WÄRTSILÄ 32 TECHNOLOGY REVIEW

2

DESIGN PHILOSOPHY ................................................... 4

NOX COMPLIANCE ....................................................... 5

CRANKSHAFT AND BEARINGS ...................................... 6

ENGINE BLOCK ............................................................ 6

PISTON ....................................................................... 7

PISTON RINGS ............................................................. 7

CYLINDER LINER AND ANTI-POLISHING RING ................. 7

CONNECTING ROD ....................................................... 8

CYLINDER HEAD .......................................................... 8

MULTIDUCT ................................................................. 8

FUEL INJECTION SYSTEM ............................................. 9

TURBOCHARGING SYSTEM ......................................... 10

COOLING SYSTEM ..................................................... 10

LUBRICATING OIL SYSTEM ......................................... 10

AUTOMATION SYSTEM ............................................... 12

EASY APPLICATION .................................................... 14

EASY MAINTENANCE.................................................. 14

MAIN TECHNICAL DATA .............................................. 15

This is a brief guide to the technical features and performance

of the Wärtsilä 32 engine.

WÄRTSILÄ 32 TECHNOLOGY REVIEW

3

The submersible heavy load ship Blue Marlin is equipped with three Wärtsilä 8L32 engines.

The passenger ferry Finnmarken is equipped with two Wärtsilä 9L32 main engines and two Wärtsilä 6L32 auxiliary engines.

The combined heat and power plant ItalGreen is equipped with three Wärtsilä 18V32 engines running on liquid biofuel.

The oil power plant Yue Yuen is equipped with twelve Wärtsilä 18V32LN and three Wärtsilä 18V32 engines.

DESIGN PHILOSOPHYThe Wärtsilä 32 is based on the latest

achievements in combustion technology; it is

designed for flexible manufacturing methods

and long maintenance-free operating periods.

The engine is fully equipped with all essential

ancillaries and a thoroughly planned interface

to the plant or ship control system.

4

valve closure at part load. The achievable switch

in valve timing is up to 30 degr crank angle.

The main advantages of VIC system are:

• Improves part load performance

• Smoke reduction

• Improved load acceptance

• Reduced thermal load.

For power plant applications Wärtsilä 32 fulfils

the World Bank NOX regulation of 1460 –

1600 mg/Nm3, dry, 15% O2

If lower NOX levels are required for marine

as well as power plant applications the engine

can be equipped with a SCR catalyst for

reduced NOX by up to 95%.

The main qualities of the Wärtsilä 32 are:

• Good trade-off between NOX and specific

fuel consumption

• Good low load and transient performance

especially with the IMO Tier 2 engine

• Reliability and low maintenance costs

• Integrated monitoring and control or basic

automation system

• Ergonomic interface

• Minimized consumables

Tier II (global 2011)Ships built 2011 onwardsEngines > 130 kW

Tier I (present)Ships built 2000 onwardsEngines > 130 kW

0 200 400 600 800 1000 1200 1400 1600 1800 2000

6

8

10

12

14

16

18

Spec

ific

NOx

emis

sion

s (g

/kW

h)

Rated engine speed (rpm)

4

Wärtsilä 32 Tier I version

Wärtsilä 32 Tier II version

Generally diesel engines have less harmful

emissions (CO2, CO, THC, etc) than many other

power sources. Depending on the version

Wärtsilä 32 can today meet the Tier I as well as

the upcoming Tier II (coming into force in 2011)

NOX levels set by IMO (International Maritime

Organisation) in Annex VI to MARPOL 73/78.

To show compliance, the engine is certified

according to the NOX Technical Code, and

delivered with an EIAPP (Engine International

Air Pollution Prevention) certificate.

The certification process includes NOX

measurements, marking of components that

are affecting NOX formation and a Technical

File that is delivered with the engine. All major

classification societies are on behalf of the

flag state granting the EIAPP certificate for the

Wärtsilä 32 family.

Variable Inlet Valve Closure (VIC), available as

standard on the IMO Tier II engines, offers the

flexibility to apply early inlet valve closure (Miller

timing) at high load for lowest NOX levels and fuel

consumption, while good part-load and transient

performance is ensured by switching to late inlet

NOX COMPLIANCE

The main qualities of the Wärtsilä 32 are:

• Low-NOX combustion

• Reliability and low maintenance costs

• Integrated monitoring and control or

basic automation system

• Ergonomic interface

• Minimized consumables.

IMO GLOBAL MARINE LEGISLATION

5

CRANKSHAFT AND BEARINGSThe latest advances in combustion

development require a crank gear that

operates reliably at high cylinder pressures.

The crankshaft must be robust and the specifi c

bearing loads kept at an acceptable level.

This is achieved by careful optimization of

crankthrow dimensions and fi llets. The specifi c

bearing loads are conservative and the cylinder

spacing, which is important for the overall

length of the engine, is minimized.

Besides low bearing loads, the other

crucial factor for safe bearing operation is

oil fi lm thickness. Ample oil fi lm thicknesses

in the main bearings are ensured by optimal

balancing of rotational masses and, in the big

end bearing, by ungrooved bearing surfaces

in the critical areas. All the factors needed for

a free choice of the most appropriate bearing

material are present.

ENGINE BLOCKNodular cast iron is the natural choice for

engine blocks today thanks to its strength and

stiffness properties, along with all the freedom

offered by casting. The Wärtsilä 32 makes

optimum use of modern foundry technology

to integrate most oil and water channels. The

result is a virtually pipe-free engine with a

clean outer exterior.

Resilient mounting is state-of-the-art in

many applications and requires a stiff engine

frame. Integrated channels designed with this

in mind can serve a double purpose.

6

PISTONFor years, the outstanding piston concept

for highly rated heavy fuel engines has been

a composite piston with a steel crown and

nodular cast-iron skirt. More than 20 years

of experience has fi ne-tuned the concept.

When it comes to reliability, there is no real

alternative today for modern engines running

with high cylinder pressures and combustion

temperatures. Wärtsilä-patented skirt

lubrication is applied to minimize frictional

losses and ensure appropriate lubrication of

both piston rings and the piston skirt.

PISTON RINGSIn Wärtsilä´s three-ring concept each ring has

a specifi c task. They are dimensioned and

profi led for consistent performance throughout

their operating lives. To avoid carbon deposits

in the ring grooves of a heavy fuel engine, the

pressure balance on top of and underneath

each ring is crucial. Experience has shown that

this effect is most likely achieved with a three-

ring pack. Finally, it is well-known that most

frictional losses in a reciprocating combustion

engine originate from the rings. Thus a three-

ring pack is the obvious choice in this respect,

too. The top ring, which bears the greatest

load, is provided with a special wear-resistant

coating.

CYLINDER LINER AND ANTI-POLISHING RINGThe thick high-collar type cylinder liner

is designed to have the stiffness needed

to withstand both pre-tension forces and

combustion pressures with virtually no

deformation. Its temperature is controlled by

bore cooling of the upper part of the collar

to achieve a low thermal load and to avoid

sulphuric acid corrosion. The cooling water is

distributed around the liners with simple water

distribution rings at the lower end of the collar.

At the upper end the liner is equipped with an

anti-polishing ring to eliminate bore polishing

and reduce lube oil consumption. The function

of this ring is to calibrate the carbon deposits

formed on the piston top land to a thickness

small enough to prevent any contact between

the liner wall and the deposits at any piston

position. Since there is no contact between

the liner and piston top land deposits no oil

can be scraped upwards by the piston. The

other positive effect is that the liner wear is

signifi cantly reduced at the same time. The

strength of the wear-resistant liner materials

used for years in Wärtsilä engines has been

further increased to cope with the high

combustion pressures expected in the future.

7

CONNECTING RODA three-piece connecting rod with all the

highly stressed surfaces machined is the

safest design for engines of this size intended

for continuous operation at high combustion

pressures. For easy maintenance and

accessibility the upper joint face is placed

right on top of the big-end bearing housing.

A special hydraulic tool is developed for

simultaneous tensioning of all four screws.

To eliminate any risk of wear in the

contact surfaces, an intermediate plate

with a special surface treatment is placed

between the main parts.

CYLINDER HEADThe cylinder head design is based on the four-

screw concept developed by Wärtsilä and used

for more than 25 years. Its internal structure is

designed for maximum stiffness, which is essential

for obtaining both liner roundness and even contact

between exhaust valves and their seats.

A four-screw cylinder head design also

provides all the freedom needed for designing

inlet and exhaust ports with a minimum of fl ow

losses. Computational fl uid dynamics (CFD)

analysis in combination with full-scale fl ow

measurements has been used for port design

optimization.

The vast amount of experience gained from

heavy fuel operation all around the world has

contributed greatly to exhaust-valve design

and development. Put together, this means that

a valve material and geometry with superior

performance is now available.

MULTIDUCTMultiducts replace a number of individual

components in traditional engine designs. Their

functions are:

8

• Air transfer from the air receiver to the

cylinder head

• Exhaust transfer to the exhaust system

• Cooling water outlet after the cylinder head

• Cooling water return channel from the

engine.

Additional functions are:

• Introduction of an initial swirl to the inlet air

for optimal part-load combustion

• Insulation and cooling of the exhaust transfer

duct

• Support for exhaust system and its insulation.

The ultimate safety in low-pressure fuel system

design is achieved with the Wärtsilä-patented

multihousing principle. With this system the

fuel line consists basically of drilled channels in

cast parts clamped firmly on the engine block.

In the Wärtsilä 32 these parts are:

• The pump housing

• The tappet housing

• The fuel transfer housing

• The multicover.

For easy assembly/disassembly these parts

are connected to each other with slide

connections. Since both the whole low-

pressure system and the high-pressure system

are housed in a fully covered compartment,

the safety standard is unbeatable. The high-

pressure system was designed and endurance

tested at 2000 bar. Injection pressure is

around 1800 bar.

With a wear-resistant low-friction coating

on the plunger no lubricating oil is required

for the pump element. Thanks to the profiled

plunger geometry the clearance between

plunger and barrel can be kept small, thereby

allowing only a minimum of oil to pass down

the plunger. This small leakage is collected and

returned to the fuel system. Any likelihood of

the fuel mixing with the lube oil is eliminated.

Both nozzle holders and the nozzle are made

of high-grade hardened steel to withstand

the high injection pressures. Combined with

oil cooling of the nozzles this guarantees

outstanding nozzle lifetimes.

COMMON RAIL FUEL INJECTIONThe common rail system comprises

pressurizing fuel pumps, fuel accumulators and

electronically controlled fuel injectors. The fuel

pumps are driven by the camshaft and each

pump and accumulator serve two cylinders.

Adjacent accumulators are connected with

small bore piping in order to reduce the risk of

pulsation in the rail. The engine can operate

with one or two fuel pumps disconnected,

should this ever be necessary. A safety feature

of the system is that there is no pressure on

the injection nozzles between injections. All

functions are controlled by the embedded

control system on the engine.

The main advantage of the common rail

system is that the injection pressure can be

kept at a sufficiently high level over the while

load range, which gives smokeless operation

also at low load.

FUEL INJECTION SYSTEM

9

TURBOCHARGING SYSTEMEvery Wärtsilä 32 engine is equipped with

the turbocharging system that best fulfi ls the

requirements of each specifi c application. The

standard alternatives are:

• Spex (single pipe exhaust) system with

exhaust waste gate

• Spex system with exhaust waste gate and

air bypass for variable speed engines

The Spex system is designed for minimum fl ow

losses on both exhaust and air sides.

The charging systems are designed to

give high effi ciency and extremely good load

acceptance. Spex is designed for the best

possible full-load performance. Spex combined

with exhaust waste gate and air bypass meets

the well-known good low-load performance of

pulse charging. With its unique design its load

acceptance is close to pulse charging.

Non-cooled chargers with inboard plain

bearings lubricated from the engine´s lube

oil system are used. All this makes for longer

intervals between overhauls and reduced

maintenance.

The turbocharger technology is going

through a period of intense design and

performance development. Only the best

available charger technology will be used on

the Wärtsilä 32.

COOLING SYSTEMThe cooling system is split into two separate

circuits, the high-temperature (HT) and the

low-temperature (LT) circuits. The cylinder

liner and the cylinder head temperatures are

controlled through the HT circuit. The system

temperature is kept at a high level, about 95

°C, for safe ignition/combustion of low-quality

heavy fuels, also at low loads. An additional

advantage is maximum heat recovery and total

effi ciency in cogeneration plants. To further

increase the recoverable heat from this circuit

it is connected to the high-temperature part

of the double-stage charge air cooler. The

HT water pump and thermostatic valve are

integrated with the pump cover module at the

free end of the engine. The complete HT circuit

is thus virtually free of pipes.

The LT circuit serves the low-temperature

part of the charge air cooler and the built-on

lube oil cooler. It is fully integrated with engine

parts such as the LT water pump with pump

cover module, the LT thermostatic valve with

the lube oil module and transfer channels in

the engine block.

LUBRICATING OIL SYSTEMAll Wärtsilä 32 engines are equipped with a

complete lube oil system, i.e. an engine-driven

main pump, electrically driven prelubricating

pump, cooler, full fl ow fi lter and centrifugal

fi lter. The engine may also be fi tted with special

Engine

57–63 °C

Charge aircooler

Lube oilcooler

Exp.0.7–1.5 bar

Exp.0.7–1.5 bar

38–47 °C

LTCcentralcooler

93–102 °C

HTCcentralcooler

Engine

Pr e-heater

Optionalfor.CHP

Charge aircooler

Spex charging.

10

running-in fi lters before each main bearing.

The pumps, pressure regulation and safety

valves are integrated into one module fi tted at

the free end of the engine. Filter, cooler and

thermostatic valves make up another module.

On in-line engines this is always located neatly

on the back side of the engine whereas on

V-engines it is either at the fl ywheel or free

end, depending on the turbocharger position.

The lube oil fi ltration is based on an

automatic back-fl ushing fi lter requiring a

minimum of maintenance. The fi lter elements

are made of seamless sleeve fabric with high

temperature resistance. An overhaul interval of

one year is recommended. The expected lifetime

is four years. A special feature is the centrifugal

fi lter, connected to the back-fl ushing line of

the automatic fi lter. This provides the means

for extraction of distant wear particles from the

system.

FilterCooler Pump

Primingpump

11

The Wärtsilä 32 engine is equipped with

the Wärtsilä unified controls (UNIC) engine

automation system. The different systems

available for Wärtsilä 32 engine are UNIC C1,

C2 and C3. UNIC C3 is similar to UNIC C2,

with the addition of fuel injection controls.

All UNIC systems share a common

mechanical design, securing the asset value

as it allows the engine controls to flexibly

adapt to different fuel systems, as it can easily

be converted to control conventional diesel

injection, common rail and gas operation

as needed. This especially true for UNIC C2

systems, that with a minimum of modifications

of both on- and off-engine systems can be

converted to UNIC C3 for common-rail or gas

operations.

UNIC C1In the UNIC C1 engine automation system, the

fundamental aspects of the engine control and

safety are handled by the embedded control

and management system. This includes engine

speed and load control as well as overspeed

protection, lube oil pressure and cooling water

temperature protection. For the other parts,

the design requires the majority of the sensors

to be hardwired to a plant or ship control and

monitoring system.

The UNIC C1 system provides the following

functionality:

• Fundamental safety (overspeed, LO

pressure, cooling water temp.)

• Basic local monitoring

• Hardwired interface to plant or ship control

system.

• Speed and load control (electronic speed

control by MCM if engine equipped with

actuator, otherwise by mechanical governor)

• Start/stop management

The engine control system is designed to:

• Achieve the highest possible reliability,

with components, e.g. sensors, designed

specifically for the on-engine environment,

• Reduce cabling on and around the engine,

with a clear point of interconnection and a

standardized interface, and

• Provide high performance with optimized

and pre-tested controls.

UNIC C2The UNIC C2 engine automation system

provides a complete embedded engine

control and monitoring system. UNIC C2 is a

distributed and bus-based system in which

the monitoring and control function is placed

close to the point of measurement and

control. This significantly simplifies both the

on- and off-engine wiring. Additionally, the

advanced functions in the system, e.g. for

diagnostics and control, provide outstanding

performance and reliability, and the need for

off-engine systems is significantly reduced.

The UNIC C2 system provides the following

functionality:

• Complete engine safety system

• Complete local monitoring, including all

readings, events and diagnostics

• Speed and load control (electronic speed

control by MCM if engine equipped

with actuator, otherwise by mechanical

governor)

• Complete engine control, including start/

stop, load reduction request, etc.

• Alarm signal provision

• Full system diagnostics

• Fieldbus interface

The engine control system is designed to:

• Provide a compact embedded engine

AUTOMATION SYSTEM

12

control and management system for space-

saving applications,

• Reduce installation and commissioning time

by providing a very simple fieldbus-based

interface that is delivered pre-tested and

fully operational from the factory,

• Achieve the highest possible reliability

with components, e.g. sensors, designed

specifically for the on-engine environment,

• Considerably reduce cabling on and

around the engine through a bus-

based architecture, with a clear point of

interconnection and with a standardized

hardwire and fieldbus interface, and

• Provide high performance with optimized

and pre-tested controls.

UNIC C3The UNIC C3 engine automation system

provides a complete embedded management

system, integrated with an engine control

system for electronically controlled fuel

injection.

The system meets even the highest

requirements on reliability, with selective

redundancy and fault tolerant designs, and can

be applied for single main engine operation.

LDU

LCP

ESM

MCM

CCM CCM

IOM

PDM

Ethernet

Hardwiredconnections

Loadsh.CAN

LDU

LCP

ESM

MCM

IOM

IOM

PDM

Ethernet

Hardwiredconnections

Loadsh.CAN

LCP

ESM

MCM

PDM

Hardwiredconnections

Hardwiredconnections

Loadsh.CAN

UNIC C1

UNIC C2

UNIC C3

UNIC system components

ESM Engine Safety Module

MCM Main Control Module

IOM Input Output Module

PDM Power Distribution Module

LCP Local Control Panel

LDU Local Display Unit

13

EASY APPLICATIONAn important design principle of the Wärtsilä

32 is to build as much auxiliary equipment as

possible on the engine. This goes for lube oil

and water pumps, lube oil cooler and filter,

engine control and monitoring. Application

work is thus reduced to a minimum. However,

the engine still needs connections to the

plant or ship control system. The trend is

increasingly towards standardized modules.

To make full use of this from the installation

cost point of view, the engine should support

smooth interfacing. The Wärtsilä 32 comes

in a number of standard options, e.g. a

turbocharger at either end of the engine and

one- or two-stage charge air cooling, without

sacrificing the easy interfacing principle.

EASY MAINTENANCEEfficient and easy maintenance is incorporated

into the design. In combination with the long

intervals between overhauls, the hours spent

on maintenance are reduced to a minimum.

The lube oil filtration is one good example.

Hydraulics are used for pre-tension of the

cylinder head screws, all the connecting rod

screws, and the main bearing screws. The

distinctive Wärtsilä feature with individual

hydraulic jacks for each main bearing is of

course adopted. The unique fuel line design

enables injection pump exchange with a

minimum of work with less risk of error.

The multiduct arrangement allows the

cylinder head to be lifted without removal of

water pipes, while the slide-in connections

on the manoeuvring side allows it to be lifted

without removal of oil or air pipes. The water

pumps are easy to replace thanks to the

cassette design principle and water channel

arrangement in the pump cover at the free end

of the engine. There is greater accessibility to

all the above components thanks to a minimal

number of pipes and an ergonomic component

design.

14

WÄRTSILÄ 32 MAIN TECHNICAL DATA MARINE ENGINESCylinder bore 320 mmPiston stroke 400 mmCylinder output 480, 500 kW/cylEngine speed 720, 750 rpmMean effective pressure 24.9, 24.9 barPiston speed 9.6, 10.0 m/sVoltage 0.4 - 13.8 kVGenerator efficiency 0.95 - 0.97 NOX emissions IMO Tier 2 7200 sR1/100 °F ISO 8217, category ISO-F-RMK 700 SFOC 175–182 g/kWh at ISO condition

RATED POWER

Engine type500 kW/cyl

kW

6L32 7L32 8L32 9L32 12V32 16V32 18V32

3 000 3 500 4 000 4 500 6 000 8 000 9 000

DIMENSIONS (MM) AND WEIGHTS (TONNES)

Engine type A* A B* B C D F Weight

6L32 7L32 8L32 9L32 12V32 16V32 18V32

4 9805 4705 9606 4506 9358 0608 620

5 2605 7506 2456 7306 6157 7358 295

2 5602 5602 3602 3602 7152 4802 480

2 4902 4902 2952 2952 6652 4302 430

2 3052 3052 3052 3053 0203 0203 020

2 3452 3452 3452 3452 1202 1202 120

1 1551 1551 1551 1551 4751 4751 475

33.339.043.446.858.774.181.2

*Turbocharger at flywheel end.

RATED POWER

Engine type480 kW/cyl, 720 rpm 500 kW/cyl, 750 rpm

Engine kW Gen. kW Engine kW Gen. kW

6L32 7L32 8L32 9L32 12V32 16V32 18V32

2 880 3 360 3 840 4 320 5 760 7 680 8 640

2 760 3 230 3 690 4 150 5 530 7 370 8 290

3 000 3 500 4 000 4 500 6 000 8 000 9 000

2 880 3 360 3 840 4 320 5 760 7 680 8 640

DIMENSIONS (MM) AND WEIGHTS (TONNES)

Engine type A* E* I* K L* Weight*

6L32 7L32 8L32 9L32 12V32 16V32 18V32

8 345 9 215 9 75510 47510 07511 17511 825

2 2902 6902 6902 8903 0603 0603 360

1 4501 6501 6301 6301 7001 8501 850

2 345 2 345 2 345 2 345 2 120 2 120 2 120

3 9404 1403 9253 9254 3654 2804 280

57 69 77 84 96121133

* Dependent on generator type and size. Generator output based on a generator efficiency of 96%

Subject to revision without notice.

WÄRTSILÄ 32 MAIN TECHNICAL DATA POWER PLANT ENGINESCylinder bore 320 mmPiston stroke 400 mmRated speed 720 / 750 rpmMean piston speed 9.6 / 10.0 m/sBMEP 23.3 / 22.9 barCylinder output 450 / 460 kW/cylFuel HFONOX emissions 970 ppm @ 15% O2

or 710 ppm @ 15% O2

RATED POWER: POWER GENERATION*

Engine type50 Hz/750 rpm

Power, electrical kW Heat rate kJ/kWh Electrical efficiency % 6L32 8L32 9L32 12V32 16V32 18V32 20V32

2 636 3 533 3 974 5 327 7 124 8 032 8 924

8 0698 0278 0277 8597 8347 8187 818

44.644.844.845.846.046.046.0

60 Hz/720 rpm

6L32 8L32 9L32 12V32 16V32 18V32 20V32

2 5793 4563 8885 2116 9707 8418 730

8 0698 0278 0277 8597 8347 8347 818

44.644.844.845.846.046.046.0

GENERATING SET DIMENSIONS (MM) AND WEIGHTS (TONNES)

Engine type Length Width Height Weight 6L32 8L32 9L32 12V32 16V32 18V32 20V32

8 766 9 750 11 200 10 030 11 23911 500 12 660

2 418 2 418 2 410 3 050 3 300 3 300 3 670

3 738 3 740 3 740 4 420 4 343 4 220 4 640

58 78 87 90 114 128 137

* Electrical output at generator terminals including engine driven pumps, ISO 3046 conditions and LHV, 970 ppm NOx @ 15% O2, tolerance 5% and power factor 0.8.

15

Wärtsilä enhances the business of its customers by providing them with

complete lifecycle power solutions. When creating better and environmentally

compatible technologies, Wärtsilä focuses on the marine and energy markets

with products and solutions as well as services. Through innovative products

and services, Wärtsilä sets out to be the most valued business partner of all its

customers. This is achieved by the dedication of close to 19,000 professionals

manning 160 locations in 70 countries around the world. Wärtsilä is listed on

the Nordic Exchange in Helsinki, Finland.

WÄRTSILÄ® is a registered trademark. Copyright © 2009 Wärtsilä Corporation.

10.2

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