WinGD Engine-Booklet 2021 v1

Contents

ContentsWinGD

Reducing Environmental Impact

From Sulzer to WinGD A History of Engine Development

Merchant Ship Applications

WinGD Low-speed Engines

Engine Designation

X-DF Dual-Fuel

Diesel

General Technical Data Application

Engine Definitions and Notes

2

4

6

10

16

19

21

40

53

54

WinGD Technologies

Low-pressure X-DF Technology

X-DF2.0 Technology

IMO Tier III Solutions

IMO Fuel Compliance 2020

Cylinder Lubrication

Steam Production Control

High Efficiency Waste Heat Recovery

Hybrid Power Solutions

56

56

58

60

62

64

66

67

68

All data provided in this booklet is for information purposes only, explicitly non-binding and subject to change without notice. The General Technical Data (GTD) program provides up-to-date information on WinGD low-speed engines.

When referring to specific engines, the data may be subject to changes. These will be assessed individually according to the particular characteristic of each project.

70

70

72

76

81

82

84

WinGD Services & Support

WinGD Customer Support

WinGD Integrated Digital Expert (WiDE)

Training@WinGD

WinGD Global Service Partners

Manufacturing, Warranty and Service Contacts

Contacts

WinG

D

32

The shipping industry is facing a call to action. An urgent plea to come together to create meaningful change towards improving the climate crisis. The success of the industry as a whole will be defined by its responsiveness and flexibility in the face of this crisis; the ability to act quickly to meet the challenges of today and tomorrow, setting a path for a greener future.

WinGD’s role within this industry began over 120 years ago, leading through innovation and progress. Never has there been a greater call for adaptability and innovation than today.

The portfolio of WinGD engines provides reliable and safe solutions for tomorrow. Rooted in the foundation of its long history, with a view to the future, WinGD is driving the transition to clean air and sustainability.

Through integrated energy management and advanced data analytics, engine technology today extends far beyond simple ship propulsion. Full system integration is the key to reducing emissions, optimising vessel performance and reducing operational expenditure. WinGD technology seamlessly bridges the gap between complex engineering and smart, reliable execution.

These are unprecedented times, where collaborations are the key to forging a strong path ahead. Combining expertise strengthens the collective outlook, ensuring that the very best minds are unified in the approach. WinGD has joined together with other industry leaders, building the path to a decarbonised future.

The need for smart, sustainable solutions is more relevant today than ever before, as we invest in the technologies that will take us into the future.

WinGD

Environmental

54

WinGD’s engine design history dates back to the late 1800s. That history bore witness to remarkable progress and growth. But the challenge the industry faces today is the most significant to date. It is change that spans industry and expertise, connecting the globe in the fight against climate change.

WinGD’s X-DF technology already offers the lowest levels of hazardous NOX, SOX and particle emissions.

Recent innovation now also offers 50% reduction in methane slip. But this is not enough. The considerable emission reductions required to meet the IMO targets demand further innovation. And it must happen now.

As engine designers, WinGD’s expertise lies in technology innovation. The technology that will embrace the fuels of the future; promising to reduce harmful emissions and pollutants while continuing to provide the energy needed.

This journey begins long before the engine, where collaborations and partnerships are the key to achieving the deep knowledge of each fuel’s combustion characteristics and energy ouput capacity.

WinGD’s understanding of the unique properties of each fuel, how they interface with the engine and how to optimise the full energy management capabilities is essential in meeting the targets of 2050.

Through bolstered investment in fuel research, testing and collaborations with experts across the industry, WinGD technology will continue to provide smart solutions for clean air today and a sustainable future.

Reducing Environmental Impact

Today, X-DF low-pressure gas engines deliver the lowest overall emission level of any available technology for merchant ship propulsion.

A History of Engine D

evelopment

76

From Sulzer to WinGD. A History of Engine Development

1920'sSulzer was a famous name for diesel engines in ships, power plants, and railways around the world.

1930'sAirless fuel injection became standard from 1930 in all engine types, greatly improving their efficiency and reducing their maintenance requirements.

The next step was the development of turbocharging, greatly improving the power concentration of the engines with less weight and less space requirements.

1940'sThe first turbocharged two-stroke diesel engine in normal operation was a Sulzer 6TAD48 engine in 1946 in the power house of the Winterthur facility.

1950'sTurbocharging became standard in marine low-speed engines for ship propulsion, which opened the chapter of the long series of Sulzer R-type low-speed engines – the RSAD, RD, RND, RND-M and RL types.

1970'sThe first low-speed marine engine in the world designed for operation on gas entered service in 1972. The Sulzer 7RNMD90 engine was running on natural gas in the Norwegian 29,000m3 LNG carrier Venator.

1980'sA radical change in scavenging from loop to uniflow was made in 1983 with the introduction of the RTA low-speed engines of 380 to 840 mm cylinder bore, increasing to 960 mm in 1994.In 1981 tests with electronically-controlled fuel injection began on a four-cylinder research engine.

1800'sWinGD was orginally founded as the Sulzer Corporation in 1893 when the Sulzer brothers signed an agreement with Rudolf Diesel for his new engine technology. On June 10th, 1898, the very first diesel engine was started in Winterthur, Switzerland, where WinGD is still headquartered today.

1900'sIn 1905 the first reversing two-stroke marine engine was developed by Sulzer. It led the way to the first valveless two-stroke engines at sea, two 559 kW Sulzer 4SNo.6a engines in the Italian cargo ship ‘Romagna’ in 1910.

In 1912 the first ocean-going ship with valveless crosshead type two-stroke engines was the German cargo ship ‘Monte Penedo’, which was equipped with two Sulzer 4SNo.9a engines with a total of 1,250 kW (shown opposite).

Powering merchant shipping for over a century

Developments rapidly followed thereafter with engines for rail traction, submarines, a 1,000 mm-bore research engine, a broader range of engine types and sizes for ship propulsion, marine auxiliary duties and land-based power plants, increased power outputs, lowered fuel consumption, and improved reliability.

A History of Engine D

evelopment

98

1990'sIn 1998 the world’s first large, electronically-controlled low-speed engine with common-rail injection was introduced and running in the Diesel Technology Centre in Oberwinterthur, Switzerland, leading to the launch of the RT-flex common-rail system.

2000'sThe first RT-flex engine entered service in September 2001. The world’s largest diesel engines are now the 14-cylinder RT-flex96C engines of 80,080 kW (108,920 bhp) of which the first entered service in September 2006 (shown above).

2010'sA project began to develop dual-fuel gas engine technology for low-speed engines as a solution for complying with the upcoming IMO Tier III NOX emission limits without additional exhaust after-treatment. On the 19th of September 2011, the new technology was successfully demonstrated on a full-scale research engine at the Wärtsilä factory in Trieste, Italy.

Later in 2011 Generation X-Engines were introduced to the market, offering greater efficiency in terms of fuel consumption and emissions.

The X-Engines series directly reduces the emission levels of carbon dioxide, making it easier for the shipyard to achieve a better Energy Efficiency Design Index (EEDI).

In 2013, WinGD introduced the X-DF engine series. Dual-fuel engines, using gas admitted at low pressure and ignited by a low volume of liquid pilot fuel were a breakthrough in the marine industry. X-DF engines offer new marine compliance standards for all merchant marine vessels.

At the end of 2019, with nearly 300 X-DF engines ordered, WinGD's low- pressure, dual-fuel technology is the proven choice for a sustainable future.

New short-stroke engines were also introduced, increasing the rating field of the portfolio.

2020'sIn 2020, the first vessels powered by WinGD’s 12X92DF, the GUINNESS WORLD RECORDSTM most powerful Otto-cycle engine came into operation.

Through the extensive operational experience of the X-DF fleet, WinGD was able to identify further optimisation potential and launched X-DF2.0, reducing methane slip by up to 50% and improving energy efficiency.

Merchant Ship A

pplications

1110

WinGD's growing engine portfolio provides simple solutions to reduce emissions, lower fuel consumption and operating costs, improve safety and give ship owners and operators peace of mind. WinGD offers low-pressure, dual-fuel X-DF engines, Generation X-Engines and RT-flex engines. Supported by the most advanced technology in emissions reduction, automation and control, digitalisation and fuel efficiency, these engines provide simple, safe and flexible propulsion solutions.

The tables shown in the following pages provide an engine selection for a variety of vessel types.

Final engine choice is dependent on ship specification, investment and operating cost evaluation and preferred engine configuration.

Contact a WinGD representative today to find out more.

Merchant Ship Applications Tanker

TANKER TYPE WINGD LOW-SPEED ENGINES

X35

X40 X52 X62

X72

X82

Small Tanker • •Product Tanker •Panamax Tanker •Aframax Tanker • •Suezmax Tanker •VLCC •

Name: Eneos ArrowVessel type: VLCC

(311,000dwt Crude oil tanker)Ship owner: JX OceanShip yard: Japan Marine United, Ariake, Japan

Delivery: 2017Main engine: 7X82

X-DF portfolio engines are available as an alternative to X-Engines

Merchant Ship A

pplications

1312

Container Vessel

Name: JACQUES SAADEVessel type: 23,000 TEU Container vesselShip owner: CMA CGM S.A.

Ship yard: Hudong-Zhonghua Shipbuilding (Group) Co., Ltd.

ChinaDelivery: 2020Main engine: 12X92DF

CONTAINER VESSEL TYPE

WINGD LOW-SPEED ENGINES

X35 X40

X52X52-S

X62X62-S

X72

X82

X92

< 700 TEU •700 – 1,100 TEU •1,100 – 1,400 TEU •1,400 – 2,500 TEU •2,500 – 4,500 TEU •4,500 – 11,000 TEU •> 11000 TEU •

Bulk Carrier

BULK CARRIER TYPE WINGD LOW-SPEED ENGINES

X35

X40

X62 X72

X82

Handysize Bulkers • •

Handymax Bulkers •Ultramax Bulkers •Kamsarmax Bulkers •Panamax Bulkers •Capesize Bulkers •VLOC •

Name: Algoma EquinoxVessel type: 39,400 dwt Bulk carrierShip owner: Algoma Central Corp, CanadaShip yard: Nantong Mingde Heavy

Industries, China

Delivery: 2013Main engine:

X-DF portfolio engines are available as an alternative to X-EnginesX-DF portfolio engines are available as an alternative to X-Engines

Merchant Ship A

pplications

1514

Multipurpose Vessel

Name: ShansiVessel type: 25,486 GT MultipurposeShip owner: China Navigation Company Pte

Ltd (CNCo), SingaporeShip yard: Zhejiang Ouhua Shipyard, China

Delivery: 2013Main engine:

VESSEL TYPE WINGD LOW-SPEED ENGINES

X35

X40

X52X52-S

X62X62-S

Small • •< 30,000 dwt •> 30,000 dwt •

LNG CARRIER TYPE WINGD LOW-SPEED ENGINES

X40DF

X52DF X62DF

X72DF

<15,000 •15,000 – 30,000 m3 •> 30,000 m3 •> 60,000 m3 •170,000 – 250,000 m3 • twin-screw • twin-screw

Gas Carriers

Name: SK AUDACEVessel type: 180,000 CBM LNG CarrierShip owner: SK Shipping Co, Ltd.,

South Korea

Ship yard: Samsung Heavy Industries Co, Ltd., South KoreaDelivery: July, 2017Main engine: Twin 6X62DF

Applies to DF and/or X-engines

LPG CARRIER TYPE WINGD LOW-SPEED ENGINES

X35 X40 X52 X62 X72

10,000 – 30,000 m3 • • •> 30,000 m3 •> 60,000 m3 •



WinG

D Low

-speed Engines

1716

Power range for WinGD Low-speed Engines

WinGD Low-speed Engines

The following WinGD engines are also available on request:

RT-flex50-B 4,850–13,280 kW/95–124 rpmRT-flex58T-D 7,900–18,800 kW/84–105 rpm

X62 7,950-21,280 kW/77-103 rpm

X72 10,600-28,880 kW/66-89 rpm

X82 18,600-42,750 kW/65-84 rpm

X92 24,420-77,400 kW/70-80 rpm

– Optimal power and speed for all ship types and sizes

– Lowest possible fuel and cylinder lube oil consumption over the whole operating range, especially in part load

– Different tunings to suit particular sailing profiles

– Specific tuning to increase the exhaust gas temperature for increased steam production (when required)

– The engines can be operated with residual marine fuels, distillate fuels DMA, DMB and DMZ and liquefied natural gas (LNG)

– Full compliance with IMO NOx and SO regulations

– High reliability and durability – Up to five years between overhauls

– Reduced maintenance requirements resulting in low operational costs

– Competitive capital cost

WinGD low-speed engines are the optimal propulsion solution for merchant vessels with directly driven propellers. WinGD’s well-proven electronically-controlled common-rail technology plays a key role in enabling shipowners to reduce fuel and lubricants costs. The benefits to ship owners and operators are:


18

WinG

D engine designation

19

WinGD Porfolio

8X72DF

8X72-BDiesel engine version

Low-pressure dual-fuel engine

Bore size (cm)

Number of cylinders

Engine series (i.e. X engines, RT-flex engines)

The key overarching feature of all WinGD engines is that they combine sustainability with efficiency. They are supported by revolutionary technology in emissions reduction, automation and control, digitalisation and fuel efficiency.

Customers can always expect full compliance with emissions legislation. WinGD provides smart, safe and flexible propulsion solutions for the future, today.

Engine Designation

WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C G

B

F1

A

F2

/ F

3

2120

X52DF-S1.0_

S: Short-stroke or P: Power generation or others to be defined

Fuel designation DF: Dual-fuel, Blank: Standard engine

Engine type

Bore size

New Engine Designation (from November 2019)

Technology level

Revision level, based on new design features

Suffix (place holder)

X-DF Dual-fuel

X40DF-1.0 IMO Tier III in gas mode

Cylinder borePiston stroke 1 770 mmSpeed

17.3 barStroke / bore 4.43

RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS

Cyl.Output in kW at

Length A mm

Weight tonnes146 rpm 104 rpm

R1 R2 R3 R45 4 675 3 900 3 325 2 775 4 512 1096 5 610 4 680 3 990 3 330 5 212 1257 6 545 5 460 4 655 3 885 5 912 1408 7 480 6 240 5 320 4 440 6 612 153

Dimensions (mm)

B C D2 610 950 6 563

F1 F2 F3 G7 986 8 035 7 590 1 411

BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE

Rating point R1 R2 R3 R4BSEC (energy) kJ/kWh 7 312 7 073 7 410 7 171BSGC (gas) g/kWh 145.0 140.0 147.0 142.0BSPC (pilot fuel) g/kWh 1.4 1.7 1.4 1.7

BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE

R1 R2 R3 R4BSFC (diesel) g/kWh 189.6 187.6 189.6 187.6

For definitions see page 54.


When referring to specific engines, the data may be subject to changes. These will be assessed individually according to the particular characteristic of each project.

WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

A*

F2

/ F

3

F1

D

C

BA

G

F2

/ F

3

F1

A*

2322

RT-flex50DF IMO Tier III in gas mode

Cylinder bore 500 mmPiston stroke 2 050 mmSpeed 99–124 rpm

17.3 barStroke/bore 4.10


Cyl.Output in kW at

Length A mm

Length A* mm

Weight tonnes124 rpm 124 rpm 99 rpm 99 rpm

R1 R2 R3 R45 7 200 6 000 5 750 4 775 5 576 6 793 2006 8 640 7 200 6 900 5 730 6 456 7 670 2257 10 080 8 400 8 050 6 685 7 336 2558 11 520 9 600 9 200 7 640 8 216 280

Dimensions (mm)

B C D3 150 1 088 7 646

F1 F2 F3 G9 270 9 270 8 800 1 636




Rating point R1 R2 R3 R4BSFC (diesel) g/kWh 184.1 182.1 184.1 182.1


X52DF IMO Tier III in gas mode




Cyl.Output in kW at

Length A mm

Length A* mm


R1 R2 R3 R45 7 450 6 200 5 600 4 650 5 891 6 990 2176 8 940 7 440 6 720 5 580 6 831 7 930 2517 10 430 8 680 7 840 6 510 7 771 2888 11 920 9 920 8 960 7 440 8 711 323

Dimensions (mm)

B C D3 514 1 205 8 550

F1 F2 F3 G10 350 10 400 9 850 1 910






WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

F2

/ F

3

F1

A*

D

C

BA

G

F2

/ F

3

F1

2524





Cyl.Output in kW at

Length A mm

Length A* mm


R1 R2 R3 R45 7 450 6 200 5 600 4 650 5 891 6 990 2176 8 940 7 440 6 720 5 580 6 831 7 930 2517 10 430 8 680 7 840 6 510 7 771 2888 11 920 9 920 8 960 7 440 8 711 323

Dimensions (mm)

B C D3 514 1 205 8 550

F1 F2 F3 G10 350 10 400 9 850 1 910










Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 7 450 6 200 5 600 4 650 5 891 2176 8 940 7 440 6 720 5 580 6 831 2517 10 430 8 680 7 840 6 510 7 771 288

Dimensions (mm)

B C D3 514 1 205 8 550

F1 F2 F3 G10 350 10 400 9 850 1 910



BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODER1 R2 R3 R4

BSFC (diesel) g/kWh 181.3 175.3 183.3 179.3


WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

F2

/ F

3

F1

A*

D

C

BA

G

F2

/ F

3

F1

2726

X52DF-S1.0 IMO Tier III in gas mode




Cyl.Output in kW at

Length A mm

Length A* mm


R1 R2 R3 R45 7 500 6 250 5 950 4 950 5 500 6 565 1906 9 000 7 500 7 140 5 940 6 360 7 415 2157 10 500 8 750 8 330 6 930 7 220 2458 12 000 10 000 9 520 7 920 8 080 275

Dimensions (mm)

B C D3 100 8 014

F1 F2 F3 G9 340 9 340 8 800 1 800










Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 11 925 9 925 9 250 7 700 7 000 3256 14 310 11 910 11 100 9 240 8 110 3777 16 695 13 895 12 950 10 780 9 215 4358 19 080 15 880 14 800 12 320 10 320 482

Dimensions (mm)

B C D4 200 1 360 9 580

F1 F2 F3 G11 775 11 775 10 950 2 110

BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE Rating point R1 R2 R3 R4BSEC (energy) kJ/kWh 7 167 6 928 7 269 7 026BSGC (gas) g/kWh 142.5 137.5 144.5 139.5BSPC (pilot fuel) g/kWh 1.0 1.2 1.0 1.2




WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

F2

/ F

3

F1

D

C

BA

G

F2

/ F

3

F1

2928





Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 11 925 9 925 9 250 7 700 6 700 3186 14 310 11 910 11 100 9 240 7 810 3707 16 695 13 895 12 950 10 780 8 915 4288 19 080 15 880 14 800 12 320 10 020 475

Dimensions (mm)

B C D4 200 1 360 9 580

F1 F2 F3 G11 775 11 775 10 950 2 110










Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 11 925 9 925 9 250 7 700 6 700 3186 14 310 11 910 11 100 9 240 7 810 3707 16 695 13 895 12 950 10 780 8 915 428

Dimensions (mm)

B C D4 200 9 580

F1 F2 F3 G11 775 11 775 10 950 2 110

BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED) Rating point R1 R2 R3 R4BSEC (energy) kJ/kWh 7 036 6 797 7 139 6 895BSGC (gas) g/kWh 139.9 134.9 141.9 136.9BSPC (pilot fuel) g/kWh 1.0 1.2 1.0 1.2

BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE (FIGURES TO BE UPDATED)



WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

F2

/ F

3

F1

D

C

BA

G

F2

/ F3

F1

3130

X62DF-S1.0 IMO Tier III in gas mode




Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 10 550 8 775 8 300 6 925 6 260 2806 12 660 10 530 9 960 8 310 7 260 3257 14 770 12 285 11 620 9 695 8 260 3708 16 880 14 040 13 280 11 080 9 260 415

Dimensions (mm)

B C D3 440 8 780

F1 F2 F3 G10 300 10 300 9 680 1 830










Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 16 125 13 425 12 500 10 400 8 085 4816 19 350 16 110 15 000 12 480 9 375 5617 22 575 18 795 17 500 14 560 10 665 6428 25 800 21 480 20 000 16 640 11 960 716

Dimensions (mm)

B C D4 780 1 575 10 790

F1 F2 F3 G13 655 13 655 12 730 2 455






WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

F2

/ F3

F1

D

C

BA

G

F2

/ F

3

F1

3332





Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 16 125 13 425 12 500 10 400 8 085 4816 19 350 16 110 15 000 12 480 9 375 5617 22 575 18 795 17 500 14 560 10 665 6428 25 800 21 480 20 000 16 640 11 960 716

Dimensions (mm)

B C D4 780 1 575 10 790

F1 F2 F3 G13 655 13 655 12 730 2 455

BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED)









Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 13 000 11 900 11 340 10 400 7 785 4706 15 600 14 300 13 600 12 480 9 075 550

Dimensions (mm)

B C D4 780 1 575 10 790

F1 F2 F3 G13 655 13 655 12 730 2 455

BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED)




For definitions see page 54.Engine optimised for reduced rating fieldand 5/6 cylinder applications

WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

F2

/ F

3

F1

D

C

BA

G

F2

/ F

3

F1

3534





Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 16 125 13 425 12 500 10 400 8 085 4816 19 350 16 110 15 000 12 480 9 375 5617 22 575 18 795 17 500 14 560 10 665 642

Dimensions (mm)

B C D4 780 1 575 10 790

F1 F2 F3 G13 655 13 655 12 730 2 455

BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE Rating point R1 R2 R3 R4BSEC (energy) kJ/kWh 7 021 6 778 7 119 6 876BSGC (gas) g/kWh 139.7 134.7 141.7 136.7BSPC (pilot fuel) g/kWh 0.8 1.0 0.8 1.0








Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 13 000 11 900 11 340 10 400 7 785 4706 15 600 14 300 13 600 12 480 9 075 550

Dimensions (mm)

B C D4 780 1 575 10 790

F1 F2 F3 G13 655 13 655 12 730 2 455

BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED) Rating point R1 R2 R3 R4BSEC (energy) kJ/kWh 6 925 6 827 6 985 6 876BSGC (gas) g/kWh 137.7 135.7 138.9 136.7BSPC (pilot fuel) g/kWh 0.9 1.0 0.9 1.0

BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE (FIGURES TO BE UPDATED)R1 R2 R3 R4

BSFC (diesel) g/kWh 177.6 175.2 179.0 177.2

For definitions see page 54.Engine optimised for reduced rating field and 5/6 cylinder applications

WinG

D Low

-speed EnginesX-D

F Dual-Fuel

D

C

BA

G

F2

/ F

3

F1

3736

D

C

BA

G

F2

/ F

3

F1

Cylinder borePiston stroke 3 375mmSpeed


Cyl.Output in kW at

Length A mm


R1 R2 R3 R46 25 920 21 600 17 880 14 940 10 426 805


Cylinder bore 920 mmPiston stroke 3 468 mmSpeed 70-80 rpm



Cyl.Output in kW at

Length A mm


R1 R2 R3 R46 31 920 26 580 27 930 23 250 11 570 1 1207 37 240 31 010 32 585 27 125 13 160 1 2608 42 560 35 440 37 240 31 000 14 750 1 3809 47 880 39 870 41 895 34 875 17 780 1 63010 53 200 44 300 46 550 38 750 19 370 1 79011 58 520 48 730 51 205 42 625 21 030 1 96012 63 840 53 160 55 860 46 500 22 700 2 140

Dimensions (mm)

B C D5 550 1 900 13 140

F1 F2 F3 G15 520 15 530 14 260 2 970




Rating point R1 R2 R3 R4BSFC (diesel) g/kWh 180.9 178.9 180.9 178.9


3938

Achieving a new GUINNESS WORLD RECORDSTM

The most powerful marine internal combustion Otto cycle engine commercially available is the WinGD 12X92DF. Designed by WinGD (Winterthur Gas & Diesel Ltd. Switzerland) with a power output of 63.840 MW, first built by CMD (CSSC-MES Diesel Co., Ltd) in China and verified on 17 September 2020

WinG

D Low

-speed EnginesD

iesel

D

C G

B

F1

A

F2

/ F

3

D

C G

B

F1

A

F2

/ F

3

4140

X35-B IMO Tier II & Tier III (SCR)




Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 4 350 3 475 3 075 2 450 3 838 746 5 220 4 170 3 690 2 940 4 450 847 6 090 4 865 4 305 3 430 5 062 958 6 960 5 560 4 920 3 920 5 674 105

Dimensions (mm)

B C D2 284 830 5 556

F1 F2 F3 G6 806 6 806 6 330 1 326

BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh

Full load

Rating point R1 R2 R3 R4BMEP, bar 21.0 16.7 21.0 16.7BSFC Standard Tuning 172.8 166.8 174.8 168.8

Part load, % of R1 85 70 85 70 65

Tuning variant Standard Standard Delta Delta Low-LoadBSFC 169.2 168.8 168.5 167.3 164.0


Diesel





Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 5 675 4 550 4 050 3 250 4 390 1096 6 810 5 460 4 860 3 900 5 090 1257 7 945 6 370 5 670 4 550 5 790 1408 9 080 7 280 6 480 5 200 6 490 153

Dimensions (mm)

B C D2 610 950 6 344

F1 F2 F3 G7 742 7 742 7 400 1 411


Full loadRating point R1 R2 R3 R4BMEP, bar 21.0 16.8 21.0 16.8BSFC Standard Tuning 173.8 167.8 173.8 167.8

Part load, % of R1 85 70 85 70 65



WinG

D Low

-speed EnginesD

iesel

D

C

BA

G

F2

/ F

3

F1

A*

D

C

BA

G

F2

/ F

3

F1

A*

4342

X52 IMO Tier II & Tier III (SCR)




Cyl.Output in kW at

Length A mm

Length A* mm


R1 R2 R3 R45 9 050 6 800 6 800 5 100 5 891 6 990 2176 10 860 8 160 8 160 6 120 6 831 7 930 2517 12 670 9 520 9 520 7 140 7 771 2888 14 480 10 880 10 880 8 160 8 711 323

Dimensions (mm)

B C D3 514 1 205 8 562

F1 F2 F3 G10 350 10 350 9 800 1 910


Full load R1 R2 R3 R4

21.0 15.8 21.0 15.8BSFC Standard Tuning 166.8 159.8 166.8 159.8

Part load, % of R1 85 70 85 70 65


For definitions see page 54.iSCR available for 5- to 7-cylinder engines with one TC on exhaust side

X52-S2.0 IMO Tier II & Tier III (SCR)




Cyl.Output in kW at

Length A mm

Length A* mm


R1 R2 R3 R45 9 550 6 850 7 575 5 425 5 500 6 565 1906 11 460 8 220 9 090 6 510 6 360 7 415 2157 13 370 9 590 10 605 7 595 7 220 2458 15 280 10 960 12 120 8 680 8 080 275

Dimensions (mm)

B C D D (iSCR)3 100 1 190 8 014 8 150

F1 F2 F3 G9 340 9 340 8 800 1 800


Full load R1 R2 R3 R4

22.0 15.8 22.0 15.8BSFC Standard Tuning 161.8 155.8 159.8 156.8

Part load, % of R1 85 70 85 70 65


For definitions see page 54.iSCR available for 5- to 7-cylinder engines with one TC on exhaust side

WinG

D Low

-speed EnginesD

iesel

D

C

BA

G

F2

/ F

3

F1

D

C

BA

G

F2

/ F

3

F1

4544

X62-S2.0 IMO Tier II & Tier III (SCR)


22 barStroke / bore 3.62


Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 13 425 9 650 10 550 6 260 280

16 110 11 580 12 660 9 120 7 260 3257 18 795 13 510 14 770 10 640 8 260 3708 21 480 15 440 16 880 12 160 9 260 415

Dimensions (mm)

B C D D (iSCR)3 440 1 300 8 780 8 816

F1 F2 F3 G10 230 10 230 9 620 1 830


Full load


Part load, % of R1 85 70 85 70 65



iSCR available for 5- to 7-cylinder engines with one TC on exhaust side





Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 14 500 10 650 10 800 3256 17 400 12 780 12 960 8 110 3777 20 300 14 910 15 120 11 130 9 215 4358 23 200 17 040 17 280 12 720 10 320 482

Dimensions (mm)

B C D4 200 1 360 9 580

F1 F2 F3 G11 830 11 830 11 005 2 110


Full load


Part load, % of R1 85 70 85 70 65



iSCR available for 5- to 7-cylinder engines with one TC on exhaust side

WinG

D Low

-speed EnginesD

iesel

D

C

BA

G

F2

/ F3

F1

D

C

BA

G

F2

/ F

3

F1

4746





Cyl.Output in kW at

Length A mm


R1 R2 R3 R45 19 600 14 300 14 550 10 600 8 085 4816 23 520 17 160 17 460 12 720 5617 27 440 20 020 20 370 14 840 10 665 6428 31 360 22 880 23 280 16 960 11 960 716

Dimensions (mm)

B C D4 780 1 575 10 790

F1 F2 F3 G13 750 13 750 12 820 2 455


Full load


Part load, % of R1 85 70 85 70 65





21.0/19.0 barStroke / bore 4.12


Cyl.Output in kW at

Length A mm

Weight tonnes76 / 84 rpm 58 rpm

R3 R46 28 500 21 720 21 750 16 590 11 0457 33 250 25 340 25 375 19 355 12 5508 38 000 28 960 29 000 22 120 14 055 1 0209 42 750 32 580 32 625 24 885 16 500 1 160

Dimensions (mm)

B C D E5 020 1 800 12 250 5 400

F1 F2 F3 G14 820 14 800 13 800 2 700


Full load

Rating point R3 R4BMEP, bar 21.0/19.0 16.0/14.5 21.0 16.0BSFC Standard Tuning 164.8/162.8 157.8 164.8 157.8

Part load, % of R1/R1+ 85 70 85 70 65

Tuning variant Standard Standard Delta Delta Low-LoadBSFC 161.2/159.2 160.8/158.8 160.5/158.5 159.3/157.3 156.0/154.3


WinG

D Low

-speed EnginesD

iesel

D

C

BA

G

F2

/ F

3

F1

D

C

BA

G

F2

/ F

3

F1

4948

X82-2.0 IMO Tier II & Tier III (SCR)




Cyl.Output in kW at

Length A mm


R1 R2 R3 R46 33 000 24 000 22 800 16 560 10 4267 38 500 28 000 26 600 19 320 11 8668 44 000 32 000 30 400 22 080 13 306 1 0209 49 500 36 000 34 200 24 840 14 746 1 160

Dimensions (mm)

B C D5 020 1 800 12 225

F1 F2 F3 G15 250 - - 2 700


Full load


Part load, % of R1 85 70 85 70 65







Cyl.Output in kW at

Length A mm


R1 R2 R3 R46 38 700 27 900 33 900 24 420 11 570 1 1207 45 150 32 550 39 550 28 490 13 160 1 2608 51 600 37 200 45 200 32 560 14 750 1 3809 58 050 41 850 50 850 36 630 17 780 1 63010 64 500 46 500 56 500 40 700 19 370 1 79011 70 950 51 150 62 150 44 770 21 030 1 96012 77 400 55 800 67 800 48 840 22 700 2 140

Dimensions (mm)

B C D5 550 1 900 13 150

F1 F2 F3 G15 640 15 650 14 360 2 970


Full loadRating point R1 R2 R3 R4BMEP, bar 21.0 15.1 21.0 15.1BSFC Delta Tuning 162.8 156.8 161.8 157.8

Part load, % of R1 85 70 65

Tuning variant Delta Delta Low-LoadBSFC 155.5 154.3 149.6


WinG

D Low

-speed EnginesD

iesel

D

C

BA

G

A*

F2

/ F

3

F1

D

C

B

F1

A

G

F2

/ F

3

5150

RT-flex50-D IMO Tier II & Tier III (SCR)

Cylinder bore 500 mmPiston stroke 2050 mmSpeed 95–124 rpm



Cyl.Output in kW at

Length A mm

Length A* mm


R1 R2 R3 R45 8 725 6 650 6 700 5 100 5 576 6 793 2006 10 470 7 980 8 040 6 120 6 456 7 670 2257 12 215 9 310 9 380 7 140 7 336 2558 13 960 10 640 10 720 8 160 8 216 280

Dimensions (mm)

B C D3 150 1 088 7 646

F1 F2 F3 G9 270 9 270 8 800 1 636


Full load


Part load, % of R1 85 70 85 70 65



RT-flex58T-E IMO Tier II & Tier III (SCR)


21 barStroke / bore 4.17


Cyl.Output in kW at

Length A mm

Weighttonnes105 rpm 90 rpm

R1 R2 R3 R45 11 750 7 900 10 075 7 900 6 381 2816 14 100 9 480 12 090 9 480 7 387 3227 16 450 11 060 14 105 11 060 8 393 3778 18 800 12 640 16 120 12 640 9 399 418

Dimensions (mm)

B C D3 820 1 300 8 822

F1 F2 F3 G10 960 11 000 10 400 2 000


Full load


Part load, % of R1 85 70 85 70 65



Name: Eagle BintuluVessel type: LNG dual fuelled Aframax

TankerShip owner: AETShip yard: Samsung Heavy Industry Co. Ltd.

Managers: Eaglestar Delivery: 2018Main engine: 6X62DF

WinG

D Low

-speed EnginesG

eneral Technical Data A

pplication

52 53

The program is a desktop application and supported by all Windows operating systems from version 7.

WinGD’s General Technical Data (GTD) application provides information to plan the layout of WinGD marine low-speed engines.

Create new projects in three simple steps:1. Select an engine from the product portfolio

2. Define a configuration which meets the vessel requirements

3. Analyse the resulting performance data and export as a PDF

Start your next engine project by downloading GTD: www.wingd.com/en/media/general-technical-data

Scan this QR-code to send the above link by email

General Technical Data Application

WinG

D Low

-speed Engines

5554

ISO Standard (ISO 3046-1)reference conditions1.0 bar Total barometric pressure at R1

25°C Suction air temperature

30% Relative humidity

25°C Cooling water temperature before engine

Rating points The engine layout fields for WinGD low-speed engines are defined by the power/speed rating points R1, R2, R3 and R4 (see diagram below). For certain engines, the layout field is extended to the points R1+ and R2+.

R1, or R1+ instead if applicable, is the nominal maximum continuous rating (MCR).

Any power and speed within the respective engine layout field may be selected as the Contracted-MCR (CMCR) point for an engine.

Dimensions and weights – All dimensions and weights are not

binding. For detailed information and updates, please visit: www.wingd.com/en/engines/engine-types/

A Engine length from the coupling flange to the end of the bedplate

A* Engine length from the TC aft end to the end of the bedplate

B Width of the engine seating

C Dist. from the centre of the crankshaft to the underside of the foot flange

D Dist. from the centre of the crankshaft to the highest point of the engine

F1 Min. height for vertical removal of the piston

F2 Min. height for vertical removal of the piston with double-jib crane

F3 Min. height for tilted removal of the piston with double-jib crane

G Distance from the centre of the crankshaft to the lowest point of the engine

– The engine weight is a net value and excludes any liquids.

Fuel/energy consumption All brake specific fuel consumptions (BSFC) and brake specific pilot fuel consumptions (BSPC) are quoted for fuel of lower calorific value 42.7 MJ/kg.

Brake specific gas consumptions (BSGC) are quoted for gas of lower calorific value 50.0 MJ/kg.

Brake specific energy consumptions (BSEC) for dual-fuel engines are based on energy delivered to the engine as gas and liquid fuel for one kilowatt hour mechanical power output.

For all WinGD low-speed diesel and dual-fuel engines stepwise tolerances have been introduced for the brake specific fuel and energy consumption (BSFC/BSEC) guarantee, referring to ISO standard reference conditions (ISO 15550 and 3046):

– +5% tolerance for 100% to 85% engine power

– +6% tolerance for <85% to 65% engine power

– +7% tolerance for <65% to 50% engine power

The BSFC/BSEC guarantee is possible at up to three power points between 50–100%.

Available engine tuningsStandard Tuning, Delta Tuning, Delta Bypass Tuning and Low-load Tuning are available for certain WinGD low-speed diesel engines to provide optimum fuel consumption for different engine loads. Delta Tuning and Low-load Tuning focuses on reducing fuel consumption in the operating range below 90% or 75% engine power.

The advanced technology of Steam Production Control (SPC) can be added to the Low-load and Delta Bypass Tuning to increase the steam production, while keeping the overall fuel consumption at a minimum.

Dual Tuning is available on request and in cooperation with Classification Societies.

WinGD X82-2.0 and X92-B engines with multi-turbocharger configuration can be equipped with a Turbocharger (TC) cut off tuning that significantly reduces the engine’s fuel consumption at low loads.

The TC cut off tuning is designed for slow steaming operation and the application is customised on demand.

Engine Definitions and Notes

WinG

D Technologies

Low-pressure X-D

F Technology

Emis

sion

val

ues

(%)

5756

Future environmental regulation remains the key variable for ship owners to monitor. X-DF engines, operating on LNG, reduce a cargo vessel's emissions by 99% for SOx, 90% for NOx, 99% for PM and about 18% for Greenhouse gases.

The technology Low-pressure X-DF technology is the market leader in low speed dual-fuel engines. Based on the lean-burn Otto-cycle combustion principle, fuel and air are premixed and burned at a relatively high air-to-fuel ratio; a concept already used widely on medium-speed engines.

The launch of low speed dual-fuel engines using LNG, admitted at low pressure and ignited by a low volume of liquid pilot fuel, was a breakthrough in the marine industry. WinGD has applied a depth of gas engine expertise and experience to its low-speed engines – a move that extends the benefits of DF technology across the broader marine industry. This technology has proven effective through well over 250,000 running hours from a variety of vessel types.

The low-pressure X-DF engines provide the following benefits

– Low-pressure gas supply means maximum simplicity, low investment costs and low power consumption

– Extremely small pilot fuel quantity, below 1% of total heat release

– X-DF engines can be operated on gas down to very low loads

– Low NOX emissions, close to zero SOX emissions, IMO Tier III compliant without exhaust-gas after-treatment

– Particulate matter emissions reduced to almost zero

ApplicationsX-DF technology is applicable on a variety of vessel types, including LNG carriers, chemical tankers, container ships and vessels operating worldwide including Emission Control Areas (Baltic Sea, coasts of North America, Gulf of Mexico). In the marine business, the low-pressure X-DF solution is an attractive alternative for companies looking for environmentally sustainable propulsion solutions.

DF-ready optionWinGD has introduced the DF-ready version as an option for simplifying future conversions. The DF-ready engines can be easily converted to dual-fuel, as no major structural components need to be modified. All parts, which are to be replaced at a later conversion, are either typical wear parts or specific X-DF components and systems. The DF-ready version is the recommended solution for LNG-ready ships.

Fully compliant with IMO Tier III

Due to its lean-burn combustion process, this technology has an inherent potential to reduce the formation of NOX by up to 90% compared to diffusion combustion of diesel or high-pressure direct-injected gas-diesel engines (GD).

Thus, with lean-burn X-DF engines, no additional exhaust-gas treatment is needed to meet the IMO Tier III NOX limits. The low-pressure X-DF solution also reduces the vessel’s total CO2 footprint compared to HFO.

6RT-flex50DF engine

Technologies:LP-DF: Dual-Fuel Engine in Gas Mode, operated according to the Otto-cycle combustion processHP-DF: Dual-Fuel Engine in Gas Mode, operated according to the diesel-cycle combustion processDiesel / HFO: Conventional Diesel Engine, operated with 3.5% sulphur HFO

WinGD TechnologiesLow-pressure X-DF Technology

WinG

D Technologies

X-DF2.0

5958

X-DF2.0 TechnologyiCERAs market leaders in dual-fuel technology WinGD is pushing engineering boundaries for smarter solutions to reduce emissions and improve efficiency. Ensuring continuous improvement of X-DF technology through reductions to both fuel consumption and methane slip in gas mode, WinGD has launched the X-DF2.0 technology with the introduction of iCER – Intelligent Control by Exhaust Recycling.

The iCER technology delivers enhanced combustion control using inert gas and offers the following benefits:

– 3% energy consumption reduction in gas mode

– Up to 5g/kWh fuel consumption reduction in diesel mode

– Up to 50% reduction of methane slip

Recirculating Exhaust Gas through a Low-pressure PathThe iCER is designed to cool and recirculate part of the exhaust gas through a low-pressure path during operation in gas mode. By using a low-pressure recirculation path, it is possible to use the full turbocharger capacity for optimal system efficiency.

To minimise the impact on the engine room, the iCER system has been optimised for installation adjacent

to the engine. The Exhaust Gas Cooler (EGC) has been designed to cool down up to 50% of the total exhaust gas flow from the turbine. The cooled exhaust gas and fresh air are then mixed before entering the compressor wheel of the turbocharger.

The water required for cooling the exhaust gas is recirculated in a closed loop through a circulation tank. The recirculated fresh water used in the EGC is cooled by sea water via a plate heat exchanger.

BPV Back Pressure Valve

SOV Shut Off ValveSAC Scavenge Air Cooler

WMC Water Mist Catcher

EGC Exhaust Gas Cooler PHE Plate Heat Exchanger

Abbreviation:

Lower operating costs

Proven low-pressure dual-fuel engine technology with high reliability and safety record

Reduced methane slip and CO emissions

WinG

D Technologies

IMO

Tier III Solutions

6160

Integrated SCR (iSCR)

The integrated SCR (iSCR) is installed completely ‘on engine’ and was developed due to the growing demand for a smaller, more compact solution to fulfil the Tier III emission regulations.

The principle concept of the iSCR programme is to integrate the SCR reactor directly to the exhaust manifold of the engine, upstream of the turbocharger.

This provides high-pressure operation (HP-SCR), while promoting higher operation temperatures (favoured by the SCR reactions). Furthermore, this is achieved in a compact overall design with minimal external piping.

The iSCR will be made available for selected WinGD low speed diesel engines. Further information can be obtained from WinGD representatives.

Low Pressure SCR The SCR reactor is put on the low-pressure side, after the turbine. WinGD has developed an interface specification for low-pressure SCR applications for all low-speed engines, which complies with the known low-pressure SCR system providers. Low-pressure SCR is typically larger in volume compared to the high pressure solution, but can be integrated into the exhaust stream system.

IMO Tier III SolutionsLow-pressure X-DF SolutionSwitching from liquid to gas fuel is a viable solution for dealing with both IMO Tier III NOx standards and requirements for SOx. Refer to the X-DF engines section in this booklet for more details.

SCR for Diesel OperationWhen considering liquid fuels only, various options need to be taken into account, combining the individual solutions to control the two key pollutants SOx and NOx.

SCR (Selective Catalytic Reduction)technology is based on the reduction of nitrogen oxides (NOX) by means of a reductant (typically ammonia, generated from urea) at the surface of a catalyst in a reactor.

The temperature of the exhaust gas is thereby subject to constraints both on the upper and the lower side. The latter is particularly an issue with fuels containing higher fractions of sulphur, such as those present in typical heavy fuel oil (HFO) qualities available today, which calls for even higher minimum temperatures in the catalyst.

High Pressure SCRThe SCR reactor is put on the high-pressure side, before the turbine. Integrating the SCR reactor before the turbine allows the reactor to be designed in the most compact way due to the higher density of the exhaust gas.

WinGD has developed and is systematically deploying high pressure SCR solutions for the low-speed diesel engine portfolio with single and multi-turbocharger applications.

WinGD allows third-parties to supply high-pressure SCR systems in accordance with the interface specifications.

All WinGD low-speed engines included in this booklet are fully compliant with IMO Tier II NOX limits specified in Annex VI of the MARPOL 73/78.

Typical high-pressure SCR arrangement

iSCR arrangement shown on X62-S2.0

WinG

D Technologies

IMO

Fuel Com

pliance 2020

6362

In connection with MARPOL Annex Vl, regulation 14, the fuel sulphur limits are regulated as follows:

1) 0.50 % global sulphur limit as per 1 Jan 2020

2) 0.10 % local sulphur limit for Emission Control Areas (ECAs) as per 1 Jan 2015

Terminology(according CIMAC WG7 Fuels / International Bunker Industry Association (IBIA)):

– RM: residual marine (fuel that needs heating)

– DM: distillate marine (does not need heating)

– FO: fuel oil

– ULSFO RM: maximum 0.10 % sulphur RM product

– ULSFO DM: maximum 0.10 % sulphur DM product

– VLSFO RM: RM products that are above 0.10 % but meeting a 0.50 % sulphur limit

– VLSFO DM: DM products that are above 0.10 % but meeting a 0.50 % sulphur limit

The diesel and dual-fuel engines offered by WinGD can be operated with distillate marine fuels (DMA, DMZ, DMB), residual marine fuels and liquefied natural gas (LNG). Several fuel suppliers offer ULSFO RM and VLSFO RM products as alternative to distillate fuels to cope with the global and local fuel sulphur limits. Many of these products fulfil the specifications of residual fuels as stated in ISO 8217:2017, but they may differ from previously used heavy fuel oil (HFO) qualities in terms of e.g. cold flow properties, stability, compatibility or viscosity.

These fuels must be treated like HFO in aspects like storage, heating and separation. The changeover from ULSFO RM to VLSFO RM products (and vice versa), should be performed as when changing from distillate fuels to HFO (and vice versa) due to possible incompatibility.

IMO Fuel Compliance 2020

An appropriate cylinder lubricating oil must be used and piston underside drain oil monitoring is recommended according to WinGD’s manuals.

It is recommended to consult the relevant WinGD operation guideline for guidance related to purchasing, bunkering and handling of compliant fuels on board.

WinGD has years of field experience in the use of different fuel types including LNG and a broad range of liquid fuels with sulphur contents ranging from near zero to > 3.50 %. This includes the use of a large variety of cylinder lubricating oil formulations with these fuels.

WinGD’s tribology concept and engine design is equally well suited to the operating conditions applicable before and after January 2020.

For further information please check the instructions provided with the WinGD engine operating manuals.

WinG

D Technologies

Cylinder Lubrication

6564

WinGD's 'Pulse Jet' cylinder lubrication system incorporates the latest findings of engine research dealing with slow-steaming and cold corrosion with decades of experience in reliability.

Very homogeneous lubricant distribution on the cylinder liner surface and the refreshment of the lubricant film by regular injections at minimal lubricant feed rate guarantees to keep operational expenses at the lowest possible level.

Together with WinGD-validated lubricants from a wide variety of suppliers covering a Base Number (BN) range from 15 to 145 mgKOH/g suited to any kind of fuel sulphur content and operating conditions, Pulse Jet cylinder lubrication is the prerequisite to achieve extended time between overhauls of piston rings and cylinder liners with outstanding reliability and engine availability.

WinGD’s low-speed engines with Pulse Jet cylinder lubrication system are the state-of-the-art solution for reliable and cost-effective transportation of cargo.

WinGD Piston Running Concept with Pulse Jet Cylinder Lubrication System

Cylinder Lubrication Pulse Jet cylinder lubrication features various technologies to ensure safe lubrication and acid-neutralisation for piston rings and the entire cylinder liner running surface:

– The spray angles of Pulse Jet‘s maintenance-friendly lubricant injection nozzles and the electronically controlled timing of lubricant pump actuation are tailored to achieve highly homogeneous distribution of cylinder lubricant

– The zig-zag-shaped grooves on several levels on the cylinder liner running surface provide further vertical and horizontal distribution of the freshly injected lubricant in the upper stroke area, where high pressure and temperature of combustion gas require special attention

– Each piston ring provides a function with regard to the combustion gas sealing and perfect mixing of fresh lubricant with the existing lubricant film at each and every piston stroke. This suppresses cold corrosion by distributing the additives in the lubricant film in intervals adapted to the current need

By applying regular laboratory and on-board analysis of piston underside drain oil samples, lubricant consumption can be reduced to the minimum possible considering the operating conditions.

Easy, understandable documentation for engine operation provides guidance for the correct choice of cylinder lubricant for gas, distillate and residual fuels as well as for safe and economic maintenance intervals which are either time-dependent or condition-based.

WinG

D Technologies

6766

Waste heat recovery is an effective technology for simultaneously cutting exhaust gas emissions and reducing fuel consumption.

High-Efficiency Waste Heat Recovery plants can be installed with WinGD engines of 82 and 92 bore . This enables up to 10% of the main engine shaft power to be recovered as electrical power for use as additional ship propulsion power and for shipboard services. These WHR plants thus cut exhaust gas emissions and deliver fuel savings of up to 10%.

Steam-based WHR has already been successfully fitted in several installations to WinGD low-speed marine engines. In the WHR plant, a turbo-generator combines input from a steam turbine and an exhaust gas power turbine to generate electrical power, while steam from the economiser is available for ship service heating.

Steam-based WHR is recommended for vessels with high installed power.

Diagram of a High-Efficiency Waste Heat Recovery plant typical for large container ships

In order to improve the steam production on board via the exhaust gas economiser, the X-engines can be equipped with a controlled exhaust gas bypass valve. Such a valve can be opened on demand when the exhaust gas temperature is lower than the target temperature, or when the steam pressure is lower than required. As a consequence of the exhaust gas bypass opening, the exhaust gas temperature increases and steam production through the boiler is increased.

As an example, Figure 1 shows the same X-engine with and without the variable bypass. With the variable bypass it is possible to target exactly the minimum steam production needed if the exhaust gas temperature is lower than that required. Where no variable bypass is installed, it is necessary to switch on the thermal boiler to reach the targeted steam production.

Figure 2 indicates clearly that increasing the steam production with an engine variable bypass is more efficient than switching on the thermal boiler, and fuel consumption savings of 2–6 g/kWh are possible.

Figure 1

Figure 2

Steam Production Control High-Efficiency Waste Heat Recovery (WHR)

WinG

D Technologies

Hybrid Solutions

Battery Storage

Main enginePTO / PTI

DC-Link

M

Bow Thruster

Distribution

Main AC bus

Diesel Generators

CUCU CU CU

CU

ECU

Ship s Integrated Automation System / Alarm and Monitoring

System

Propulsion Control System

Data Acquisition and Diagnostic System (WIDE)

* Provided that the required interfaces among the equipment are available

6968

To maximise the efficiency and environmental performance in shipping, WinGD has prepared a flexible portfolio of hybrid energy solutions for diverse vessel types with marine internal combustion engines.

WinGD’s experts will support you in mitigating risks and dealing with uncertainties in all the stages of the lifecycle of your fleet; from feasibilities and early decisions, through design and implementation, to in-service advisory, diagnostics, and performance monitoring.

WinGD hybrid system design tool chain, built upon validated detailed engine models, will be used for determining the optimum system topology and control strategy. This

enables us to achieve the most accurate digital representation of the integrated system, especially the most important components - the main engines. The transient-capable thermodynamic process has a distinctive advantage over the commonly used map-based approach.

The system architecture and control strategy are optimised according to real operation profiles and consider various boundary conditions, such as components efficiency constraints, and hull and propeller fouling over time. The overall system is validated after iteration of multiple alternatives until the optimum solution is found. This results in a setup that fits like a glove for your ship.

Hybrid Power SolutionsThe Hybrid Control System sets a new state-of-the-art for vessel energy optimisation. It is a universal solution to control a wide range of hybrid energy system variants and aims at operating the system in optimal state.

It enables:

High operational flexibility

– Intelligently optimised power production and consumption on board at any given moment, considering various factors, such as actual cargo capacity utilisation, ship speed demand, environmental conditions and route.

Optimal energy resources utilisation

– Maximised usage of the main engine and alternative energy resources in a hybrid setup for electrical power production.

– Minimised running hours of the Auxiliary Engines, or operated with the highest possible efficiency when needed.

– Ensured safe no-auxiliary-engines operation during ocean crossing and optimal energy production for safe manoeuvring.

– Improved system performance and stability in transient conditions.

OFFERING DESCRIPTION

1. Advisory for System Integration

Virtual integration and transient operation of the complete hybrid system enabling

early risk management Recommendation for topology, components selection, control strategy: Quantitative economic feasibility (CAPEX, OPEX, ROI, TCO)

2. Energy Management & Hybrid Control System

WinGD Hybrid Control System for holistic energy management* Active control logic among the main engine and the rest of the key system

components (e.g. PTO/PTI, Battery Pack, Power Converters, DC-Link, etc.) The system components are selected and procured by either the 3rd party system

integrator or the shipyard Based on a commercial agreement with particular system integrators, the interface

rd party controllers

3. Integrated Hybrid Power Solutions

All items included in 1. “Advisory for System Integration”

validation Selection of the key system components (e.g. PTO/PTI, Battery Pack, Power

Converters, DC-Link, etc.) WinGD Hybrid Control System for holistic energy management with active control

logic among the main engine and the rest of the key system components* End-to-end project management for delivery of a turn-key integrated hybrid

powerpack

7170

Global Support & Service

The primary contacts for issues during the engine warranty period are the delivering yards and engine manufacturers.

For customer-direct assistance by WinGD, claims can be forwarded to: [email protected]

WinGD engines continue to have lifetime support through global service partners CSSC Marine Services (CMS) and Wärtsilä Services and the engine manufacturers. The global Service Partners offer owners and operators after-sales service including but not limited to:

Spare parts: – for all engines according to

the spare part catalogue, for immediate need or for long-term planned maintenance work

On board field services:

– to execute regular engine maintenance work, repairs, troubleshooting or condition assessments to evaluate engine operation optimisation or to plan the next maintenance stop

Technical support:

– to troubleshoot unexpected technical issues on a vessel, either by remote support or in combination with on board support

– to develop solutions for non-standard technical or operational issues

Reconditioning services:

– for exchanging engine components in workshops

Upgrade solutions:

– During the lifetime of a vessel new engine technologies may become available for application on existing engines for improved engine performance.

– Retrofitting of main engines for compliance with new emission regulations on existing vessels

Maintenance agreements: – to ensure experts can advise or

manage the maintenance of the engines, covering any of the after-sales service offerings

WinGD Service & SupportWinGD Customer Support

WinG

D Services &

Support

WinGD offers a broad range of global services and support, providing ship owners and operators with the confidence and control needed to optimise their asset and their fleet operations.

From the advanced data analytics and engine diagnostics of WiDE to the global state-of-the-art training, WinGD’s expertise is readily available to customers.

WinG

D Services &

SupportW

iDE W

inGD

Integrated Digital Expert

The Digital Twin comparison against the actual engine

Physical Asset Diagnostic Analysis Digital Twin

Operational data

Physical models

Statistical models

Machine learning

The WinGD integrated digital expert path to value

7372

Digital TwinThe digital twin of the engine is based on a thermodynamic engine model which constantly calculates the ideal engine performance and defines a “reference optimal condition”. The reference condition varies depending on the environmental conditions measured in real-time on the ship.

The actual engine operating performace is measured by collecting relevant information from the engine and the ship. The deviation between the actual and optimal reference engine performance is quantified,

and a root-cause analysis, with problem-solving solutions, is provided.

WiDE is a comprehensive, integrated system for creating value from engine and ship data. WiDE allows the collection and analysis of ship and machinery data to predict component malfunctions, and support with live troubleshooting and diagnostic advice to the crew.

WiDE uses a data collection monitoring unit to collect and visualise engine and ship data. Once collected, the data is processed through engine diagnostic software where the analysis creates valuable information.

These capabilities are integrated into a user-friendly on board system comprising state-of-the-art hardware, expert software and efficient data analytics techniques.

WiDE (WinGD Integrated Digital Expert)

Both slow and fast signals are collected from WinGD main engine and other ship machinery. This allows the visualisation of the data, both locally on-board the ship and remotely at the operator’s office.

The data is then run through the engine diagnostic analysis.

The engine's digital twin enables expert engine analysisUsing the power of modern digital data monitoring, WiDE delivers customers valuable information and access to remote support to assist in optimising the ship’s performance.

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Monitored ComponentsThe following engine components' data are monitored and analysed:

– Fuel injection system

– Exhaust valve gas system

– Piston running behaviour

– Turbocharging system

– Engine control automation system

– Gas admission system (for X-DF engines)

TroubleshootingThe troubleshooting application provides customers with instructions on how to solve engine problems in case of an alarm or if a failure occurs. It reports the problem, the list of alarms, identifies the part involved and automatically provides drawings and documents of the components affected.

Detailed instructions are displayed for how to solve the problem, for example, using extracts from the engine manual related to the problem.

Spare PartsWhen a failure is predicted, it may be necessary to order a spare part. This application integrates the spare part codebook of the entire engine. It can be used to create a parts- order to request delivery from external suppliers.

MaintenanceThe maintenance application helps customers obtain an overview of the maintenance schedule to record all maintenance actions.

Remote Support

Through WiDE, WinGD offers remote support directly to the shipping company. Use of the collected data will quickly solve issues, optimise the engine, provide operational reccomendations and coordinate further technical support.

As part of this service, the support centre provides regular reports on the health status of the machinery, including recommendations for optimal engine operations.

WinGD Integrated Digital Expert:

– Reduces unplanned stoppages

– Saves fuel consumption costs through the engine performance optimiser

– Provides troubleshooting

– Extends and predicts Time Between Overhaul of components

– Accesses operational support remotely when needed

– Provides access to spare parts and field services when needed

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Example of interactive 3D training documentation: RT-flex size IV Fuel Pump

Training@WinGD

Training courses with WinGD are a valuable investment Training courses are conducted by professional, STCW-95 certified instructors to improve the technical and operational skills of marine engineers and office personnel.

With a deeper understanding of the product and its applied technologies, engine operators will be able to enhance the performance of the engine by increasing its efficiency and reliability by reducing maintenance costs and lowering emission levels.

Training PartnersWinGD operates four Training Centres in key global locations:

– Busan, Korea

– Shanghai, China

– Athens, Greece

– Winterthur, Switzerland

WinGD's global training network is extended through partners in:

– Odessa, Ukraine

– Subic Bay, Philippines

– Mumbai, India

– Dubai, United Arab Emirates

– Szczecin, Poland

W-Xpert Full Mission Simulator – example of Engine Control Room arrangement

Expert KnowledgeTraining courses are standardised, centrally coordinated and certified by WinGD. Theoretical and practical expert knowledge covers the full range of WinGD products: dual-fuel X-DF, RT-flex and X-Generation engines.

CoursesStandard, product-specific courses in varying levels are available.

– Engine Theoretical course (3 days)

– Engine Operation Advanced course (5 days)

– Engine technology specialised courses (depending on the topic, 1-2 days)

Customised courses covering specific areas of interest, can be arranged on request. All types of courses can be offered to best suit the trainee regarding course content, level, duration, language and location.

For more details please visit: wingd.com or email: [email protected]

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Example of W-Xpert simulator action screen: Engine Control Room

Example of W-Xpert simulator: visualisation of Turbocharger surging margin

Simulation SoftwareWinGD training courses offer high efficiency learning through perfectly-balanced human and technology factors. Using a wide range of simulation software and hardware together with real engine parts, the participants will benefit through hands-on, real-life scenarios.

Engine Room SimulatorsThe Training Centres in Busan, Shanghai and Athens are equipped with state-of-the-art Full Mission Engine Room Simulators. The simulators offer participants the opportunity to experience extreme situations, like a complete power black-out or fire, gaining them valuable knowledge and confidence.

Training hosted outside of WinGD Training Centres are supported by similar Engine Room Simulator software.

Global CoverageWorking together with a global network of authorised Training Partners, training courses are available at a location best suited to the customer. This flexibility allows WinGD to provide training courses wherever it best achieves the desired outcomes, to optimise a ship’s operation and to reduce the travelling time and expenses of the participants.

If travel to a Training Centre is not possible, instructors are available to perform training sessions on board the ships (anchored, at shipyards or during voyage) and Crewing Agents' offices.

A list of upcoming sessions can be found online at wingd.com or by request at: [email protected]

Example of interactive 3D training documentation: maintenance of the Gas Admission Valve

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WinGD Global Service Partners

CSSC Marine Service Co.,Ltd. (CMS) 24/7 service support8F, Building 6, Lane 3611, Zhangyang Road, Pudong District, Shanghai 200136, P.R. China.Website: www.csscservice.com

CMS Warranty Claims/ServiceTel: + 86 21 6075 0962 + 86 131 2079 4000 (Available 24/7)E-mail: [email protected]

CMS SparepartsTel: +86 21 6075 0962 (direct) +86 21 5131 0006 Ext. 6622 Fax: + 86 21 6075 0972E-mail: [email protected]

Wärtsilä Global Service NetworkWärtsilä provides its global services for two-stroke engines through its world-wide network.

The nearest Wärtsilä network office can be found at:

www.wartsila.com/contact

24/7 emergency requests, please use the following phone number:

Tel: +41 52 550 01 11

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Poland

ul. 28 Czerwca 1956 r. nr 223/229

Tel: +48 61 831 1102Fax: +48 61 831 1443

South KoreaHyundai Heavy Industries Co., Ltd. (HHI-EMD)Tel : +82 70 8670 1122E-mail : [email protected]

HSD Engine Co., Ltd. (HSD)Tel: +82 10 3559 8836 (24/7)E-mail: [email protected]

ChinaCSSC Marine Service Co.,Ltd. (CMS)(Servicing for HHM, CMD & CMP manufactured engines)Warranty claims/ServiceTel: + 86 21 6075 0962 + 86 131 2079 4000 (Available 24/7)E-mail: [email protected] parts:Tel: +86 21 6075 0962 (direct) +86 21 5131 0006 Ext. 6622 Tel: +86 137 6459 0349 (Mr. Xu)Fax: + 86 21 6075 0972E-mail: [email protected]

China Shipbuilding Industry Corporation Diesel Engine Co., Ltd. (CSE)(Servicing for DMD, YMD & QMD manufactured engines)Technical service and spare partsContact: Mr. Yang MingliangOffice: +86 532 8670 8080 ext. 9919Fax: +86 532 8670 8080 ext. 788Mobile: +86 135 8149 0632

E-mail: [email protected]

Yuchai Marine Power Co., Ltd. (YCMP)Tel: +86 756 5598086E-mail: [email protected]

JapanHitachi Zosen CorporationSales GroupTel: +81 6 6569 0502E-mail: [email protected]

Technical GroupTel: +81 6 6569 0508


IHI Power Systems Co., Ltd. (IPS) (Former Diesel United, Ltd.)Technical SupportTel: +81 791 24 2286Fax: +81 791 22 6062E-mail: [email protected]

Parts SalesTel: +81 791 24 2285Fax: +81 791 22 6064E-mail: [email protected]

Japan Engine Corporation (J-ENG)(for spare parts and service engineers) (Head Quarters & Plant)1, Minamifutami, Futami-Cho, Akashi-City 674-0093, JapanTel: +81 78 949 0800

(Main Engine Sales, Design & Development)1-1, Wadasaki-Cho 1-Chome, Kobe City 652-8585, Japan

Tel: +81 78 672 3794

Engine Manufacturer Service Contacts

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SingaporeWinterthur Gas & Diesel Singapore Pte. Ltd.63 Hillview Ave, Lam Soon industrial building, floor 10-14, 669569 SingaporeTel: +65 82998934E-mail: [email protected]

South KoreaWinterthur Gas & Diesel Korea Ltd.Busan8, Bagyeongjun-gil, Ilgwang-myeon Gijang-gun, Busan, 46040, Rep. of KoreaTel: +82 51 320 9800Fax: +82 51 320 9888E-mail: [email protected]

Seoul1619 Ho, 16F, 92, Saemunam-ro, Jongno-gu, Seoul, 03186, Rep. of KoreaTel: +82 2 752 0501


United Arab EmiratesWinterthur Gas & Diesel Middle East DMCCOffice 1602 JBC 4 Cluster N Jumeirah Lakes Towers, Dubai UAETel: +971 4 425 0399Fax: +971 4 425 0487E-mail: [email protected]

WinGD Offices Switzerland HeadquartersMain Office Winterthur Gas & Diesel Ltd. P.O. Box 414 Schützenstrasse 3 8401 WinterthurTel: +41 52 264 8844Fax: +41 52 264 8866E-mail: [email protected]

Engine Research & Innovation Centre Winterthur Gas & Diesel Ltd. DTC Building 650 Sulzer Allee 19 / Sulzer Industriepark 8404 OberwinterthurTel: +41 52 264 8808E-mail: [email protected]

ChinaWinterthur Gas & Diesel (Shanghai) Co., Ltd.4/F, No. 1333 Lai Yang Road Pudong New District Shanghai, 201208 P.R. ChinaTel: +86 21 61681958Fax: +86 21 61681959E-mail: [email protected]

Dalian OfficeOffice 1501 Building B Dalian International Ocean Building No.11 Yu Guang Street, Zhongshan District, Dalian, Liaoning Province 116001 P.R. China

Winterthur Gas & Diesel Ltd. Hong Kong Branch18/F Worldwide House 19 Des Voeux Road Central Hong KongTel: +852 2522 7355Fax: +852 2810 4114E-mail: [email protected]

JapanWinterthur Gas & Diesel Japan Ltd.

TokyoBUREX Kyobashi Bldg. #614, 7-14 Kyobashi 2-Chome, Chuo-ku, Tokyo 104-0031, Japan Tel: +81 3 6271 0057Fax: +81 3 5579 5896E-mail: [email protected]

KobeNihon Bldg. #411, 79 Kyomachi, Chuo-ku, Kobe City, Hyogo Pref. 650-0034 Japan

Contacts

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GreeceCass Technava Suppliers & Contractors of Shipbuilding Equipment 6-8 Agias Kyriakis Str. ,175 64 Paleo Faliro, GreeceTel: +30 210 41 13 916

Fax: +30 210 41 22 450

IndiaWärtsilä India Private Limited Marine Solutions & Services OfficeKesar Solitaire, 21st Floor, Plot No. 5 Sector No. 19, Palm Beach Road Sanpada,400 705 Navi Mumbai, IndiaTel: +91 22 2781 8300/8550Fax: +91 22 2781 4732 (Marine Solutions) +49 40 75190 194 (Services)E-mail: MarineSolutionsHamburg@ wartsila.com [email protected] (Services)

Italy & MonacoST-UnitedVia G. Casaregis 22/1, 16129 Genova, ItalyContact person: Mr. Cataldo (Dino) GravinaE-mail: [email protected]: +39 010 586 671

NetherlandsWärtsilä Netherlands B.V. Zwolle Wärtsilä Netherlands B.V. Hanzelaan 95, 8017 JE, ZwolleTel: +31 (0) 88 980 3000

PolandWärtsilä Polska Sp. z o.o. Marine Solutions Ul. Twarda 12, 80-871 Gdansk, PolandTel: +48 58 347 85 00Fax: +48 58 347 85 20


RussiaWärtsilä Vostok LLC Marine Solutions & Services Office St. Petersburg Business centre Linkor 36 A Petrogradskaya naberezhnaya 197101 St. Petersburg, RussiaTel: +7 812 448 3248Fax: +7 812 448 3241

WinGD Sales Agents BangladeshTSI LimitedDhaka Office: House-3(4th Floor), Road-7, Block-F, Banani, Dhaka-1213, BangladeshE-mail: [email protected] Office: Makka Madinah Trade Centre (15th Floor), 78, Agrabad C/A, Chittagong-4100. BangladeshTel: +880 3172 6846E-mail: [email protected] [email protected]

BrazilWärtsilä Brazil Ltda.Rua da Alfândega, 33 – 9o andar Centro 20070-000 Rio de Janeiro, RJ Brasil

Tel: +55 21 2206 2500E-mail: [email protected]

CanadaWärtsilä Canada Inc. Services Office1771 Savage Road Richmond, BC V6V 1R1 CanadaTel: +1 604 244 8181Fax: +1 604 244 1181

Cyprus/IsraelCass Technava Ltd.4, Riga Fereou Str. Omega Court, 5th Floor, Flat 51 3095 Limassol, CyprusTel : +357 25 81 99 21Fax: +357 25 81 99 22


DenmarkWärtsilä Danmark A/S Marine Solutions & Services Office CopenhagenH.C. Andersens Boulevard 11, 3. sal DK-1553 Copenhagen V, DenmarkTel: +45 99 56 99 56

Finland, Norway & SwedenEiken Maritime ASØvre Langgate 57-59 NO-3110 Tønsberg, FinlandTel: +47 33 48 31 00E-mail: [email protected]

FranceJEREP sarl17, rue Jean MERMOZ F. 75008 Paris, FranceTel : +331 42 25 85 25 +334 66 59 48 02Contact person: Mr. Jérôme de ROYS E-mail: Jerome.deroys @smsmarine.frMob: + 336 07 05 11 79

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ChinaChina State Shipbuilding Corporation Co., Ltd. (CSSC)

CSSC-MES Diesel Co., Ltd. (CMD) No.6, Xinyuan Rd (S), Pudong New Area, Shanghai, China, 201306Tel: +86 21 6118 6666Fax: +86 21 6118 8088

CSSC Marine Power Co., Ltd. (CMP)Changjiang Road No. 402, Zhenjiang Jiangsu, China, 212002Tel: +86 511 8451 1273Fax: +86 511 8451 0033

Hudong Heavy Machinery Co., Ltd. (HHM)No. 2851 Pudong Dadao, Shanghai China, 200129Tel: +86 21 5131 0000Fax: +86 21 5846 2023

WinGD Engine ManufacturersWinGD Sales Agents cont'd SpainWärtsilä Ibérica S.A. Marine Solutions & Services Office BermeoPoligono Industrial Landabaso s/n ES-48370 Bermeo, SpainTel: +34 946 170 100Fax: +34 946 170 105 (Marine Solutions)Fax: +34 946 170 104 (Services)

TurkeyBulutlu MarinePostane Mah. Beyzade Sok. No:4 34940 Tuzla Istanbul, TurkeyTel: +90 216 510 4797Fax: +90 216 510 4796


UKWärtsilä UK Ltd. Marine Solutions & Seals and Bearings Product Company UK (PCUK)4 Marples Way, Havant Hampshire PO9 1NX, United KingdomTel: +44 239 240 01 21

Fax: +44 239 249 24 70

USAWärtsilä North America, Inc. North America Headquarters11710 N. Gessner Dr, Suite A Houston, TX 77064Tel: +1 281 233 6200Fax: +1 281 233 6233E-mail: [email protected]

CSSC China Shipbuilding Industry Corporation Diesel Engine Co., Ltd. (CSE)

Headquarter (Qingdao) No. 501 East Lijiang Road, Huangdao District, Qingdao, Shandong, China, 266520Tel: +86 532 86708080Fax: +86 532 86708080-788


Dalian BaseNo. 1-2 Haifang Street, Xigang District, Dalian, Liaoning, China, 116021Tel: +86 411 84411558Fax: +86 411 84417499


Yichang BaseNo. 93, Xinling 2 Road, Yichang Hubei, China, 443002Tel: +86 717 6468689Fax: +86 717 6468152E-mail: [email protected]

Yuchai Marine Power Co Ltd. (YCMP)Fushan Industrial Park, Zhuhai Guangdong Province, China, 519175Tel: +86 756 588 8600Fax: +86 756 588 8985

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WinGD Engine Manufacturers cont'd Japan

Hitachi Zosen Corporation (Head Office)7–89, Nanko-kita, Suminoe-ku Osaka 559–8559Tel: +81 6 6569 0001Fax: +81 6 6569 0002

Hitachi Zosen Corporation (Ariake Works)Nagasu-machi, Tamana-gun Kumamoto 869–0113Tel: +81 968 78 2179Fax: +81 968 78 7037

Hitachi Zosen Corporation (Tokyo Office)15th floor, Omori Bellport, 26–3, Minami-Ohi, 6-chome, Shinagawa-ku, Tokyo 140–0013Tel: +81 3 6404 0800Fax: +81 3 6404 0809

IHI Power Systems Co., Ltd. (IPS) (Former Diesel United, Ltd.) (Head Office)14-5, Sotokanda 2-Chome, Chiyoda-ku, Tokyo, 101-0021Tel: +81 3 4366 1228Fax: +81 3 4366 1310

(Aioi Plant)5292 Aioi, Aioi shi, Hyogo 678–0041Tel: +81 791 24 2606Fax: +81 791 24 2648

South KoreaHyundai Heavy Industries Co. Ltd.1000, Bangeojinsunhwan-doro Dong-gu, Ulsan, 44032, South Korea Marine Engine & Machinery Sales Dept.Tel: +82 52 202 7291E-mail: [email protected]

HSD Engines Co., Ltd.67, Gongdan-ro, Seongsan-gu Changwon-si, Gyeongsangnam-do, South Korea 51561Tel: Domestic: +82 55 260 6626Tel: Overseas: +82 55 260 6641 Fax: Domestic & Overseas: +82 55 260 6381

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The data contained in this document serves as informational purposes only and is provided by Winterthur Gas & Diesel Ltd. without any respective guarantee.

WinGD Engine-Booklet 2021 v1

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Transcript of WinGD Engine-Booklet 2021 v1