Wartsila o e w 34df Tr m

7/29/2019 Wartsila o e w 34df Tr m.

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WRTSIL 34DFENGINE TECHNOLOGY


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INTRODUCTION ............................................................ 4

DESIGN PHILOSOPHY ................................................... 5

THE LEAN-BURN CONCEPT .......................................... 6

EMISSIONS .................................................................. 6

FUEL SYSTEM .............................................................. 6

INJECTION VALVE ......................................................... 7

GAS ADMISSION VALVE ................................................ 8

INJECTION PUMP ......................................................... 8

PILOT PUMP ................................................................ 8OPERATION MODE TRANSFER ...................................... 9

AIR-FUEL RATIO CONTROL ........................................... 9

ENGINE COOLING SYSTEM ........................................... 9

ENGINE LUBRICATION SYSTEM ..................................... 9

ENGINE STARTING SYSTEM .......................................... 9

PISTON ..................................................................... 10

PISTON RING SET ...................................................... 10

CYLINDER HEAD ........................................................ 10

CYLINDER LINER AND ANTI-POLISHING RING ............... 10

CONNECTING ROD AND BIG END BEARINGS ................ 11

ENGINE BLOCK .......................................................... 11

CRANKSHAFT AND BEARINGS .................................... 12

TURBOCHARGER ....................................................... 12

AUTOMATION ............................................................ 12

MAINTENANCE .......................................................... 14

FUELS ....................................................................... 15

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

WRTSIL 34DFENGINE TECHNOLOGYThis is a brie guide to the technical eatures and perormance

o the Wrtsil 34DF engine.

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INTRODUCTIONThe WRTSIL 34DF tri-uel engine is the

ultimate uel exibility engine.

The Wrtsil 34DF is a our-stroke dual-

uel engine that can be run on natural gas,

light uel oil (LFO) or heavy uel oil (HFO).

Moreover, the engine can switch over rom

gas to LFO/HFO and vice versa smoothly

during engine operation. The Wrtsil

34DF is manuactured in confgurations

rom 6L up to 20V giving 435/450 kW percylinder and a total maximum mechanical

output o 9000 kW. The engine speed is

720 or 750 rpm or use with 50 or 60 Hz

applications.

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DESIGN PHILOSOPHY

The new Wrtsil 34DF applies the sophisticated

tri-uel technology incorporated in the reliableand well-tried Wrtsil 32 HFO engine.

The Wrtsil 34DF is designed to provide

high output with uel exibility, low emission

rates, high efciency and high reliability. The

engine unctions are controlled by an advanced

automation system that allows optimum

running conditions to be set independent o the

ambient conditions or uel.

Both the gas admission and pilot uel

injection are electronically controlled. Thisensures that the correct air-uel ratio can be

set or each cylinder individually and that the

minimum amount o pilot uel can be injected

while ensuring sae and stable combustion. All

parameters are controlled automatically during

operation.

The Wrtsil 34DF is designed to meet

customer demands or a sae and uel-exible

engine, running both on gas and on liquid uel.

The Wrtsil 34DF, like all Wrtsil engines,has a simple and straightorward design. Its

piping and external connections have been

minimized, the saety margins are ample,

maintenance is easy and rapid, and the

electronic saety protection system is a built-

in eature. The individually and electronically

controlled valves ensure that all cylinders stay

within the operating window, avoiding knocking

and misfring. This eliminates unnecessary load

reductions and shutdowns.The Wrtsil 34DF is designed to give the

same output whether it is running on natural

gas or on LFO/HFO. For the Wrtsil 34DF

operating on gas, NOX and CO2 emissions are

substantially lower than or an HFO engine.

The engines NOx emissions comply with

the Word Bank guidelines or dual-uel engines

as well as the upcoming IMO Tier II standard.

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THE LEAN-BURNCONCEPTThe Wrtsil 34DF operates on the lean-

burn principle: the mixture o air and

gas in the cylinder has more air than is

needed or complete combustion. Lean

combustion reduces peak temperatures

and thereore NOX emissions. Efciency

is increased and higher output is reached

while avoiding knocking.

Combustion o the lean air-uel mixtureis initiated by injecting a small amount o

LFO (pilot uel) into the cylinder. The pilot

uel is ignited in a conventional diesel

process, providing a high-energy ignition

source or the main charge. To obtain

the best efciency and lowest emissions,

every cylinder is individually controlled to

ensure operation at the correct air-uel

ratio and with the correct amount and

timing o pilot uel injection.

Wrtsil has developed a specialelectronic control system to cope with

the demanding task o controlling the

combustion in each cylinder, and to

ensure optimal perormance in terms

o efciency and emissions under all

conditions by keeping each cylinder within

the operating window. Stable and well-

controlled combustion also contributes to

less mechanical and thermal load on the

engine components.

EMISSIONSCurrent stringent emission regulations demand

the reduction o NOX emissions. In an internal

combustion engine this means controlling peak

temperature and residence time, which are the

main parameters governing NOX ormation.

In the Wrtsil 34DF engine, the air-uel

ratio is very high (typically 2.2). Since the same

specifc heat quantity released by combustion

is used to heat up a larger mass o air, themaximum temperature and consequently NOX

ormation are lower. The mixture is uniorm

throughout the cylinder since the uel and

air are premixed beore introduction into the

cylinders, which helps to avoid local NOX

ormation points within the cylinder. Benefting

rom this unique eature, NOX emissions

rom the Wrtsil 34DF are extremely low

and comply with the most stringent existing

legislation.

FUEL SYSTEM

The uel system o the Wrtsil 34DF triuel has

been divided into three: one or gas, one or liquid

uel and a separate pilot uel system. The Wrtsil

34DF is normally started in diesel mode using

both main diesel and pilot uel. Gas admission

is activated when combustion is stable in all

cylinders. When running the engine in gas mode,

the pilot uel amounts to less than 1% o ull-loaduel consumption. The amount o pilot uel is

controlled by the engine control system. When

running the engine in liquid uel mode the pilot is

also in use to ensure nozzle cooling.

The power plant engine can also be delivered

to start without the liquid uel system. In this

case the engine is started on pilot uel with

gas admission activated when engine is up

in speed. The synchronisation and loading is

done on gas. The pilot uel consumption is

here the same less than 1 % o ull load uel

consumption.

GAS SUPPLY

The natural gas is supplied to the engine

through a valve station. The gas is frst fltered

to ensure clean supply. The gas pressure

is controlled by a valve located in the valve

station. The gas pressure is dependent on

engine load. At ull load the pressure beore

the engine is 3.5 bar (g) or LHV 36 MJ/

m3. For lower LHV the pressure has to be

increased. The system includes the necessary

shut-o and venting valves to ensure sae andtrouble-ree gas supply.

On the engine, the gas is supplied through

large common-rail pipes running along the

engine. Each cylinder then has an individual

eed pipe to the gas admission valve on the

cylinder head.

Gas piping in marine installations is o

double wall design as standard.

DIESEL OIL SUPPLYThe uel oil supply on the engine is divided into

two separate systems: one or the pilot uel

and the other or liquid uel.

Air/fuel ratio

0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2

Knocking

2.62.4

Operatingwindow

45%

2 g/kWh

BMEP(bar) M

isfiring

Thermalefficiency

(%)

NO

(g/kWh)

X

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The pilot uel is elevated to the required pressure

by a pump unit. This includes duplex flters,

pressure regulator and an engine-driven radial

piston-type pump. The high-pressure pilot uel

is then distributed through a common-rail pipe

to the injection valves at each cylinder. Pilot uel

is injected at approximately 900 bar pressure

and the timing and duration are electronically

controlled. The pilot uel system is separated

rom the liquid uel system with separateconnections on the engine. The liquid uel is

separated rom the pilot uel system and is ed to

a normal camshat-driven injection pump. From

the injection pump, the high-pressure uel goes

to a spring-loaded injection valve o standard

design or a diesel engine.

INJECTION VALVE

The Wrtsil 34DF has a twin-needle injection

valve. The larger needle is used in diesel modeor LFO or HFO operation and the smaller or

pilot uel oil when the engine is running in gas

mode and also in liquid uel operation to ensure

nozzle cooling. Pilot injection is electronically

controlled and the main diesel injection is

hydromechanically controlled. The individually

controlled solenoid valve allows optimum timing

and duration o pilot uel injection into every

cylinder when the engine is running in gas

mode. Since NOX ormation depends greatly onthe pilot uel amount, this design ensures very

low NOX ormation while still employing a stable

and reliable ignition source or the lean air-gas

mixture in the combustion chamber.

FUEL INJECTION PUMPS FOR

LIQUID FUEL OPERATION INJECTION VALVES

M

PILOT FUEL PUMP UNIT

BOOSTER

PUMP

UNIT

COMMON

RAILFOR

HIGH

PRESSUREPILOTFUEL

RETURN

FUEL

RETURN FUEL

PILOT FUELTANK

LFO

PRESSURE

PRESSURE

PRESSURE

BOOSTER

PUMP

UNIT

MAIN FUEL TANK

LFO or HFO

Controlsystem

Wrtsil 34DF fuel oil system for light fuel and heavy fuel oil.

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GAS ADMISSION VALVEGas is admitted to the cylinders just beore

the air inlet valve. The gas admission valves

are electronically actuated and controlled by

the engine control system to give exactly thecorrect amount o gas to each cylinder. This

way the combustion in each cylinder can be

ully and individually controlled. Since the valve

can be timed independently o the inlet valves,

the cylinder can be scavenged without risk o

gas being ed directly to the exhaust system.

Independent gas admission ensures the

correct air-uel ratio and optimal operating

point with respect to efciency and emissions.

It also enables reliable perormance withoutshutdowns, knocking or misfring. The gas

admission valves have a short stroke and

specially selected materials, thus providing low

wear and long maintenance intervals.

INJECTION PUMP

The Wrtsil 34DF utilizes the well-proven

monoblock injection pump developed by

Wrtsil. This pump withstands the high

pressures involved in uel injection and has

a constant-pressure relie valve to avoidcavitation. The uel pump is ready or operation

at all times and will switch over rom gas to

uel oil i necessary. The plunger is equipped

with a wear-resistant coating.

PILOT PUMPThe pilot uel pump is engine-driven. It receives

the signal or correct outgoing uel pressure

rom the engine control unit and independently

sets and maintains the pressure at the requiredlevel. It transmits the prevailing uel pressure to

the engine control system.

High-pressure uel is delivered to each

injection valve through a common-rail pipe,

which acts as a pressure accumulator and

damper against pressure pulses in the system.

The uel system has a double wall design with

alarm or leakage.

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LFOGas HFO

liquid fuel to gas

100 %

LFOGas HFO

gas to liquid fuel

INSTANT CHANGE OVER FROM GAS TO HFO MODE WITH THE TRI-FUEL SOLUTION

In the tri-fuel solution the twin injection nozzles are used also for HFO operation.

The LFO pilot is in use also during the HFO operation.

* The time to reach full load on gas depends on duration of HFO operation..

Instant ~0,5 h~0,1 h

~0,5 h

*

~80%

Exhaust waste-gate

Load

Speed

PI

T

TC

P

Exhaust

Air

Engine control

system

The engine can be switched automatically romuel oil to gas operation at loads below 80% o

the ull load. Transer takes place automatically

ater the operators command without load

changes. During switchover, which lasts about

one minute, the uel oil is gradually substituted

by gas.

In the event o or instance a gas supply

interruption, the engine converts rom gas to

uel oil operation at any load instantaneously

and automatically. Futhermore, the separate

Correct air-uel ratio under any operatingconditions is essential to optimum perormance

and emissions. For this unction, Wrtsil 34DF

is equipped with an exhaust gas waste-gate

valve.

ENGINE COOLINGSYSTEMThe 34DF engine has a exible cooling system

design optimized or dierent cooling applications.

The cooling system has two separate circuits:

high-temperature (HT) and low-temperature (LT).

The HT circuit controls the cylinder liner and thecylinder head temperatures while the LT circuit

serves the lubricating oil cooler. The circuits

are also connected to the respective parts o

the two-stage charge air cooler. Power plant

engines o V-type are also available with an open

interace system where the cooling circuits can be

connected separately. This makes optimized heat

recovery and optimized cooling system possible.

The LT pump is always in serial connection with

second stage o CA cooler. The HT pump is always

in serial connection with the jacket cooling circuitBoth HT and LT water pumps are engine-driven

as standard.

ENGINE LUBRICATIONSYSTEMThe Wrtsil 34DF has an engine-driven oil pump

and can be provided with either a wet or dry sump

oil system, where the oil is mainly treated outside

the engine. Marine engines have a wet or drysump depending on the type o application and

power plant engines a wet sump.The lubrication

system including oil cooler, automatic flter and

prelubricating oil pump is built on the engine. A

centriugal flter acts as an indicator o excessive

dirt in the lubricating oil.

For running in, provision has been made or

mounting special running-in flters in ront o each

main bearing.

ENGINE STARTINGSYSTEMThe Wrtsil 34DF engine is provided with a

conventional pneumatic in-cylinder starting

system. Cylinder heads are equipped with starting

valves.

A starting limiter valve prevents the engine

rom starting i the turning gear is engaged.

liquid uel system makes it possible to switchover rom LFO to HFO without load reduction.

The pilot uel is in operation during HFO

operation to ensure nozzle cooling. The pilot

uel consumption is less than 1% o ull load

uel consumption. Switching over to LFO rom

HFO operation can also be done without load

reduction. From LFO to gas operation, the

switch can be made as described above. This

operation exibility is the real advantage o

the tri-uel system.

OPERATION MODE TRANSFER

AIR-FUEL RATIO CONTROL

Part o the exhaust gases bypasses theturbocharger through the waste-gate valve.

The valve adjusts the air-uel ratio to the

correct value independent o the varying

site conditions under high engine loads.

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PISTON

Pistons are o the low-riction, composite type

with orged steel top and nodular cast iron

skirt. The design itsel is tailored or an engine

o this size and includes a number o innovative

approaches. Long lietime is obtained using

Wrtsils patented skirt-lubricating system,a piston crown cooled by cocktail shaker

cooling, and box type sti robust skirt design.

PISTON RING SETMost o the rictional loss in a reciprocating

combustion engine originates rom the pistonrings. The piston ring set in the Wrtsil 34DF

is optimal with respect to both unctionality and

efciency. It is located in the piston crown and

has two compression rings and an oil control

ring. Every ring is dimensioned and profled or

its task. This three-ring concept has proved its

efciency in all Wrtsil engines.

CYLINDER HEAD

The cylinder head incorporates the our-screw

technology introduced by Wrtsil. At high

cylinder pressures, it has proved its superiority,

especially when liner roundness and dynamic

behaviour are considered. It oers reliability

and ease o maintenance. In addition, the mostefcient air inlet and exhaust gas channels

can be confgured with this type o cylinder

head. Cooling water ow has been optimized

to provide proper cooling o the exhaust

valves, cylinder head ame plate and the twin

needle injection valve. This minimizes thermal

stress levels and guarantees a sufciently

low exhaust valve temperature. Both inlet and

exhaust valves are ftted with rotators or even

thermal and mechanical loading.

CYLINDER LINER ANDANTI-POLISHING RINGThe cylinder liner and piston designs are

based on extensive expertise in tribology and

wear resistance acquired over many years o

pioneering work in the design o heavy-duty

diesel engines.

The liners high bore-cooled collar ensures

minimum deormation and efcient cooling.A material and surace honing structure has

been selected or maximum wear resistance

and strength. The anti-polishing ring is located

at the upper part o the liner to minimize the

risk o bore polishing and ensures low and

stable lube oil consumption over the whole

overhauling period.

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CONNECTING ROD ANDBIG END BEARINGSThe connecting rod is a three-piece design

and combustion orces are distributed over a

maximum bearing area. Movements between

mating suraces are minimized.

The pistons can be overhauled without

dismantling the big-end bearing and the

big-end bearing can be inspected without

removing the piston. The three-piece design

also reduces the required height or pistonoverhaul. The big-end bearing housing

is hydraulically tightened, resulting in a

distortion-ree bore or the corrosion-resistant

precision bearing.

ENGINE BLOCK

The engine block is o nodular cast iron,

cast in one piece. It eatures high rigidity,

simplicity and cleanliness. The crankshat

is underslung and gives very high stiness

to the engine block. This provides excellent

conditions or main bearing perormance.

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CRANKSHAFTAND BEARINGS

The increasing cylinder pressures o themodern gas engines call or robustness and

reliability o the crank gear. The bearing loads

are kept conservative by using large pin and

journal diameters, careul optimization o crank

throw dimensions and fllets.

Ample oil flm thickness is maintained in

the main bearings by careul balancing o

the rotational masses and by the use o an

ungrooved bearing surace in the critical areas

o the big-end bearings.

TURBOCHARGER

The Wrtsil 34DF is equipped with the

modular-built Spex (single pipe exhaust)

turbocharging system, which combines

the advantages o both pulse and constant

pressure charging. The interace between

engine and turbocharger is streamlined with a

minimum o ow resistance on both exhaust

and air sides. High-efciency turbochargerswith inboard plain bearings are used, and

the engine lubricating oil system is used or

the turbocharger. The waste-gate is actuated

electro-pneumatically.

AUTOMATION

All engine unctions are controlled by the

engine control system, a microprocessor-

based distributed control system mounted onthe engine. The various electronic modules are

dedicated and optimized or certain unctions

and they communicate with each other via a

CAN databus.

The engine control system oers the ollowing

advantages:

Easy maintenance and high reliability due

to point-to-point cabling, high quality cables

and rugged mounting o engine electronics

Easy interacing with external systems via

a databus

Reduced cabling on and around the engine

High exibility and easy customizing Digitized signals ree rom

electromagnetic disturbance

Built-in diagnostics or easy trouble-

shooting.

MAIN CONTROL MODULE

The core o the engine control system is the

main control module. This is responsible or

ensuring the engines reliable operation and or

keeping the engine at optimum perormance

in all operating conditions such as varying

ambient temperature and gas quality. The

main control module reads the inormation

sent by all the other modules. Using thisinormation it adjusts the engines speed and

load control by determining reerence values

or the main gas admission, air-uel ratio and

pilot uel amount and timing. The main control

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module automatically controls the start and

stop sequences o the engine and the saety

system. The module also communicates with

the plant control system (PLC).

CYLINDER CONTROL MODULE

Each cylinder control module monitors and

controls three cylinders. The cylinder control

module controls the cylinder-specifc air-

uel ratio by adjusting the gas admission

individually or each cylinder.

The cylinder control module measures the

knock intensity, i.e. uncontrolled combustion

in the cylinder, inormation on which is used

to adjust the cylinder specifc pilot uel timing

and gas admission. Light knocking leads to

automatic adjustment o the pilot uel timingand cylinder specifc air-uel ratio. Heavy

knocking leads to load reduction or a gas trip.

MONITORING MODULES

Monitoring modules are located close to

groups o sensors, which reduces cabling

on the engine. The monitored signals are

transmitted to the main control module and

used or the engine control and saety system.

The monitored values are also transerred tothe operator interace on the external control

system.

LDU

LCP

ESM

MCM

CCM CCM

IOM

PDM

Ethernet

Hardwired

connections

Loadsh.

CAN

UNIC C3

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MAINTENANCEThanks to the purity o gas, the Wrtsil 34DF

oers long component lietime and time

between overhauls. Ease o maintenance,

however, has been an essential element in theengines design.

The engine has a large opening into the

crankcase and camshat to acilitate checking

and maintenance. All high-tension bolts are

tightened hydraulically and this approach is

also widely used elsewhere where possible.

Since the main bearing caps are relatively

heavy, each bearing cap is equipped with

a permanently ftted hydraulic jack or easy

manoeuvring o the cap. The ollowing maineatures promote easy maintenance o the

Wrtsil 34DF:

A resiliently mounted insulating box

surrounds the exhaust system. Easy

access to the piping system is obtained by

removing the insulating panels.

The camshat is built o identical cylinder

segments bolted on to intermediate bearingpieces.

A wide range o special tools and

measuring equipment specifcally designed

to acilitate service work are also available.

The pilot pump is located in ront o

the engine, ensuring easy access and

maintenance.

Use o electrically controlled gas admission

valves means ew mechanical parts and no

need or periodic adjustments. The three-piece connecting rod allows

inspection o the big-end bearing without

removal o the piston, and piston overhaul

without dismantling the big-end bearing.

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FUELS

GAS FUEL QUALITY

The Wrtsil 34DF can run on most natural gas qualities. The nominal

design point is a Methane Number o 80. The engine can be operated

on gases with lower Methane Numbers with a dierent perormance.

The Wrtsil 34DF is designed or continuous operation, without

reduction in the rated output, on gas qualities that meet the ollowingspecifcation:

Lower heating value (LHV) MJ/Nm3 > 24Methane number or nominal output 80Methane content, CH4 % vol. > 70Hydrogen sulphide, H2S % vol. < 0.05Hydrogen, H2 % vol. < 3Condensates % vol. 0Ammonia mg/Nm3 < 25Chlorine + uorines mg/Nm3 < 50Particles or solids content mg/Nm3 < 50Particles or solids size m < 5Gas inlet temperature C 0-60

Gas inlet pressure bar (g) 3.5 at LHV 36

LIQUID FUEL QUALITY


reduction in the rated output, on pilot and liquid uels with the ollowing

properties:

Viscosity cSt/40C < 11.0Density at 15C g/ml < 0.900Water % volume < 0.3Sulphur content % mass < 2.0

Ash content % mass < 0.01Vanadium content mg/kg Sodium content mg/kg Conradson carbon residue % mass < 0.3Asphaltenes % mass Flash point, PMCC C > 60Pour point C 6Sediment % mass < 0.07Cetane number > 35


reduction in the rated output, on liquid uels with the ollowing

properties:

HFO 1 HFO 2ISO 8217 DMC RMK55Viscosity, max cSt / 40C 14 - -Viscosity, max cSt / 100C - 55 55Sulphur, max % 2.0 2.0 5.0Vanadium, max mg/kg 100 100 600Aluminium + Silicon* mg/kg 25 (15) 30 (15) 80 (15)WrtsilSodium, max* mg/kg (30) 50 (30) 100 (30)

*Figures in brackets reer to values beore engine

POWER PLANT ENGINES

TECHNICAL DATA 50 HZ/750rpm Unit 9L34DF 16V34DF 20V34DFPower, electrical kW 3888 6970 8730

Heat rate kJ/kWh8048

(8127)*8048

(8127)*8036

(8127)*

Electrical efciency % 44.7 (44.3)* 44.7 (44.3)* 44.8 (44.3)*

TECHNICAL DATA 60 HZ/720RPM

Power, electrical kW 3758 6737 8439

Heat rate kJ/kWh8048

(8127)*8048

(8127)*8036

(8127)*

Electrical efciency % 44.7 (44.3)* 44.7 (44.3)* 44.8 (44.3)*

DIMENSIONS AND DRY WEIGHT WITH GENERATING SET

Length mm 10400 11303 12890Width mm 2780 3300 3300Height mm 3842 4472 4243Weight tonne 77 120 132

Heat rate and electrical efciency at generator terminals, including engine-driven pumps, ISO 3046conditions and LHV. Tolerance 5%. Power actor 0.8. Gas Methane Number >80. * In liquid mode.

WRTSIL 34DF MAIN TECHNICAL DATACylinder bore 340 mm

Piston stroke 400 mm

Cylinder output 435, 450 kW/cyl

Speed 720, 750 rpm

Mean eective pressure 20.0, 19.8 bar

Piston speed 9.6, 10.0 m/s

MARINE ENGINES, IMO Tier II

RATED POWER

Engine type60 Hz 50 Hz

435 kW/cyl, 720 rpm 450 kW/cyl, 750 rpmEngine kW Gen. kW Engine kW Gen. kW

6L34DF9L34DF

12V34DF16V34DF

2 6103 915

5 2206 960

2 5103 760

5 0106 680

2 7004 050

5 4007 200

2 6003 890

5 1906 920

Generator output based on a generator efciency o 96%.

ENGINE DIMENSIONS (MM) AND WEIGHTS (TONNES)

Engine type A B C D F Weight

6L34DF9L34DF

12V34DF16V34DF

5 2806 7506 6157 735

2 5502 5502 6652 430

2 3052 3053 0203 020

2 3452 3452 1202 120

1 1551 1551 4751 475

34475975

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WRTSIL is a registered trademark. Copyright 2009 Wrtsil Corporation.

Wrtsil is a global leader in complete liecycle power solutions or the

marine and energy markets. By emphasising technological innovation

and total efciency, Wrtsil maximises the environmental and economic

perormance o the vessels and power plants o its customers.

In 2008, Wrtsils net sales totalled EUR 4.6 billion with 19,000 employees.

The company has operations in 160 locations in 70 countries around the

world. Wrtsil is listed on the NASDAQ OMX Helsinki, Finland.

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009

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Wartsila o e w 34df Tr m