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This is a brief guide to the technical features and performance of the Wärtsilä 32 engine.
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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.
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