TECHNICAL

BULLETIN
RT-124

Wrtsil low-speed engines

Services 2-stroke

Issue 1, 03.04.2012

Troubleshooting & maintenance

on Injection Control Unit (ICU)
Information to all Owners and Operators of
Wrtsil RT-flex96C-B and RT-flex84T-D engines

Next opportunity
Concerned components
Injection Control Units (ICUs) of Wrtsil
RT-flex96C-B and RT-flex84T-D engines.
Current situation
This Technical Bulletin provides important
information about fault finding, repair and
maintenance possibilities of an ICU on
board or ashore.
Outlook
During the second half of this year 2012,
Wrtsil will introduce new Maintenance
Concepts for ICUs. The implementation of
the new concepts will allow to extend the
inspection and maintenance intervals for
the ICU (TBO) and thus to lower the
operating cost.
Note
Please consult also the General
Information bulletin RT-119, informing you
in
detail
about
the
component
remanufacturing services.

Wrtsil Switzerland Ltd.

PO Box 414
CH-8401 Winterthur

Tel (24h): +41 52 262 80 10

Fax: +41 52 262 07 31
technicalsupport.chts@wartsila.com

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Contents
Introduction
Terms and glossary
Conditions for effective troubleshooting
Alarms
Countermeasures
ICU storage
ICU replacement criteria
Maintenance on ICU size IV
Appendix
Contacts

Page
2
2
3
4
4
12
13
16
17
17

Introduction
This guideline summarises the checks recommended to investigate possible
causes in case of alarms indicating improper function of the ICU.
Unnecessary costs may be avoided by simple rectifying actions instead of an ICU
replacement and shipping to a Wrtsil service centre; e.g. exchange of available
spare parts or a proper understanding of the alarms.
Should a problem not be rectified by the described countermeasures, however,
replacement of the ICU must be taken into consideration.
In Service Bulletin RT-flex-06, Reconditioning of Injection Control Unit, some of
the possible failures are described. The description below repeats the
recommendations and provides an update by including the latest available
experience.
Attention:
When working on ICUs or the fuel oil system in general, the fuel oil system must
be pressure-less! The engine must be stopped and the fuel booster and bearing
oil pumps stopped.
Safety measures are to be taken according to the Maintenance Manual Group 0,
Chapter 00111/A1, delivered with the engine.
Furthermore this Technical Bulletin offers information on the maintenance criteria
for the Injection Control Unit (ICU). It is applicable for RT-flex96C-B and RTflex84T-D engines. The Time Between Overhaul (TBO) of the ICU is given for
normal operating conditions with fuel oils within the specifications (refer to the
Operating Manual). After this period, maintenance will become necessary.

Terms and glossary

Abbreviation
ICU
ICV
FQP
FQ sensor
FQS

Name / Part
Injection Control Unit
Injection Control Valve
Fuel Quantity Piston
Fuel Quantity Sensor
Fuel Quality Setting

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Abbreviation, cont.
RV2
PCV
WECS-9500
WECS-9520
E85
Size IV

Name / Part
Rail Valve
Pressure Control Valve
Wrtsil Engine Control System, type 9500
Wrtsil Engine Control System, type 9520
WECS control cabinet E85
Describes the size of the rail unit which covers the
RT-flex96C-B and RT-flex84T-D engines

Table 1

Conditions for effective troubleshooting

Before an effective troubleshooting of ICU related issues is possible, other
causes of malfunction must be excluded, see Table 2.
Component
1. Fuel rail
pressure
failures

2. Fuel pump
actuator
failure

WECS alarms
ME fuel rail pressure sensor #1+2
meas. failure
ME fuel rail pressure meas. failure:
Diff. high
ME fuel rail pressure high
ME fuel rail pressure low
ME fuel rail pressure very low
ME fuel pump actuator failure

WECS fuel command limiter active

3. Insufficient
pump capacity

4. Control oil
system
failures
5. Rail unit
steam tracing
failures
6. Engine
performance
7. Fuel system
failures

Table 2

ME control oil pressure meas. failure

ME control oil pressure low
ME control pressure very low
ME control oil pump # failure
N/A

N/A

N/A

Description
In case of fuel over-supply
from high pressure pumps,
the fuel rail pressure will be
limited by the PCV. High
fluctuations of the fuel rail
pressure possible.
If one actuator fails, the
corresponding pump will
deliver maximum capacity.
This can cause a similar
behaviour as in previous
case 1.
Any failure on the fuel oil
system will change the ICU
performance or render it
completely inoperable.
Any failure on the control oil
system will change the ICU
performance or render it
completely inoperable.
In case of HFO use, rail unit
trace heating must be
operational.
All pressures and
temperatures must conform
to the operating data sheet.
Fuel viscosity at engine inlet
conforms to the specification
(13 to 17 cSt).
Fuel pressure at engine inlet
conforms to operating data
sheet.

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Alarms
Various alarms can appear for several seconds during engine start, in particular
after maintenance work on the fuel injection equipment or on the hydraulic oil
system.
The possible alarms are listed in Appendix 1.
Only if one of these possible alarms persists, troubleshooting as listed in
Appendix 1 should be performed. To each listed alarm a possible cause and
remedy is described. Depending on the result and recommendation the
countermeasure should be performed.

Countermeasures
Depending on the outcome of the troubleshooting and the proposed remedy in
the chapter Alarms, Appendix 1, the respective countermeasure should be
carried-out.

Countermeasure 1 Fuel quantity sensor

The piston rod on the Fuel Quantity Piston (FQP) may require cleaning and
removal of carbon deposits to ensure a smooth movement.
1. Turn off the power for the respective unit in the E85 box.
2. Remove the cable support for the Fuel Quantity Sensor (FQ sensor) cabling,
see Figure 1.

Removal of cable support

1. Cable support location, 2. Remove cable support

Fig. 1

3. Disconnect the cabling for the FQ sensor.

4. Remove the housing, see Figure 2.
Loosen the four fixing bolts (2), i.e. hexagon socket head cap screws
M10x60.
Remove the housing (1) in horizontal direction in order to avoid damaging
the FQP rod.

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Removal of housing

1. Housing, 2. Four fixing bolts M10x60

Fig. 2

5. Cleaning the FQP rod, see Figure 3 and 4.

Material needed for cleaning:
ScotchBrite.
Brake cleaner, Neoval, WD40, Diesel or similar available solvent.
Note:
It is not unusual to find condensed water in the housing area. The condensed
water does not have any influence for the sensor function.
During general engine operation only about 50 to 70% of the FQP stroke is
utilised. As a consequence, fuel deposits will build up on the unused part of
the piston rod, see Figure 3. If a sudden increase in stroke occurs, the fuel
deposits can lead to a sticking piston in its maximum position.
Contaminated piston rod

1. Fuel deposits on piston rod

Fig. 3

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Cleaning procedure:
Soak the deposits with cleaning solvent.
Use ScotchBrite or similar to remove deposits.
Carefully clean the piston rod from any particles.
Lubricate the piston rod with lubricating oil.

Cleaning of piston rod

1. Cleaning with ScotchBrite, 2. Cleaning solvent, 3. Clean piston rod with

cloth
Fig. 4

6. Confirm movement of the FQP.

After cleaning, confirm smooth running of the piston by hand (full stroke and
turn 360).

Free movement check of piston

1. Full stroke movement, 2. Turn 360

Fig. 5

Note:
If a new Fuel Quantity Sensor (FQS) was delivered and needs to be installed,
read the fitting instructions delivered with the new FQS. The instruction is located
in the same box as the sensor with measurement tube and other consumable
parts.

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7. Connecting elements
Two different designs of connecting elements are present on the Wrtsil
ICUs. The old type will be replaced by the new connecting element type at the
time the old ICU is returned to Wrtsil for remanufacturing.
The difference of the connecting elements is that the old type is screwed with
a locking nut, see Figure 6, and the new type is bolted together with a
hexagon screw, see Figure 7.
7a) Old type connecting element:
Check if the measurement tube (1) is correctly tightened.
If the torque is not correct, retighten the measurement tube (1) against the set
screw (4) of the piston rod (2) with a torque of 5 Nm and the M5 locking nut (3)
with a torque of 2 Nm.
Old type connecting element

1. Measurement tube, 2. Piston rod, 3. M5 nut, 4. Set screw, 5. Torque spanner

Fig. 6

7b) New type connecting element:

Check if the M5x45 screw (4) is correctly bolted and not loose. Do not
retighten the M5x45 screw.
In case the M5x45 screw is loose, remove the screw and clean the threads
thoroughly. Apply securing agent (Loctite 648), re-install the screw and tighten
it with 6 Nm. Make sure the two distance sleeves (3) are in place.
New type connecting element

5
2

1. Measurement tube, 2. Piston rod, 3. Distance sleeves, 4. Screw M5x45,

5. Torque spanner, 6. Flat surface for spanner size 8 mm
Fig. 7

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Note:
The piston rod has to be blocked by an 8 mm spanner at the flat surface behind
the connecting element depending on the piston type. Special care has to be
taken in order to prevent damaging the piston rod.
8. Reassembly of the housing:
Place the greased O-ring (1) on the intermediate flange (2) and fit the
housing (3).
Reassembly of housing

1. O-ring, 2. Intermediate flange, 3. Housing, 4. Four fixing bolts M10x60

tighten crosswise with 30 Nm
Fig. 8

After installing the housing (3), check that the aluminium measurement tube is
in the centre of the housing. Small adjustments can be done by tightening the
four fixing bolts (4) additionally, see Figure 8.
9. Plug in the cable and re-install the cable support.

Countermeasure 2 Fuel quantity sensor replacement

1. Disassembly procedure of the FQS as described in Countermeasure 1,
Point 1 to 3.
2. Slacken and remove the six screws (1) on the holder (2) and FQS (3).
Removal of holder and fuel quantity sensor
1

1. Screws, 2. Holder, 3. Fuel Quantity Sensor (FQS), 4. Housing

Fig. 9

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3. Replace the FQS with the new one.

Note:
The new Fuel Quantity Sensor (FQS) is located in a special box. Read the fitting
instructions delivered with the new FQS. The instruction is located in the same
box as the sensor with measurement tube, holder, O-rings and other consumable
parts.
Brief assembly procedure, extract from the detailed instructions delivered with
the new FQS:
1. Remove the fuel quantity sensor (1) from the special box (2).
2. Place the greased O-ring (3) on the FQS (1) and install the sensor.
Location of the new fuel quantity sensor

1. FQS, 2. Special box, 3. O-ring

Fig. 10

3. Screw the holder (2) with the FQS (3) down on the housing (4).
Reassembly of the fuel quantity sensor with holder
1

1. Screws, 2. Holder, 3. Fuel Quantity Sensor (FQS), 4. Housing

Fig. 11

4. Tighten the six screws (1) of the holder (2) and FQS (3) crosswise with
20 Nm, see Figure 11.
5. Finally plug in the cable and re-install the cable support.

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Countermeasure 3 Rail valve replacement

Grease the O-rings (3) and install the rail valves (1) to the valve unit (4). Tighten
the four screws (2) crosswise with 4 Nm.

Remark:
Two different mounting executions of the rail valve were applied in the past. One
is with an intermediate mounting plate and the other is directly fixed to the ICU
pre-control block. Todays common execution is the one directly fixed to the ICU
pre-control block.

Check on your ICU if an intermediate mounting plate is installed or not.

By replacing the rail valve, the same condition has to be maintained as before
dismantling.
Depending on the execution with or without intermediate mounting plate, the
screw length differs:
Screw length with intermediate mounting plate: M4x20
Screw length without intermediate mounting plate: M4x16

Replacement of the rail valves, execution without intermediate mounting plate

2

1. Rail valves, 2. Screws tighten with 4 Nm, 3. O-rings, 4. Valve unit

Fig. 12

Countermeasure 4 Reset of fuel quantity piston

Sticking Fuel Quantity Piston (FQP) in maximum position.
In some cases the FQP can be reset by the following steps:
1. Release Fuel Oil (FO) rail pressure by:
Stopping the engine 0 rpm.
Stop the main engine FO booster pumps.

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2. Check that the FQP has returned to the minimum position by:
Removing the fuel quantity housing, see Countermeasure 1 Point 4.
Pull the piston all the way out by hand.
Note: If there is still pressure in the FO rail, the piston cannot be moved.
Install the fuel quantity housing, see Countermeasure 1 Point 8.
Re-install the cable support.
3. Vent the affected ICUs manually via the USER-page in flexView.
4. Start the FO booster pumps.
5. Start the engine.

Countermeasure 5 Replace and return the ICU to Wrtsil warehouse

If none of the above mentioned countermeasures could solve the problem, it
should be taken into consideration to replace the ICU with a new or
remanufactured one. Return afterwards the non-working ICU to a Wrtsil
warehouse.
Note:
The process how to act when ordering or returning a non-working ICU is
described in Technical Bulletin RT-119, Issue 1, dated 17.01.2012, entitled
Component remanufacturing services.
For your convenience find here a summary of the steps to be taken:
1. Send an order for a remanufactured ICU to your normal Wrtsil sales contact
or representative.
Send information about vessel name, engine type & number, required
delivery time and place.
When you return used ICUs, send information about where you intend to
land or deliver to and running hours of ICU.
2. You will receive an order confirmation.
3. You will receive instructions for the return delivery, including a return delivery
sheet. Please include ALL necessary ICU information in the sent return sheet,
for example existing marking on ICU.
4. Return the ICU in the special wooden transportation box, see Figure 13.
5. Once the used ICU is received in the Wrtsil warehouse together with the
respective transportation box, a Credit Note will be generated as the refund for
a pre-determined amount.
The ICU must be packed and shipped in a special wooden transport box. This
special box protects the ICU from damage and prevents any remaining fuel oil
from leaking out.
The box will be provided by Wrtsil as part of the remanufacturing exchange
concept. If required, additional boxes can be obtained through your Wrtsil
sales contact or representative.
Note:
Used ICUs shall be returned in the specially designed wooden box only, see
Figure 13. The wooden boxes are the property of Wrtsil.

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Wooden transportation box

1. Transportation box property of Wrtsil, 2. Catches for easy opening and

closing without destroying the box and cover
Fig. 13

ICU storage
The spare parts must be carefully protected against corrosion during the storage
time:
The ICU has to be free from any dirt, oil and grease.
Cleaning can be performed manually with the aid of chemical agents.
All blind holes and tapped holes must be plugged.
Plugs applied to holes on ICU

2
1

1. Injection control unit, 2. Plugged holes

Fig. 14

Apply coating liquid (e.g. Dewatering Fluid WA) on the surfaces to be

preserved. A brief description of the coating liquid and how to apply on the
surfaces is mentioned in Appendix 2.
Dewatering fluid can be brushed or sprayed on. It may be applied to moist
surfaces. No harm is done to electronic components or plastics (exception is
Styropor). It is not necessary to remove the protective waxy film when installing
the ICU on the engine. The waxy film will drain at temperatures above some
80 to 90 C.

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The protection by the Dewatering Fluid WA would not be necessary if the ICU is
packed in VCI film which assures sufficient protection, see Figure 15. However,
after transportation the VCI foil is removed and the ICU may be exposed to
adverse climatic conditions on the vessel (intense cold, high humidity,
condensation, etc.) before going into operation.
ICUs packed in VCI film

1. ICU protected and packed with VCI film

Fig. 15

Note:
Store the ICU in a dry room and in a wooden box and/or cover it against
pollution.

ICU replacement criteria

Before evaluating the ICU for possible replacement criteria and being returned for
remanufacturing, it is required that certain engine systems and components are
properly maintained.
Special attention must be given to the following systems and components:
Fuel injectors in good order.
Scavenge air system in clean condition.
Pressure difference of the charge air coolers within tolerable values.
No fouling on turbochargers which would reduce their performance.
Any of the following criteria can be an indicator that the ICU is due for
remanufacturing:
Engine running hours
36,000

Table 3

Recommended maintenance approach

Remanufacturing ashore
(Exchange parts / Remanufacturing)

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ICU leakages are abnormally high.

If the leakage alarm appears, the origin has to be identified by opening the
drain line and measuring the leakage amount from each ICU. This should not
include leakages from tell-tale holes or from the fuel oil high-pressure pipes.
Wear recognition on the ICU.
The messages InjBeginDeviation Cyl#n HI and InjBeginDeviation Cyl#n very
HI are newly implemented into the WECS software Version 32, build 082.
These messages are meant to warn the operator about the advanced wear
rate inside the ICUs. The consequence of this wear is noticeable by the shape
of the injection curves, specifically at the beginning of the curve, see
Figure 16.
Depending on the WECS system, the injection curves can be visualised in
flexView as follows:
WECS system
WECS-9500
WECS-9520

Required steps to visualise curve

Switch access level to Service. Password is flexView
Click on View, select Injection Curve
Select Cylinder number, Select One cycle, Scan
Click on View, select Injection Graph
Select Cylinder number, Deselect Cyclic, Scan

Table 4

Note:
On engines equipped with WECS-9500 or WECS-9520 it is advisable to look
regularly at the "injection curves" in flexView.

Injection curve examples

1. Low wear and still good looking injection curve, 2. Wear signs clearly visible
Fig. 16

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The wear at the control edges might lead to wrong interpretation of the feedback
signal. The assumed injection begin is earlier than the real start of injection (the
indicated assumed injection begin dead-time is calculated shorter than the real
one). The dead-time is an essential part of information needed by the WECS
system to inject the fuel at the correct crank angle position.
This means if the assumed dead-time is shorter than the real dead time, the rail
valve can be activated later in order to achieve the same injection angle. But if
this dead-time in reality is not shorter it will lead to later injection and reduced
Pmax. The prolonged dead-time is an indication of ICU wear.
In order to avoid such situations, a new method of dead-time determination has
been developed and implemented. The WECS system can estimate what would
be the dead-time in optimum condition. This estimation is based on the shape of
the remaining part of the curve. The difference between the measured dead-time
and the estimated dead-time is the so called Injection Dead Time Deviation.
This new feature has been implemented with the software version 31 build 081.
This deviation value is used to compensate the wrong injection angle of aging
ICUs. Even with a worn ICU the correct injection timing is kept. However, this
compensation cannot last forever and at some point the wear becomes higher
than the WECS system is able to compensate. The result can be seen on the
engine performance, namely on Pmax. These two new messages in the flexView
are an indication that the limits of wear compensation are close. This does not
mean that the ICU should be replaced immediately; it gives an early warning to
the operator to have a spare one ready on board the vessel.
Three factors are considered which influence injection timing and consequently
the Pmax. VIT will not be considered here.
Factors and influences to Pmax *)
Factor
Injection begin offset
FQS setting
Automatic wear
compensation

Influence
Negative offset means earlier injection and higher Pmax.
Positive offset means later injection and lower Pmax.
Extends the dead time and therefore causes earlier injection
and higher Pmax.
Causes measured dead time to be shorter than real. This
Actual wear of the ICU
results in later injection and lower Pmax.
*) Table only valid for ICU Step 1. For the identification of the ICU see Table 6.
Table 5

The WECS system can only estimate the stage of wear based on the fuel
quantity piston movements. The real wear is of course more complex. This is the
reason why these are only messages and not actual alarms. Nevertheless, these
messages are good indications that the performance of the ICU is not optimum.
However, the engine can still run thanks to the automatic wear compensation.
The final decision to replace the ICU should be based on the engine performance
in particular, to the ability of the unit to reach the correct Pmax. Therefore the
performance data and indicator diagrams should be checked for correct injection
timing, combustion temperatures and pressures.

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Note:
The automatic wear compensation works only on the WECS-9520 with software
Version 32, build 082 or higher, but not on WECS-9500 systems.

Maintenance on ICU size IV

The general maintenance concept and the remanufacturing process will be
described in a separate Technical Bulletin, entitled Maintenance concepts for
Injection Control Unit (ICU). The release of this bulletin is foreseen for the
second half of this year 2012.
It is important to distinguish between the old type or 1st generation ICU (Step 0)
and the new type ICU (Step 1). The type of ICU for RT-flex96C-B and
RT-flex84T-D can be identified by checking for a groove or recess on the outside
of the Injection Control Valve (ICV).
Identification marks for ICUs
ICU type
Step 0
Step 1

Identification mark
ICVs have a straight surface
ICVs have a groove or a recess

Table 6

ICVs for RT-flex96C-B and RT-flex84T-D engines

1. Step 1 ICV with groove, 2. Groove / recess, 3. Step 0 ICV with smooth surface,
4. Step 1 ICV installed
Fig. 17

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Appendix
1. Alarms
2. Proposed corrosion protective product

Contacts
How to contact Wrtsil
For questions about the content of this Technical Bulletin, or if you need Wrtsil
assistance, services, spare parts and/or tools, please contact your nearest
Wrtsil representative.
If you dont have the contact details at hand, please follow the link Contact us
24h Services on the Wrtsil webpage:
www.wartsila.com

Contact details for emergency issues

Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.
Field service
If you need Wrtsil Field Service, please send your enquiry to:
Ch.Fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.
Spare parts
If you need Wrtsil spare parts and/or tools, please send you enquiry to:
ch.spareparts.wgls@wartsila.com
or phone 24hrs support: +41 52 262 24 02

2012 Wrtsil 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. Wrtsil Corporation 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 is to be construed as
provided due to a defect in the engine, but merely as an improvement of the engine 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 Wrtsil 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.

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Alarms
Any of the following alarms can appear for several seconds during engine start,
in particular after maintenance work on the fuel injection equipment or on the
hydraulic oil system. The following troubleshooting guidelines should only be
considered if these alarms persist.
Alarms and troubleshooting guidelines
Item Possible alarm
ME Injection
Quantity Sensor
# meas. Fail

Possible cause
The alarm is released if the
measured value from the
sensor is lower than 2 mA or
higher than 22 mA. This
means that the signal is out of
range (420 mA) and this
happens with a broken wire or
disconnected sensor.

Remedy / Cause
Check feedback of quantity
sensor. Check plug for tight fit.
Make sure measuring sleeve
is properly mounted on fuel
quantity piston.
Check cabling between E95
box and injection quantity
sensor.
Replace sensor or disconnect
plug temporarily, if feedback is
instable and no spares
available.
Check the mechanical
assembly of the sensor, see
Countermeasure 1.
For sensor replacement see
Countermeasure 2.
ME Inj. Rail Valve The time from the rail valve
Check the cabling between
#.# On Time
activation until the rail valve
the E95 box and the rail valve.
Injection High
core physically moves is
Swap the rail valve with the
called ON Time. Individual
neighbouring unit, if the
On Time value is compared to problem moves along with the
the average value for all rail
rail valve replace it with a new
valves on the engine. If the
one.
individual On Time becomes
If NOT, replace the upper
greater than 170% of the
three cables of the rail valves
average, this alarm is
and replace the sockets on
released.
the corresponding FCM at the
position X11, X13 and X14.
In cold condition the increased
viscosity of the control oil can
cause high On Time.
Make sure that the steam
tracing of the rail unit is open
in case of HFO operation.
For rail valve replacement see
Countermeasure 3.

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Table continued...
Item Possible alarm
ME Inj. Rail Valve
#.# On Time
Return High

Possible cause
The time from the rail valve
activation until the rail valve
core physically moves is
called ON Time. Individual
On Time value is compared to
the average value for all rail
valves on the engine. If the
individual On Time becomes
greater than 170% of the
average, this alarm is
released.

Remedy / Cause
Check the cabling between
the E95 box and the rail valve.
Swap the rail valve with the
neighbouring unit, if the
problem moves along with the
rail valve replace it with a new
one.
If NOT, replace the lower
three cables of the rail valves
and replace the sockets on
the corresponding FCM at the
position X11, X13 and X14.
In cold condition the increased
viscosity of the control oil can
cause high On Time.
Make sure that the steam
tracing of the rail unit is open
in case of HFO operation.
For rail valve replacement see
Countermeasure 3.
ME Inj. Time Too The Injection Time is
Could be the consequence of
Short
measured from the inject
a rail valve failure.
command until the return
Might be too low opening
command. Individual Injection pressure of injector.
Time is compared with the
Cracked atomizer?
average value for the engine. Injector pipe leakage?
If the individual Injection Time This alarm may occur under
becomes less than 60% of the rough sea conditions or quick
average this alarm is
load changes.
released.
ME Inj. Time Too The Injection Time is
Injectors obstructed or with
Long
measured from the inject
too high opening pressure.
command until the return
Possible rail valve failure.
command. Individual Injection Injection through 2 or 1
Time is compared with the
injector only.
average value for the engine. This alarm may occur under
If the individual Injection Time rough sea conditions or quick
becomes greater than 150%
load changes.
of the average this alarm is
released.
ME Injection
Injection timing fail alarm is a Follow items D or E.
timing fail.
consequence of one of the
cylinder #
above items:
D or E.
ME Inj. Quantity This alarm appears if the fuel This can happen if the fuel
Piston,
viscosity is very high (cold fuel
quantity piston does not fully
Late / No Return return after the injection. If the or steam tracing on the fuel
rail is not working).
signal from the quantity
Rough sea conditions with
sensor does not fall below
quick load changes can cause
5.5 mA after the return
this alarm.
command it means that the
Check the mechanical
fuel quantity piston has not
assembly of the sensor, see
returned fully. The alarm is
Countermeasure 1.
delayed for 30 seconds.
For sensor replacement see
Countermeasure 2.

APPENDIX 1

to RT-124
Issue 1, Page 3 / 3

Table continued...
Item Possible alarm
ME Inj. Quantity
Piston,
No Movement
(slowdown)

Possible cause
This alarm appears if the fuel
quantity piston moved less
than 4% during the fuel
injection event. The alarm is
suppressed for 3 revolutions.

ME Inj. Quantity
Piston, Stuck In
Max. Pos.
(Inj.cut-off+SLD)

This alarm appears if the

signal from the sensor is
higher than 18 mA. It means
that the fuel quantity piston
just performed a full stroke
and did not return.

ME Injection
quantity piston
fail. cylinder #

This is a consequence of one

of the items:
G, H or I.

Remedy / Cause
In case of very low load the
amount of fuel injected is very
little and this alarm is normal.
Possible rail valve failure.
High viscosity fuel.
Sticking fuel quantity piston.
Rough sea conditions.
Check the mechanical
assembly of the sensor, see
Countermeasure 1.
For sensor replacement see
Countermeasure 2.
This can happen if the return
command was not performed
for some reason.
It can be due to rail valve
failure (if the rail valve stays in
inject position).
It can happen if the ICV is
stuck in open position.
Control oil return pipe is
restricted or closed.
High fuel viscosity.
Leaking injectors or pipes.
Check the mechanical
assembly of the sensor, see
Countermeasure 1.
For sensor replacement see
Countermeasure 2.
If this alarm appears at
standstill, follow the procedure
in Countermeasure 4.
Follow items G, H or I.

Table 1

Note:
The countermeasures are described in the Technical Bulletin RT-124, Issue 1,
dated 03.04.2012, Chapter Countermeasures.
2012 Wrtsil 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. Wrtsil Corporation 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 is to be construed as
provided due to a defect in the engine, but merely as an improvement of the engine 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 Wrtsil 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.

APPENDIX 2
Proposed corrosion protective product
Name of product: Dewatering

Dewatering with corrosion protection

Waxy, dry protective film
Article No:
Specification No:
Substitute for Spec. No:

Fluid WA

General and physical properties:

Protection against:

Oil-based corrosion preventive

Humidity, perspiration, shower-proof

Applicationmethod
Brush
Yes

15C to 35C

Application Temperature:
Humidity:
Colour:

like Vaseline

Roller

Yes

Degree of gloss:

mat

Dipping

Yes
Yes

810 kg/m at 15C

Spraying:
low press.
high press.

15.5 %

Airless

Yes

Electrostatic
Drying:
Air

Yes

Covering power:
3

Density:
Content of solids:
Viscosity:

Thinner
%

Viscosity

Spraying
pressure

dustfree

set to touch

completely
dry

Recoatable after:
spraying
brushing

A-II

Poison class:

free BAG T Nr. 611 500

20

Flash point:

40C in closed pot

Oven

Time no

Temperature of component:

Identification duty:

ADR/SDR Cl. 3 Pt. 31 c

Forced

Time

no

Temperature of component:

12 months cool/dry

Technical data:

Mixing ratio: 1)

Pot life:
2

180 m /l
0.8

with dry film thickness of

Temperature range:

microns

3)

- 20C to + 60C

Dry film melting-point:

1) Weight

2) Volume

1h

no

3) On smooth surface

Steel ball jet:

DIN 53154
Mandrel bend test:
DIN 53152
Ericcson cupping index IE:
DIN 53156
Salt-spray test:
DIN 50021
Kesternich test:
DIN 50018
Condensed water climate:
ASTM-D-148, DIN 51359

DIN 50907 150 hrs

DIN 51359 150 hrs

Surface preparation:

Grease-free surface. May be applied to moist surface.

Features:

Highly water displacing, undercreeps liquid

films on metal surfaces, displaces liquids and moisture out of pocket holes

Duration of protection: Indoor

no

Cross-cut test
DIN 53151
Hardness acc. to:

2)

With hardener:

Coverage:

k / Ohm

Yes

Danger class:

Shelf life:

Nozzle
mm

storage 9 - 12 months / shed storage 4 - 8 months

Removal, cleaning:

Normally not necessary. Considered as coat structure for further preservation.

Removal with white spirit or petroleum.

Supplier:

Valvoline Oil Co. Ltd., Div. of Ashland Switzerland, Riedstrasse 11, CH-8317 Tagelswangen,
Switzerland
Tel. +41 (0) 52 355 3000

The data given are mean values based on practical experience. Application according to the suppliers specification and at the users risk with regard to climatic and specific conditions.

RT-flex

Packing Instructions
ICU

Wrtsil Switzerland Ltd.

Drawn:
Verif.:

ISO-Basic Document Nr.X-107.XXX.XXX / 12.02.96 / Rev. 1.0

File name: PackingInstr_ICU_Appendix2.pdf

Group

5564