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
The Wrtsil 34DF is designed or continuous operation, without
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
The Wrtsil 34DF is designed or continuous operation, without
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.
02.2
009
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