TECHNICAL

BULLETIN

Wärtsilä 2-stroke RT-82

Technical Services Issue 3, 04 May 2015

Operation on distillate fuels

At your convenience

Information to all Owners and Operators of all Concerned products

Wärtsilä 2-stroke engines All Wärtsilä 2-stroke engines.
Preventive action
To ensure trouble-free operation of
Wärtsilä 2-stroke engines with distillate
fuels, it is important to read the information
and follow the recommendations stated in
this bulletin.
Validity
Before taking any action, always check the
available on line systems for the latest
revision of this document. Any locally
stored or printed version is considered to
be an uncontrolled document.
Note
This Technical Bulletin Issue 3 supersedes
the Technical Bulletin RT-82, issue 2,
dated 01 December 2014.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414
CH-8401 Winterthur [email protected]
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Contents
Page
1 Introduction 2
2 Emission control regulations 3
3 System proposal of fuel system 5
4 Fuel Change over procedure 7
5 Engine component design considerations 11
6 Possible implications during MDO/MGO operation 20
7 Contacts 23

1 Introduction
This Technical Bulletin RT-82, Issue 3, provides information and guidance concerning
the latest Emission Control Areas (ECA) regulations and fuel changeover of Wärtsilä
2-stroke engines, as well some engine components design considerations to be
followed when using distillate fuels.

NOTE:
This Technical Bulletin Issue 3 supersedes the Technical Bulletin RT-82, issue 2, dated
01 December 2014. Reason:
 The Chapter 3 “System proposal of fuel system” was updated.
 A new troubleshooting chapter entitled, “Possible implications during MDO/MGO
operation” has been added.
 The “starting RT-flex, W-X82 and W-X 92 engines on MDO/MGO” information has
been now integrated in the new mentioned chapter.

Wärtsilä Switzerland allows its 2-stroke engines to be operated on all distillate fuels
supplied under the ISO 8217-2012, with the exception of the distillate grade DMX
which has a viscosity and flash point too low.

The availability of fuels with various sulphur levels depends on the crude oil, the
refining technology and the region. The demand for sulphur content in the Emission
Control Area (ECA) will be decreased below 0.1% in January 2015. Thus, it is possible
that only distillate fuel will be available to meet the sulphur limits. In many aspects
distillate fuels are different to HFO. Generally, the quality of distillate fuel is more strictly
specified and better than residual fuel. Ignition and combustion properties are observed
to be significantly different for this type of fuel compared to heavy fuels.

According to ISO 8217-2012, distillate fuels are categorized as DMX, DMA, DMZ (also
called MGO) and DMB (also called MDO). DMX is a fuel used in some emergency
generators with a lower flashpoint and viscosity, thus it requires additional storage
precautions. Due to the low flash point and viscosity, DMX is not suitable for use in
2-stroke marine diesel engines. DMA, DMZ and DMB are the most common distillate
fuels. These fuels have good ignition properties because of the specified cetane index.
The DMB fuel contains up to 15% HFO and has a lower specified minimum cetane
index. It is important to ensure that the distillate fuel has adequate viscosity and anti-
wear properties in accordance with the ISO 8217:2012 specification.
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The Cetane Number (determined by standardized engine test) or the Cetane Index
(found by calculation) are used to estimate the ignition properties of a distillate fuel.
The ignition and combustion properties are very important for medium-speed and high-
speed engines. Poor quality fuel are now frequently and widely found. The properties of
fuel is at the root of more than 50% of all cases of problem in large 2-stroke engines
(source: Brookes Bell marine investigation and consultancy).
With regards to air pollution, the international maritime legislation is laid out in
MARPOL Annex VI. Within this legislation and with regards to limiting pollution by
sulphur, the maximum sulphur content of the fuel used is defined. Alternatively, if this
cannot be complied with, approved alternative methods can be employed to reduce
sulphur emissions in the exhaust gas. For more information about the latest and
mandatory legislation, see paragraph 2 entitled “Emission control regulations”

ATTENTION:
For additional information about the distillate fuel oil requirements and quality limits at
engine inlet for all Wärtsilä 2-stroke engines, see the latest issue of the
Data & Specifications bulletin RT-126, entitled “Diesel engines fuels”.

2 Emission control regulations

The International Marine Organization (IMO), with the ratification of MARPOL Annex VI
legislation, sets the maximum acceptable limits of sulphur and nitrogen compounds, as
well as the alternative strategies in terms of emission reductions.
The IMO maximum sulphur requirements can be summarized as follows:

2.1 Marine sulphur limits outside Emission Control Areas

Table 1

Date Sulphur percentage (%) limits

From 01.01.2012 3.50% m/m
From 01.01.2020 *1) 0.50% m/m
*1)
Limit will be reviewed to be completed by 2018 to determine the availability of fuel
in compliance with global limit 0.50% in 2020. Based on this information parties will
defer the date of becoming effective until 1 January 2025.

2.2 Emission Control Areas

Table 2

Date Remarks
From 01.07.2010 1.00% m/m sulphur limit
01.02.2012 North America ECA implementation date
US Caribbean sea ECA implementation date (Puerto Rico and
01.01.2014
US virgin islands)
From 01.01.2015 0.10% m/m sulphur limit
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2.3 USA, California and North America Regulation

The California Air Resource Board has defined a region in which only distillate fuels of
grade specific maximum sulphur content are permitted to be used. This region is
24 nautical miles from the California shoreline, or from the shoreline of the Channel
Islands off the California coast.

Table 3

Date MGO (DMA,DMZ) MDO (DMB)

1 August 2012 1.0% by weight 0.5% by weight
1 January 2014 0.1% by weight 0.1% by weight

ATTENTION:
Scrubber technology is not allowed in this area except on an experimental research
basis. CARB regulations will be superseded by IMO legislation in 2015.

2.4 European Union regulation

The 2012 review of the EU legislation included the latest MARPOL Annex VI
regulations with the following additional requirements:

 In EU waters outside ECAs, the fuel sulphur limit will change from 3.50% m/m to
0.5% m/m from 1 January 2020. This is irrespective of any delay agreed by IMO in
relation to the corresponding MARPOL Annex VI requirement. Until that time the
existing 1.50% m/m limit for scheduled service passenger ships remains in place.
The 0.10% m/m sulphur limit will be retained in respect of fuels used by ships while
at berth.
 Fuel with more than 3.50% m/m sulphur will only be allowed to be sold to and used
by ships equipped with an approved closed loop exhaust gas cleaning system (i.e.
no discharge of wash water overboard).

The European Parliament Directive 2009/30/EC defined that as of 1 January 2011 the
sulphur content of fuels used by inland waterway vessels is limited to a maximum of
0.0010% m/m (10 mg/kg).
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3 System proposal of fuel system

Figure 1: System proposal of fuel oil system for all Wärtsilä 2-stroke engines.
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Table 4: Fuel system components from Figure 1

001. Main Engine 020. LSHFO settling tank, heated and

002. Three way valve, Manually or insulated
remotely operated 021.HFO service tank, heated and
003. Fuel oil suction filter, heated insulated
(trace heating acceptable) 022. LSHFO service tank, heated and
004. Low pressure feed pump insulated
005. Pressure regulating valve 023. MGO service tank
006. Automatic self-cleaning filter 10 024. Suction filter
micron, heated (trace heating 025. HFO/LSHFO separator supply
acceptable) pump, with safety valve
007. Flowmeter 026. HFO/LSHFO pre heater
008. Mixing unit, heated and insulated 027. Self-cleaning HFO/LSHFO
009. High pressure booster pump separator 2)
010. Fuel oil end-heater 028. Three-way valve, diaphragm
011. Fuel oil cooler operated
012. Automatic fuel changeover unit 029. Sludge tank
013. Viscosimeter 030. Fuel oil leakage tank
014. Fuel oil filter, 60 micron, heated 033. Self-cleaning MDO separator 2)
(trace heating acceptable) 034. Separator supply pump. With safety
015. MDO settling tank, heated and valve
insulated 035. MDO suction filter
016. Transition pipe adapter 6) 036. MDO-pre heater
019. HFO settling tank, heated and 037. Clean Fuel oil leakage tank 7)
insulated

1)
For draining purposes only. It must be closed for normal engine operation.
2)
Separator capacity is related to the viscosity in accordance with the instructions of
the separator manufacturer and the certified flow rate.
3)
The return pipe can also be connected to the HFO service tank (See Figure 1).
4)
Not required for self-adjusting separator.
5)
No additional valve is required in the drain line to the fuel oil leakage tank.
6)
Installed as required.
7)
A second fuel oil leakage tank can be considered to collect HFO and distillate fuel
leakages separately.
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4 Fuel Change over procedure

When changing over from HFO to MDO/MGO and vice versa, thermal stress of the
related fuel components due to severe temperature changes, must be kept as low as
possible. Too rapid changes in temperature can cause the fuel pump plungers to seize,
which can cause leakages in the fuel pipes. This can also have an effect on the
manoeuvrability of the ship, with a system shutdown being the worst case.

When changing over from one fuel type to another, the temperature gradient of
2 °C/min. should not be exceeded and must be monitored in addition to the required
viscosity grade (minimum 2 cSt for MDO/MGO). In our previous specification, we
accept even a temperature change up to 15 °C/min. However, this higher limit was
based on the consideration that the fuel change-over was not done frequently (only in
exceptional circumstances). These days, when ships enter and leave ECAs more
frequently, it is recommended that the temperature change is kept as close as possible
to 2 °C/min. This will prevent a negative impact on the long-term reliability of
continuous fuel change-over procedures. The temperature gradient must also be
decreased because of the larger differences in viscosity between MGO and HFO,
relative to historical values.

4.1 Automatic fuel change-over

Wärtsilä recommends the use of an automatic fuel change-over unit (preferably
supplied from Wärtsilä), as shown in the system proposal in the Marine Installation
Drawing Set (MIDS) and in Figure 1 of this document. This type of unit has the
functions that follow:

 Internally monitors the fuel temperature

 Controls the operation of the cooler to change the fuel to the necessary viscosity.

If the fuel temperature changes too quickly, (i.e. temperature increase/drop is more
than the recommended 2 °C/min.) the system automatically stops operation
momentarily, then starts again. This keeps the mean temperature change to a
maximum of 2 °C/min. (the target is to achieve an almost linear characteristic). For the
correct installation, setting and appropriate operation refer to the data in the fuel
change-over unit Installation and Operation Manuals.
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The Wärtsilä automatic fuel change-over unit gives the following advantages:

1. The unit enables a fully automatic change-over from HFO to MDO/MGO and vice
versa even at 100% CMCR engine load.
2. A specially shaped orifice in the change-over valve equalizes the pressure
differences in the fuel levels of the tanks (differences in static pressure).
3. The change-over time can be significantly reduced, i.e. a saving of MDO/MGO is
possible.
4. The risk of damage by sudden temperature changes is limited because of built -in
safeguard functions.
5. The end of change-over including flushing is supervised to ensure compliance with
ECA rules.
6. A fuel stabiliser can be installed after separator to prevent fuel incompatibility.

Based on the above mentioned advantages we highly recommend the use of the
Wärtsilä automatic fuel change-over unit. But other third-party systems can be installed
if such systems comply with our specifications. It is not possible to describe the
procedure for all available automatic fuel change-over systems on the market. This is
because the supplier documentation for each system is different. Thus, for the
installation, setting up and operation of the system, the applicable instructions in the
supplier’s documentation must be obeyed.

4.2 Manual fuel change-over

The procedure to do a manual fuel change-over uses a simple 3-way valve. Wärtsilä
does not recommend this method because:

1. During the change-over, the engine power must be decreased (the decreased
power is related to the quantity of fuel in the system).
2. It is difficult to keep the temperature gradient of 2 °C/min. and still achieve the
applicable viscosity. This is because the common 3-way valve operates very quickly.
3. A long term plan about the timing (start and end time) for the change-over procedure
and flushing is necessary to obey the ECA rules. The procedure and data must be
recorded manually and accurately for local authority control.

NOTE:
For more data about the manual change over procedure, refer to the Operation
Manual, Chapter 0270-1/A1.
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4.3 Manual fuel change over from HFO to MDO/MGO

When an automatic change-over system is not installed, or an automatic change-over
system has become defective, do the procedure that follows:

1. When the engine operates with MDO/MGO for a long period, the cylinder lubricating
oil must be changed to an applicable Base Number (BN). For more data about
cylinder lubricating oil, refer to Data & Specifications bulletin RT-138, entitled
“Lubricating Oils”.
2. The fuel change-over must be completed in open waters before entering the ECA
and with sufficient time to complete the system flushing.
3. Trace heating of the fuel system must be set to off approximately one hour before
change-over, to prevent an increased temperature of the fuel pipes. The accurate
time is related to the pipe diameter and waste heat in the system. The viscometer
setting must be increased to 17 cSt to decrease the temperature of the HFO.
For W-X35, W-X40, W-X62 and W-X72 engines this setting value must be increased
to 20 cSt.
4. All heating sources in the system (e.g. the fuel heaters) must be set off some
minutes before the change-over.
5. During Manual change-over from HFO to MDO/MGO decrease the engine power
(e.g. according to service experience in the range of 40% to 50% CMCR power).
The power to which to decrease is related to the total quantity of the fuel circulating
in the system, i.e. the bigger the mixing tank, the less decrease in load is necessary.
6. The recommended maximum temperature decrease of 2 °C/min. must be kept
during the change-over procedure.
7. If a continuous temperature change of maximum 2 °C/min. is not possible (after
each step of temperature change), keep the temperature change constant at a
maximum of 2 °C/min. The target is to get an almost linear property.
8. If the cooler is not started, a small viscosity decrease below 2 cSt cannot be
prevented. Thus when the fuel is at a temperature near the applicable value, you
can start the cooler slowly. This will give a linear and smooth temperature change
and minimum viscosity.
9. Normally the fuel return from the engine goes back to the mixing unit. If the return
goes back to the service tank, do not change-over the return to the MDO/MGO
service tank before the entire system (e.g. all system components such as pumps,
filters etc.) are completely flushed and filled with MDO/MGO.
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4.4 Manual fuel change-over from MDO/MGO to HFO

1. When the engine operates with HFO, the cylinder lubricating oil must be changed to
an applicable Base Number (BN). For more data about cylinder lubricating oils, refer
to Data & Specifications bulletin RT-138, entitled “Lubricating oils”. Monitor the fuel
return to make sure that HFO does not go into the MDO/MGO service tank.
2. Set the Trace Heating to ON immediately before the first step of the change-over
procedure. Engines with very large fuel rails take longer for the fuel to increase in
temperature.
3. Move the 3-way valve from MDO/MGO to HFO. HFO will then flow into the system.
When the Viscosimeter is set to 13 cSt, the pre-heater will start to operate to
achieve that.
4. The recommended maximum rate of temperature increase is 2 °C/min. during the
change-over procedure. If a continuous temperature change of 2 °C/min. is not
possible after each valve adjustment, make sure that the fuel temperature is stable.
If the temperature is stable, you can then continue the procedure. This will keep the
mean temperature change to 2 °C/min.
5. It is recommended that the engine power stays at less than 75% CMCR (This has
been established from service experience). The decrease of the engine power is
related to the total quantity in the fuel system i.e. the larger the mixing tank, the less
decrease in load is necessary.
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5 Engine component design considerations

All Wärtsilä engines can operate with the fuels listed in the Data & Specifications
bulletin RT-126, entitled “Diesel engine fuels”.

This paragraph gives data about fuel-related issues such as engine design and
leakage problems.

5.1 General aspects

On all engine types there are components in the fuel injection system where fuel will
leak from the pressurized system. This is normal and intended. Such design avoids
wear-sensitive sealing rings etc. (advantage regarding maintenance). Basically, the
sealing between moving parts is done by small clearance.

Using distillate fuels or fuels with very low viscosities, an increased leakage will occur
compared to normal HFO operation. Changing from HFO to MGO can temporarily
increase the leakage flow by a factor of 10 when the fuel has a low viscosity (and the
components have a high temperature). The leakage flow of MGO that has a viscosity of
3 mm2/s is five times more than HFO that has a viscosity of 15 mm2/s.

Clearances are in the magnitude of 0.01 mm. Careful manufacture and handling is
necessary. Usually the parts are matched and cannot be exchanged between
components (e.g. plunger and barrel). Small changes of clearance within the specified
tolerance band will cause large changes in leakage flow. The clearance is proportional
to the flow leakage cubed as shown in the below example:

Assuming a certain leakage gap with a specified clearance between 0.008 mm and
0.012 mm, if the leakage flow is 1 ml/min for the smallest specified clearance, for the
largest specified clearance the leakage flow is 3.375 ml/min.

Leakage flow = (clearance)3

0.012 3
leakage (large clearance) = leakage (small clearance) * ( ) = 3.375 ml/min
0.008

During an operation period of some years, there will be a small increase in the
clearance because of wear of components. This will cause a greater leakage flow
compared to new components. Incorrect fuel treatment on board or fuel that is not
within specification can increase the wear rate. This will also cause greater leakage
flow and as a result the early replacement of components.

Also, a sudden change of temperature can have an effect on small clearances. This
can cause moving parts to seize. Wärtsilä's instruction for fuel change-over ensures
safe transition from one fuel type to another.
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Fuel leakages can be divided in three groups:

1. Unwanted leakages: this is mostly leakage from incorrectly installed high pressure
(HP) pipes. These pipes are designed with a double wall or with protection hoses. If
there is damage to the HP pipes, loose sealing surfaces or incorrect installation,
leakage will drain safely and an alarm will be activated. On some engine types,
overpressure safety valves are installed, which drain the fuel to the fuel leakage or
fuel return system. During usual operation, this type of leakage must be zero. For
more data, refer to the applicable engine Manuals.

2. Leakages, which are returned to the pressurized fuel system. This is usual engine
operation. It will usually not be noticed by operator as a “leakage”, because it
automatically returns to the normal fuel system (e.g. fuel leakages from the injector
needle).

3. Leakages, which must be drained from the engine without backpressure. Also this is
usual leakage (e.g. from fuel pumps). Usually the leakages give in paragraph 1 are
connected to the same leakage tank. If the fuel drains into an isolated fuel drain
tank, the fuel can be used again, but not if the fuel has drained into a common waste
oil tank. The separate drain tank for such fuel leakages is standard for Wärtsilä’s
interface recommendation. Before changing fuels, it is recommended, that all
affected tanks are empty and the possibilities of mixing fuels are minimized.

During engine operation, the change of fuel between HFO and MGO will have an effect
on some performance parameters.

 Satisfactory combustion can change the quantity of injected fuel mass.

 Fuels DMA, DMZ, and DMB have lower densities than HFO, which results in a net
decrease in the calorific values per volume.
 Density of HFO is decreased compared to nominal values (normally given at 15 °C)
because the temperature of the fuel must be increased to get the applicable
viscosity.
 Fuel leakages are larger, when engines operate with MGO/MDO compared to HFO.

This causes a small increase in volume of MGO/MDO, which must be injected

compared to HFO. This (small) difference can be seen when the fuel command signal
(RT-flex engines) or load indication (fuel pumps on RTA engines) are compared. This
data is described in the paragraphs that follow.
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5.2 RTA engine design

RTA fuel injections pumps use dedicated valves to control the start and stop of
injection. Fuel leakage appears at the plunger and guide of the pushrods for suction-
and spill valve. The leakage of fuel cannot mix with the lubricating oil. If all drains are
clear leakage is collected and drained from intermediate space in the fuel pump.

1 6

1. Suction valve 4. Leakage from delivery valve

2. Leakage from suction valve 5. Spill valve
3. Delivery valve 6. Leakage from spill valve
Figure 2: RTA fuel injection pump common leakages

Regular checks must be done to make sure that:

 The bottom spring carrier plunger has no fuel residue that can decrease the fuel
drainage.
 All drain bores in the spring carrier umbrella are clear.

Do a check of the relief valve (safety valve) on RTA injection pumps for indications of
operation (because of overpressure). Refer to the Operation and Maintenance
Manuals.

ATTENTION:
RTA82, RTA38 and RTA48 engines have fuel injection pumps with the jerk-type
plunger. For more data, refer to the applicable Operation Manual.
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A higher load index can be related to an increased terminal shaft position of the
governor. On some engines, this could put a limit on the engine load because of the
governor torque and/or scavenge air limiters. If an engine must operate on low
viscosity fuels for a long period, it could be necessary to adjust the governor. The
crankshaft torque must not be more than the maximum limit during a change-over back
to standard fuel. Speak to the nearest Wärtsilä representative if the procedures above
are necessary. Refer to the Technical Bulletin RT-121, which specifies the relation
between the engine and propeller.

When low viscosity fuel is used, different ignition properties can be seen compared to
HFO operation. This can result in high firing pressures which can have a negative
effect on the reliability of the piston rings and other combustion space components.
When a low viscosity fuel is used, measure the firing pressures and retard the timing to
compensate this peak, or operate at decreased power output of approximately
75% MCR maximum. On all RT-flex, RLA, RLB, most RTA and some RND-M engines
the FQS can be used to retard the timing. On all other RTA engines without FQS,
adjust the fuel pump cams to retard the timing.

The pressure increase is different for each engine type and rating. Use the original
Factory Acceptance Test and or sea trial data for the reference values. If this data is
not available, speak to Wärtsilä representative to get the data. Also, refer to the
Operation Manual, 0420-1/A1 “special procedures during operation” about these
engine adjustments. The pressure compensation procedure must be done for each
batch of fuel (all grades), which will help to get the best engine performance.

Another source of leakages from the high pressure system is the fuel injection valves,
where fuel leaks along the needle guide in the nozzle element. This fuel drain is not
connected to the leakage system. This part for the fuel pipes of RTA engines is
connected to the fuel outlet of the engine (to the fuel circulation system). Therefore
operators will not see this fuel quantity as leakage. Usually, this part of the fuel system
has a pressure of between 4 bar and 5 bar to prevent cavitation damage in some areas
of the injector.
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1
2

1 Tappet
2. Leakage in the tappet carrier
Figure 3: Injection valve – common leakage

5.3 RT-flex, W-X82 and W-X92 engine design

The fuel injection operation and fuel leakage system on RT-flex, W-X82 and W-X92
engines is different to the RTA engines. Fuel leakages can appear in some of the
components of the fuel injection system for RT-flex engines such as:

 Fuel leakage from HP pipes that drains to the overflow tanks

(Monitored, there must be no flow from that area during normal operation).
 Fuel leakage from the injection control units (ICU), that drains to the overflow tank
(Monitored, there is a continuous flow of fuel, when fuel rail is pressurized).
 Fuel leakage from the HP fuel pumps, that drains to the overflow tank
(Not monitored, there is a continuous flow of fuel).
 Fuel leakage from the injectors, which returns to the pressurized fuel circulation
system.

Other leakages in monitored areas are connected to the sludge tank (e.g. the rail unit,
where there can be fuel and servo oil leakage or dirt). The clean oil leakage from the
servo oil system drains back to the oil system. During usual engine operation, there
must be no leakage from this part of the pipe system. For more data, refer to the
Operation and Maintenance Manuals.
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There are different generations and design variants of ICUs installed on RT-flex
engines. All ICUs are connected to the drain system to the overflow tank. No back-
pressure is permitted in this area. Fuel leakage that flows from this area is part of usual
operation, see Figure 4.

2 5 6

3
1

1. ICU block 4. Injection Control Valve (ICV)

2. Injection control piston 5. Distance pin
3. Leakage from the piston rod guide 6. Leakage from distance pin
Figure 4: Injection Control Unit size 0 for RT-flex48T-D, RT-flex50, RT-flex50-B and
RT-flex50-D engines

Other ICUs with a different functional design have an added leakage connection that is
connected to the pressurized fuel system. This permits the decrease of the fuel
leakage quantity to the overflow tank. An example of the ICU from an RT-flex82T
engine is shown in Figure 5.
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3 2
1

1. Injection Control Unit 3. Fuel return to system (4 bar to 5 Bar)

2. Fuel leakage connection without back
pressure
Figure 5: Injection Control Unit size 3 for RT-flex82T

Leakage drains that are not pressurized are usually part of the system that monitors
fuel leakage of the HP pipes. Level switches monitor and identify these leakages. Make
sure that all drain pipes and bores are clear, which will prevent alarms that are not
necessary. The leakage flow will increase, when MGO/MDO is used. The steam trace
heating must be set to off every time when low viscosity fuel is used (some engines
might have an electrical trace heating or thermal oil instead of steam). Otherwise
excessive leakage flow will appear and damages to fuel injection components might
happen.

Increased leakage through from ICUs causes a faster pressure decrease in the fuel
rail, when the engine is stopped. This can cause a small increase in the starting air
when manoeuvring.
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Fuel leakages also drain from the fuel pumps installed on the supply unit. Fuel will leak
through the small gap between pump cylinder and plunger. As with any other
component, leakage flow will increase when MGO/MDO are used compared to HFO
operation.
Increased leakage from fuel pumps does not have an effect on engine performance.
These fuel pumps supply fuel to keep pressure in the fuel rail. There is no effect on
injection timing etc. The pressure controller for the fuel rail will automatically
compensate the leakage from the fuel pumps and ICUs. This will have the effect of a
higher actuator position.
The fuel pump has an isolated drain space with O-rings. Make sure these O-rings are
in good condition. The oil leakage drains from the engine through the drain pipes. It is
necessary to ensure drains are clear (refer to the related Operation and Maintenance
Manuals).
When the engine is running on DMA, DMZ or DMB grade fuel and the fuel change-over
is completed, the remaining heavy fuel can be drained. Trace heating must be set to off
when engine is running on low viscosity fuels. Ensure this is set to ON again for the
use of HFO.
The combustion will change compared to HFO and allowance must be made for high
firing pressures. Refer to the Operation Manual in the section 0420-1/A1 Special
Procedures during Operation to get information about these engine adjustments.
RT-flex electronically controlled engines can be adjusted to achieve the correct
maximum pressure by making adjustments using the software.

4
1

5
3

1. Low pressure fuel inlet 4. Low pressure fuel outlet

2. Fuel leakage outlet 5. Lube oil inlet
3. Lube oil inlet and bore for lifting device 6. High pressure fuel outlet
Figure 6: Fuel oil pump
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Leakages from injectors on RT-flex engines are almost the same as those on RTA
engines. The drain pipes are connected to the fuel circulation system and this drain is
not seen as leakage. Fuel injectors of different designs are installed on different
engines. On some engines, the needle element in the injector looks the same as those
installed on RTA engines. Others have a spiral groove applied to the needle. The
design of the needle element has an effect on the flow rate to the fuel system, which is
considered in the design during engine development.

2
2

1. Injectors without groove in the needle 3. Fast injector

2. Injectors with groove in the needle
Figure 7: Different designs of fuel injectors

When the pressure to open an injector is adjusted, you can see the leakage. When the
capacity of the pump is low, it is possible that the pressure to open the injector is not
sufficient when low viscosity test fluid is used. In these conditions, use oil that has a
higher viscosity, which will decrease the leakage flow during the adjustment procedure.

5.4 Summary of leakage and design conditions

 On RTA and RT-flex engines, it is usual for fuel leakage to drain to the overflow
tank. The wide range of operation conditions, one value cannot easily be given as a
guideline.
 Low viscosity fuels used during operation will cause a higher flow rate of fuel
leakage.
 During change-over from HFO to MGO/MDO, the leakage flow can increase
temporarily.
 Usually, it is not necessary to measure the leakage. The operator will know when
there is too much leakage when the contents of the leakage drain tank must be
moved to the service tank more frequently.
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6 Possible implications during MDO/MGO operation

All Wärtsilä 2-stroke engines are designed and validated for full operation on both,
distillate and heavy fuels. However, some problems may appear depending on the
condition of certain engine components. In this chapter, some explanation and advice
is described for troubleshooting of the engines.

6.1 High fuel leakage flow from ICUs (all RT-flex, W-X82 and W-X92 engines)
An increase of the fuel leakage by a factor 10 during changeover and a factor 5 on
engines running with MGO is easily possible compared to HFO. This does not present
a problem for the high pressure fuel pumps because they will compensate the
increased demand by higher output. Additional leakage by worn components inside
ICUs usually do not present a problem. However, some cases have been reported from
small and medium bore engines (RT-flex50, RT-flex58) where excessively worn ICVs
lead to a very large leakage flow. This can result in engine starting problems on MGO.

In such cases, it is helpful to identify the most worn ICU(s) and replace it with the spare
ICU available on board. In order to identify the most worn ICU(s), measure the leakage
flow of all ICUs (an instruction is available from Wärtsilä Services if needed). Too high
fuel temperatures must also be avoided. With lower fuel temperature, a higher fuel
viscosity can be achieved and therefore, less fuel leakage. Furthermore, it may help to
modify and improve the starting parameters in the remote control system for such
temporary situation (allowing a longer start to build up sufficient fuel rail pressure and
allowing higher speed on starting air to increase fuel delivery from the high pressure
fuel pumps).

For more information about the ICU troubleshooting, check the bulletins RT-124,
RT-155 and RT-175, entitled “Troubleshooting & maintenance on Injection Control Unit
(ICU)”.
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6.2 Deteriorated rail valve performance at low temperature (all RT-flex, W-X82 and
W-X92 engines)
Although the temperature of the supplied servo oil / control oil is almost the same
during MGO or HFO operation, the effective operating temperature of the rail valves on
the ICU is considerably lower during MGO operation, especially when an engine is
started the first time after port stay. Depending on the actual temperature and operating
conditions, oil properties and rail valve condition (e.g. wear), the rail valve reactions
can be slower than on HFO operation (the indicated rail valve on-time in flexView will
increase). If a rail valve becomes so slow that it is not capable to close sufficiently, the
connected ICV will remain open and fuel injection will finally be stopped by the fuel
quantity piston for this particular cylinder (FQ piston stuck in max. position will be
indicated in flexView).

The rail valves with slow behaviour can be identified in flexView and must be replaced
with new ones if the situation does not improve after some time. It is recommended to
adjust the oil temperature as high as allowed and avoid too low temperature in the
engine room as far as possible.

The first start on MDO/MGO may be hampered due to cold ICU control oil. In case of
such experience, repeatedly activate in flexView “Fuel Venting (all)” and manually
open/close the exhaust valves several times before engine start.

NOTE:
To ensure a good rail valve performance for the increasing demand of MGO operation,
Wärtsilä has pro-actively improved the acceptance criteria for the quality test of all rail
valves. The test is defined newly at 20 °C instead of the previous 40 °C test condition.

For more information about the rail valve troubleshooting, check the bulletin RT-175,
entitled “Troubleshooting & maintenance on Injection Control Unit (ICU)”, in the
chapters 6.3 and 6.4.
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6.3 Leakage on the Fuel Oil Pump cover

Some cases of high leakage on the fuel pump cover of RT-flex engines has been
reported to Wärtsilä services after the ECA regulations became effective in January
2015. This leakage is caused by brittle O-rings in the valve block unit, especially the
lower one between the upper pump housing and the valve block, see Figure 8. The
possible causes of the brittle O-rings are:

 Too high fuel temperature

 Too quick change of temperature during the fuel changeover
 Quality of the O-rings after certain amount of running hours

In such cases it is not necessary to replace the complete pump but instead, replace the
damaged O-rings. Wärtsilä Services recommends to have enough O-Ring spare parts
on board to be able to replace them as soon as the leakage is detected and avoid any
loss of fuel.

1. Fuel pump 3. O-rings

2. Fuel pump cover
Figure 8: Affected O-rings on fuel pumps

The O-rings can be ordered with the spare part number stated in the spare part code
book in chapter 5556 – 1. In case you require any assistance, contact the nearest
Wärtsilä Service representative.
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7 Contacts
7.1 How to contact Wärtsilä
For questions about the content of this Technical Bulletin, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest Wärtsilä
representative.
If you do not have the contact details at hand, please follow the link “Contact us” – “24h
Services” on the Wärtsilä webpage:
www.wartsila.com

7.2 Contact details for emergency issues

7.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
[email protected]
or phone 24hrs support: +41 52 262 80 10.

7.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
[email protected]
or phone 24hrs support: +41 79 255 68 80.

7.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please contact your nearest Wärtsilä
representative or your key account manager.

© 2015 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Switzerland Ltd.
makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.

Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is to be construed as
provided due to a defect of the product, but merely as an improvement of the product and/or the maintenance procedures relating thereto.
Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such
actions will thus be at the owners/operators own cost and expense.

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION
PURPOSES ONLY.