piece sideways.
The injection pumps have integrated roller followers and can
normally be changed without any adjustment. The pumps and
piping are located in a closed space which is heat insulated for
heavy fuel running.
The injection valve is completely embedded in the cylinder
head.The injectionpipeis connectedsidewaysbyahighpressure
connectionpieceandthereforefueloilcanundernocircumstances
mix with lubricating oil.
The turbochargers are located at the free end of the engine.
OnV12andV16enginetherearetwochargers,oneforeachbank.
The charge air coolers are made as removable inserts, on the
V-engines two indentical ones (one cooler on 8V22).
Thelubricatingoilsystemincludesgearpump,oilfilter,cooler
with thermostat valve, centrifugal bypass filter and an electri-
cally driven prelubricating pump. The oil sump is dimensioned
for the entire oil volume needed, and all cylinder numbers can be
runinwetsumpconfiguration.Drysumprunningisalsopossible.
All components are mounted on the engine.
22-9601 Main Data, Operating Data and General Design 01
01 - 5

The starting system. The air supply into the cylinders is con-
trolled by the starting air distributor run by the camshaft.
The four-cylinder engine are normally be provided with an air
driven starting motor.
Cross-section of WärtsiläVASA 22/26, in line engine
Fig 01-1 2201519524
01 Main Data, Operating Data and General Design 22-9601
01 - 6