Technology review

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3Technology review

Design philosophy . . . . . . . . . . . . . . . . . . . . . . . . 4

Engine performance . . . . . . . . . . . . . . . . . . . . . . . 5

CASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Crankshaft and bearings . . . . . . . . . . . . . . . . . . . 7

Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Piston & piston rings. . . . . . . . . . . . . . . . . . . . . . . 8

Cylinder liner and antipolishing ring . . . . . . . . . . . 9

Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Camshaft and valve gear . . . . . . . . . . . . . . . . . . 10

Fuel injection system . . . . . . . . . . . . . . . . . . . . . 12

Turbocharging system . . . . . . . . . . . . . . . . . . . . 14

Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Lubrication oil system. . . . . . . . . . . . . . . . . . . . . 16

Automation system. . . . . . . . . . . . . . . . . . . . . . . 17

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Main technical data . . . . . . . . . . . . . . . . . . . . . . 19

This is a summary of the technicall features and performanceof the Wrtsil 46F engine.

Design philosophyThe new Wrtsil 46F engine offers outstanding

power-to-weight and power-to-space ratios in its power

range. With a bore of 46 cm and a stroke of 58 cm, the

rated output of the new Wrtsil 46F engine is 1250

kW/cyl at 600 rpm.

Full advantage is taken of the proven solutions used inthe earlier Wrtsil 46-bore engine, while new featuresand customer benefits have been added. Reliability andtotal economy are the guiding principles, althoughemission control options and installation friendliness arestrongly in focus.

The main features of the Wrtsil 46F are:

Cylinder output 1250 kW

Nominal speed 600 rpm

High thermal efficiency and low emissions

Common rail fuel injection

Conventional fuel injection with twin plunger injectionpumps, optional

Integrated automation system including speed control;extent and features according to application

Humidification of the combustion air for NOxreduction, optional (CASS - Combustion Air SaturationSystem)

Water mist catcher in the charge air system

High reliability and low maintenance costs

Safe bearing technology

Big end bearing and main bearing temperaturemonitoring

Variable Inlet Valve Closing (VIC), optional

All ancillaries are built on the engine in standardconfiguration

Also available without built-on ancillaries, severalintermediate options available

All connections concentrated at a few points.

Ancillary equipment such as pumps, thermostats andlubrication oil module can be either built on the engine orseparate. All connections are concentrated at a few pointsto reduce installation work. Pressure control valves are

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Lube oil, from standby pump

Lube oil, inlet to main pump

Lube oil, inlet from external prelube pump

Lube oil module

Lube oil thermostatic valve

Lube oil filter

HT-water pump

LT-water pump

Control oil, to filter

Control oil pump (Common Rail)

Fuel oil, inlet

Fuel oil, outlet

Main lube oil pump

Control oil, inlet

Automation system, interface to external system

Charge air cooler and water mist catcher

LT-water, inlet

LT-water, outlet

LT-water, from standby pump

Sludge, from lube oil filter

Charge air temperature control valve (LT-water by-pass)

built on the engine for proper control of fuel andlubricating oil pressure. When pumps and thermostats arebuilt on, adjustable orifices are installed on the engine foreasy tuning of the cooling water systems.

The turbocharger can be located in either the free or inthe driving end. Transversal turbocharger alignmentmakes it possible to incline the exhaust gas outlet in thelongitudinal direction.

The embedded control and monitoring system ismodular and depending on configuration it offers eitherEthernet communication or hardwired signals to externalsystems. The minimum configuration includes integratedspeed control, fundamental safety functions and a localcontrol panel.

Engine performanceThe engine output has been achieved by increasing enginespeed instead of mean effective pressure, and the latestdevelopments in turbocharging technology have been fullyavailable to make wider use of the Miller concept.

At full-load operation, early closure of the inlet valvesgives room for a low effective compression ratio, andthereby comparatively low temperatures at the end of thecompression stroke. The charge air, being both somewhatexpanded and cooled on its way through the receiver intothe cylinders, contributes to creating the initial conditionsfavourable to an environmentally friendly combustionprocess, i.e. a low global temperature that is still highenough to guarantee reliable and stable ignition of thefuel-air mixture in the combustion chamber.

In the Wrtsil 46F engine, these advantageous initialconditions are combined with a higher engine speed and ahigh expansion ratio, i.e. with design parameters thatmake the combustion chamber expand quickly when thecombustion process has started. Due to the quickexpansion of the combustion gases, the temperatures mostcritical to intensive NOx formation in the combustionchamber are limited to the shortest time possible. Thiscombination makes the combustion process not onlyenvironmentally friendly but efficient as well, since thehigh expansion ratio also creates the required conditionsfor efficient utilization of the heat energy released bycombustion at the beginning of the power stroke.

However, it is not only the choice of thecompression/expansion ratio that makes the Wrtsil 46Fengine highly efficient. All versions of the engine areequipped with a fuel injection system that allows theoperator to adjust the injection characteristics to theprevailing load conditions, fuel in use, etc. For example,the operator can freely fine-tune the injection process toenable full use of the engine loading potential over a widepower range in order to reach the best possible fueleconomy. Alternatively, the operator can of course use thedegrees of freedom offered by the flexible fuel injectionequipment to adjust the engine to the existing limitationsof exhaust gas emissions, to minimize smoke formation.

Thermal load and mechanical stress levels are keptwithin the safety margins established by Wrtsil overdecades of engine development.

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Leak oil drain

Start air, inlet

HT-water temperature control valve

Leak oil drain

HT-water, inlet

HT-water, from standby pump

HT-water, outlet

Engine configuration options

1 2 3 4 5 6

HT pump N N

HT thermostat N N

LT pump N N N N

LT thermostat N N N

LO pump N

LO pressure control valve N

LO module* N N N N

Pre-lube pump N N N N N N

= equipment is built on to engineN = equipment not on engine*) including cooler, automatic filter and thermostats

CASSThe new NOx reduction technology developed byWrtsil is named CASS, for Combustion Air SaturationSystem. The principle of CASS is to introduce water withthe intake air to reduce the combustion temperature andthereby the formation of NOx. Pressurized water isinjected directly after the compressor of the turbocharger.The high temperature of the compressed air evaporates thewater, which enters the cylinders as steam. A water mistcatcher prevents water in liquid state from entering thecylinders.

The anticipated NOx reduction is up to 50%, and thewater consumption is expected to be about two times thefuel oil consumption. CASS is available as an option.

Engine blockNodular cast iron is the natural choice for engine blockstoday because of its strength and stiffness properties. TheWrtsil 46F engine block design makes optimum use ofmodern foundry technology. The charge air receiver andthe HT water outlet channel are integrated into the engineblock. The cooling water is distributed around the linerswith water distribution rings at the lower end of the collar.Thus there is no wet space in the engine block around thecylinder liner.

Resilient mounting is almost standard in manyapplications today and the engine block has been designedespecially for this purpose.

Main features of the engine block:

Nodular cast iron

Rigid and self-supporting design

Dry cylinder liner

Main bearing screws and side screws

Hydraulically tightened main bearing and side screws

Easy access also for large size service personnel.

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Compressor

Heat

Waterinjection

Saturated air70...90C

Water mist catcher

Principle of CASS.

Crankshaft and bearingsThe latest advances in combustion development require acrank gear which can operate reliably at high cylinderpressures. The crankshaft must be robust and the specificbearing loads kept at a safe level. This is achieved bycareful optimization of crankthrow dimensions and fillets.The specific bearing loads are conservative and thecylinder spacing, which is important for the overall lengthof the engine, is minimized. Besides low bearing loads, theother crucial factor for safe bearing operation is oil filmthickness. Ample oil film thickness in the main bearings isensured by optimal balancing of the rotational masses.

Main features of the crankshaft design:

Clean steel technology minimizes the amount of slagforming elements and guarantees superior materialproperties

Built up from three-pieces: crankshaft, gear and endpiece. Crankshaft itself forged in one piece

Each throw individually fully balanced for safe bearingfunction

Main bearing temperature monitoring

Patented crankpin bearing temperature monitoring

Modest bearing loads thanks to generous bearingdimensions.

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Crankpin bearing temperature monitoring.

Engine foot

Fixing rail

Resilient element

Foundation

Resilient mounting.

Connecting rodThe three-piece connecting rod is of the marine type,where combustion forces are distributed over a maximumbearing area and the relative movements between matingsurfaces are minimized. The connecting rod is optimizedfor both strength and weight. The shank is fullymachined. The three-piece design reduces the pistonoverhauling height as piston overhauling is possiblewithout touching the big end bearing. The big endbearing can also be inspected without removing thepiston.

Main features of the connecting rod design:

Three-piece marine type design Fully machined shank Hydraulically tightened bolts Strength- and weight-optimized Easy maintenance.

Piston & piston ringsFor years, the outstanding piston concept for highly ratedheavy fuel engines has been a rigid composite piston witha steel crown and nodular cast-iron skirt. More thantwenty years of experience has fine-tuned this concept.When it comes to reliability, there is no real alternativetoday for modern engines with high cylinder pressures andcombustion temperatures.

Wrtsil-patented skirt lubrication is applied tominimize frictional losses and ensure appropriatelubrication of both piston rings and the piston skirt. InWrtsils three-ring concept each ring has a specific task.The rings are dimensioned and profiled for consistentperformance throughout their operating lives.

To avoid carbon deposits in the ring grooves of a heavy

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fuel engine, the pressure balance above and below eachring is crucial. Experience has shown that this effect ismost likely achieved with a three-ring pack. Finally, it iswell known that most frictional losses in a reciprocatingcombustion engine originate from the rings. Thus athree-ring pack is the obvious choice in this respect, too.The piston ring package and ring grooves are optimizedfor long lifetime by special wear-resistant coating andgroove treatment.

Main features of the piston design:

Two-piece composite structure

Steel crown and nodular cast-iron skirt

Two compression rings and one oil scraper ring incombination with pressure lubricated piston skirt givelow friction and high seizure resistance

Optimum temperature of the piston ring groovesprevents cold corrosion.

Cylinder liner andantipolishing ringThe thick high-collar type cylinder liner is designed tohave the stiffness needed to withstand both pretensionforces and combustion pressures with virtually nodeformation. This gives the best cylinder function andensures the tightness of the cylinder head gasket. Itstemperature is controlled by bore cooling of the upperpart of the collar to achieve a low thermal load and toavoid sulphuric acid corrosion. The cooling water isdistributed around the liners with water distribution ringsat the lower end of the collar.

In the upper end the liner is equipped with anantipolishing ring to eliminate bore polishing and reduce

lube oil consumption. Thefunction of this ring is tocalibrate the carbon depositsformed on the piston topland to a thickness smallenough to prevent anycontact between the liner walland the deposits at any pistonposition. The absence of contact between the liner andpiston top land deposits eliminates the risk of borepolishing. Nor can oil be scraped upwards by the piston.This significantly reduces liner wear and keeps the lube oilconsumption stable for long periods of time. The highstrength of the wear-resistant liner materials used for yearsin Wrtsil engines has been further increased to copewith the high combustion pressures expected in the future.

Main features of the cylinder liner design:

Centrifugal casting with high strength and good wearresistance

Bore cooled for optimum wall temperatures

High-collar technology to ensure good cylinder headgasket tightness

Antipolishing ring removes deposits from the piston topland, ensuring proper cylinder function, no borepolishing, stable lube oil consumption and low wear ofthe liner.

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Cylinder headThe cylinder head design features high reliability and easymaintenance. A stiff cone- / box-like design can cope withhigh combustion pressure, and is essential for obtainingboth liner roundness and even contact between theexhaust valves and their seats. Wrtsils vast experiencegained from heavy fuel operation all around the world hascontributed greatly to exhaust valve design anddevelopment.

The basic criterion for the exhaust valve design iscorrect temperature. This is achieved by optimized coolingand closed seat ring technology, which ensures longlifetimes for the valves and seats.

The cylinder head design is based on the four-screwconcept developed by Wrtsil and used for many years. Afour-screw cylinder head design also provides all thefreedom needed for designing the inlet and exhaust portswith a minimum of flow losses. The port design has beenoptimized using computational fluid dynamics analysis incombination with full-scale flow measurements.

Main features of the cylinder head design:

Four cylinder head screws only, giving space forflow-efficient ports

Inlet and exhaust gas ports on the same side Height and rigid design ensure even and sufficient

surface pressure on the cylinder head gasket Bore-cooled flame plate for optimum temperature

distribution Two inlet valves and two exhaust gas valves, all with

valve rotators.

Camshaft and valve gearThe engine is available with either traditional mechanicalvalve actuation or variable inlet valve actuation.

The camshaft is built of single cylinder sections withintegrated cams. The camshaft sections are connectedthrough separate bearing journals, which makes it possibleto remove the shaft sections sideways from the camshaftcompartment.

The valve follower is of the roller tappet type, where theroller profile is slightly convex for good load distribution.The valve mechanism includes rocker arms working onyokes guided by pins.

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Closed-type exhaust gas seats for efficient cooling of thevalve seats and valves.

Both exhaust and inlet valves are equipped with valverotators to ensure safe valve and seat function. Therotation provides for even temperature distribution andwear of the valves, and keeps the sealing surface free fromdeposits.

Main features of the camshaft and valve design:

Each cylinder section of the camshaft is forged in onepiece with integrated cams

Separate bearing journals Valve follower is of the roller tappet type Traditional valve actuation Variable Inlet Valve Closing (VIC) as an option.

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VIC control valveVIC valve

VIC airbleed valve

VIC vent valve

Valv

elif

t

Crank angle

Principle layout of VIC.

VIC on engine.

Variable Inlet valve Closure (VIC), available as an option, offers the

flexibility to apply early inlet valve closure at high load for lowest

NOx levels, while good part-load performance is ensured by

completely removing the advanced inlet valve closure at part load.

The achievable change in valve timing is up to 30 crank angle.

The operating principle is based on a hydraulic device

between the valve tappet and the pushrod. Briefly, the device

can be described as two hydraulic cylinders connected through

two passages. The flow through one passage is controlled by

the position of the tappet, while the other passage is controlled

with a valve. The tappet acts on one of the hydraulic pistons

and the other piston acts on the pushrod. The pushrod can

move only when oil is flowing between the two cylinders. When

the VIC control valve is open, the pushrod follows the tappet

immediately, which results in early valve closure. When the

control valve is closed, the downward movement of the pushrod

is delayed until the piston actuated by the tappet reveals the

passage between the two cylinders. Engine oil is used as the

hydraulic medium.

Fuel injection systemThe patented Wrtsil multihousing principle ensuresoutstanding safety of the low-pressure fuel system. Thefuel line consists of channels drilled in cast parts, whichare clamped firmly on the engine block. For easy assemblyand disassembly these parts are connected to each otherusing slide connections.

The engine is available with two different fuel injectionsystems: common rail fuel injection and conventional fuelinjection with twin plunger injection pumps. Bothsystems are characterized by high injection pressures forlow smoke emission. Common rail technology enablesoperation at any load without visible smoke.

Housing both the entire low-pressure system and thehigh-pressure system in a fully covered compartmentensures an unbeatable standard of safety.

Common rail technology offers almost unlimitedpossibilities to adjust the fuel injection process to

prevailing engine operating conditions, fuel characteristicsand emission levels. The main components in thecommon rail injection system that are designed especiallyfor the Wrtsil 46F engine are the high-pressure pumps,balance accumulators, control oil pumps and fuelinjection valves. The control oil is engine oil with

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Common Rail fuel injection system.

Common rail architecture.

The patented Multihousing with drilled channels for lowpressure fuel oil.

additional filtration. The control oil pump is built ontothe engine.

The system high-pressure pumps are camshaft-drivenand amply dimensioned for supplying fuel to twocylinders. Each pump is connected to a fuel accumulatorthat evens out the pressure and feeds two cylinders. Theaccumulators are connected to each other throughdouble-walled pipes, a detail that both guaranteescontinuous even pressure in all accumulators and allowsthe engine to operate with one or two disconnectedhigh-pressure pumps, should this ever be necessary.

From the accumulators fuel is supplied at the requiredpressure into the cylinders through injection valvescontrolled by electro-hydraulic actuators. The individual,and therefore cylinder-specific, control of injection timingand duration is an important feature made possible by thisinjection equipment.

One safety detail worth mentioning here is that theinjection valve design ensures totally unloaded injectionnozzles between injection periods. This feature eliminatesthe risk of unintended fuel supply into cylinders caused,for example, by incomplete closure of the nozzle needle atthe end of injection.

The traditional twin-pump system, likewise, offers thepossibility to adjust the fuel injection process to prevailingengine operating conditions, fuel characteristics andemission levels.

The big difference is that common rail technologyallows for individual (cylinder-specific) control ofinjection timing and duration and for keeping theinjection pressure at a sufficiently high level over thewhole load range.

Main features of the fuel injection system design:

Common rail fuel injection

Conventional fuel injection with twin plunger injectionpumps as option

Both systems make it possible to adjust the fuelinjection process to prevailing engine operatingconditions.

Even with conventional fuel injection precise controlaccording to the prevailing conditions is possible, thanksto the twin plunger injection pumps. One plungercontrols the quantity of fuel while the other controls theinjection timing.

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quantityplunger

timingplunger

delivery valve

injector

- tappets on cambase circle

- filling of injection pump

- quantity plunger shutsoff spill port

- excessive fuel out tolow pressure side throughfilling port

- both ports areshut off

- delivery valve lifts- start of injection

- spill port opens- excessive fuel out

to low pressure sidethrough spill port

- end of injection

2. 4.1. 3.

Functional sketch of the TWIN pump fuel injection system.

Turbocharging systemTurbocharger technology has undergone intense designand performance development in recent years, resulting inhigh performance and high reliability. Only the bestavailable charger technology is used on the Wrtsil 46F.The engine is equipped with a one-stage turbochargingsystem that best fulfils the requirements of eachapplication.

The standard is a single-pipe exhaust gas (SPEX)system, with the option of exhaust wastegate or air bypassaccording to the application. The SPEX system is designedto apply the benefits of both pulse charging and constantpressure charging. SPEX is able to utilize the pressurepulses without disturbing the cylinder scavenging. Lubeoil cooled chargers are used with inboard plain bearingslubricated from the engines lube oil system. All thismakes for longer intervals between overhauls and reducedmaintenance.

The charge air receiver is integrated into the engineblock. The two-stage self-supporting charge air coolerconsists of separate HT and LT water sections, whichgives an advantage for heat recovery applications. Thecharge air temperature is controlled by an LT watertemperature control valve (bypass valve). The engine has awater mist catcher as standard, enabling humidification ofthe air for reduced NOx emissions.

Main features of the turbocharging system:

One-stage turbocharging

Oil-cooled turbocharger with plain bearings lubricatedby engine oil

Two-stage charge air cooler

LT water bypass valve for charge air temperaturecontrol

Charge air receiver integrated into the engine block

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Turbocharger.

SPEX.

Water mist catcher, enabling humidification of the airfor reduced NOx emissions

Air and exhaust waste gate functions for best engineperformance

Single-pipe exhaust gas system (SPEX) optimized foreach cylinder configuration

Cooling systemThe cooling system on the engine is split into two separatecircuits: high-temperature (HT) and a low-temperature(LT). The cylinder liner, the cylinder head and the firststage in the charge air cooler are connected to the HT

circuit. The lubricating oil cooler and the second stage inthe charge air cooler are connected to the LT circuit.

The amount of water passing through the LT stage inthe charge air cooler is controlled by a thermostatic valveto maintain the desired intake air temperature, regardlessof load level or variations in cooling water temperature.Engine-driven pumps and built-on thermostatic valves arestandard. As an option the engine is also available withoutpumps and thermostats.

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Lubricatingoilcooler

Chargeair coolerLT

LTpump

Chargeair coolerHT

Cyl.

HTpump

Heat recovery

Pre-heater

Centralcooler

LTstand-bypump HT

stand-bypump

Principle layout of the cooling system.

Charge air system.

Water pumps.

Lubricating oil systemThe engine is available either with a complete built-onlube oil system or with the lube oil pump, lube oil filterand lube oil cooler separately installed in the engine room.The oil sump is of the dry type, i.e. a separate system oiltank is needed.

The built-on lube oil system comprises: Engine-driven main lube oil pump (screw type) with

built-in safety valve Pressure regulating valve that keeps the pressure before

the main bearings at a constant level Lubricating oil module including lube oil cooler, full

flow automatic filter and thermostatic valves Special running-in filters before each main bearing,

camshaft line and turbocharger Centrifugal filter for lube oil quality indication On in-line engines the lubricating oil module is always

located at the opposite end to the turbocharger. The lube oil filtration is based on an automatic

back-flushing filter. This requires a minimum ofmaintenance and needs no disposable filter cartridges

Connections for stand-by auxiliaries.

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Automatic filterOil cooler

Oil pump

Cen

trifu

gal

filte

r

System oil tank

Dry oil sump

Electricstand-byoil pump

Electricpre-lubeoil pump

Suctionstrainer

Principle layout of the lubricating system.

Lubricating oil system.

Automation systemThe Wrtsil 46F engine is equipped with a scaleableembedded control system that can cover a wide range ofengine applications. Reliability and serviceability were themain cornerstones of this systems design.

The on-engine electronics are designed to match theharsh environment on a large diesel engine, while alsoallowing fault tracing and maintenance on board withcommonly available tools. A non-repairable harness designis not used. The system is designed for use with commonmarine type cables. For fault tracing all connections pointsin the systems are easily accessible, and replacing theelectronics is easy.

The automation system is based on a number of hardwaremodules:

Engine Safety Module (ESM) handles engine safetyfunctions in a partly redundant hardwareimplementation

Local Control Panel (LCP) collects the local engineinstrumentation as well as local control functions fore.g. engine start and stop

Main Control Module (MCM) handles the speedcontrol and overall engine functionality

Input Output Modules (IOM) take care ofmeasurements of the engine instrumentation

Cylinder Control Modules (CCM) independentlyhandle the electronic fuel injection control.The architecture is based on CAN (controller area

network) communication between the modules, andEthernet communication to external automation systems.The system also internally implements redundancy onselected systems and components.

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The following illustration describes the control systemfor the 46F common rail engine, with the EFIC controlby the CCM modules, speed/load and main enginecontrol by the MCM controller, and engine safetyhandled by the ESM module.

As the engine is also available with conventional dieselinjection equipment on request, the system can also be

scaled to match systems where only the fundamentalengine safety is handled by the ESM module and thespeed/load control is handled by the MCM module.Other measurements are taken out to external automationsystems. On request, an engine with conventional dieselinjection can also be supplied with a fully embeddedcontrol system.

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LCP(Local control panel)

MCM(Speed controller)

ESM(Engine safety module)

CCM(Cylinder control module)

IOM

(Input outputmodule)

MCM(additional I/O)

Ethernet toexternalsystems

MCM(Speed controller)

ESM(Engine safety module)

Hardwired measurementsto external systems

Main technical dataMarine engines, In-line engineCylinder bore: 460 mmPiston stroke: 580mmSpeed: 600 rpmMean effective pressure: 25.9 barPiston speed: 11.6 m/sOutput/cylinder: 1250 kWFuel specification:Fuel oil 730 cSt/50 C

ISO 8217, category ISO-F-RMG-RMK 55

Rated Power: Propulsion engines

Cylinderconfiguration

kW* BHP*

6L46F 7500 10200

7L46F 8750 11900

8L46F 10000 13600

9L46F 11250 15300

*At flywheel

Principal engine dimensions (mm) and weights (tonnes)**

Cylinderconfiguration

A B C Weight (dry)

6L46F 8300 2830 4850 97

7L46F 9120 2830 4850 113

8L46F 10000 3080 5100 124

9L46F 10820 3180 5100 140

** Subject to revision without notice

A = Total lengthB = Total breadthC = Total height (from the bottom of the oil sump to the exhaust gas outlet)

MaintenanceDuring design and development the engine manufactureremphasizes the necessity for easy maintenance byincluding tooling and easy access in the basic design andby providing easy-to-understand instructions.

The Wrtsil 46F maintenance principle is substantiatedby the following:

A cylinder head with four fixing studs and simultaneoushydraulic tightening of all four studs

A hydraulic jack for overhaul of the main bearing Uniform one-cylinder camshaft pieces Slip-on fittings wherever possible Exhaust gas system insulation using easy-to remove

panels on an engine-mounted frame The three-piece connecting rod allows inspection of the

big end bearing without removal of the piston, andpiston overhaul without dismantling the big endbearing

Weight-optimized and user-friendly maintenance tools

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Wrtsil CorporationP.O.Box 196FIN-00531 Helsinki

Tel: +358 10 709 0000Fax: +358 10 709 5700

Wrtsil is The Ship Power Supplier for builders, owners and operators

of vessels and offshore installations. We are the only company with a

global service network to take complete care of customers ship

machinery at every lifecycle stage.

Wrtsil is a leading provider of power plants, operation and lifetime

care services in decentralized power generation.

The Wrtsil Group includes Imatra Steel, which specializes in special

engineering steels.

For more information visit www.wartsila.com

WRTSIL is a registered trademark. Copyright 2004 Wrtsil Corporation.

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Technology reviewDesign philosophy 4Engine performance 5CASS 6Engine block 6Crankshaft and bearings 7Connecting rod 8Piston & piston rings 8Cylinder liner and antipolishing ring 9Cylinder head 10Camshaft and valve gear 10Fuel injection system 12Turbocharging system 14Cooling system 15Lubrication oil system 16Automation system 17Maintenance 19Main technical data 19