Low-speed Engines 2021 - WinGD
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Low-speed Engines 2021
Contents
Contents
2 WinGD 56 WinGD Technologies 70 WinGD Services & Support All data provided in this booklet is for
information purposes only, explicitly non-
4 Reducing Environmental Impact 56 Low-pressure X-DF Technology 70 WinGD Customer Support binding and subject to change without notice.
6 From Sulzer to WinGD 58 X-DF2.0 Technology WinGD Integrated Digital Expert (WiDE) The General Technical Data (GTD) program
72
provides up-to-date information on WinGD
A History of Engine Development 60 IMO Tier III Solutions Training@WinGD
76 low-speed engines.
10 Merchant Ship Applications 62 IMO Fuel Compliance 2020 WinGD Global Service Partners
81 When referring to specific engines, the data
16 WinGD Low-speed Engines 64 Cylinder Lubrication Manufacturing, Warranty and
82 may be subject to changes. These will be
19 Engine Designation Service Contacts assessed individually according to the
66 Steam Production Control particular characteristic of each project.
21 X-DF Dual-Fuel 84 Contacts
67 High Efficiency Waste Heat Recovery
40 Diesel 68 Hybrid Power Solutions
53 General Technical Data Application
54 Engine Definitions and Notes
WinGD
WinGD
The shipping industry is facing a call to action. Through integrated energy
management and advanced data
The need for
An urgent plea to come together to create
meaningful change towards improving the climate
analytics, engine technology today smart, sustainable
extends far beyond simple ship
crisis. The success of the industry as a whole will propulsion. Full system integration solutions is more
be defined by its responsiveness and flexibility is the key to reducing emissions,
optimising vessel performance and
relevant today than
in the face of this crisis; the ability to act quickly reducing operational expenditure. ever before, as we
to meet the challenges of today and tomorrow, WinGD technology seamlessly bridges
setting a path for a greener future. the gap between complex engineering invest in the
and smart, reliable execution. technologies that
WinGD’s role within this industry began over 120 years
ago, leading through innovation and progress.
These are unprecedented times,
where collaborations are the key
will take us into
Never has there been a greater call for adaptability to forging a strong path ahead. the future.
Combining expertise strengthens the
and innovation than today. collective outlook, ensuring that the
very best minds are unified in the
The portfolio of WinGD engines provides reliable approach. WinGD has joined together
and safe solutions for tomorrow. Rooted in the with other industry leaders, building
foundation of its long history, with a view to the the path to a decarbonised future.
future, WinGD is driving the transition to clean air
and sustainability.
2 3
Today, X-DF low-pressure gas engines
deliver the lowest overall emission
Environmental
level of any available technology for
merchant ship propulsion.
Reducing
Environmental Impact
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 As engine designers, WinGD’s This journey begins long before the WinGD’s understanding of the unique
offers 50% reduction in expertise lies in technology engine, where collaborations and properties of each fuel, how they
methane slip. But this is not innovation. The technology partnerships are the key to achieving interface with the engine and how to
enough. The considerable that will embrace the fuels of the deep knowledge of each fuel’s optimise the full energy management
emission reductions required the future; promising to combustion characteristics and capabilities is essential in meeting
to meet the IMO targets reduce harmful emissions and energy ouput capacity. the targets of 2050.
demand further innovation. pollutants while continuing to
Through bolstered investment in fuel
And it must happen now. provide the energy needed.
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.
4 5
A History of Engine Development
1920's 1950's
From Sulzer to WinGD.
Sulzer was a famous name for Turbocharging became standard in
diesel engines in ships, power plants, marine low-speed engines for ship
A History of Engine
and railways around the world. propulsion, which opened the chapter
of the long series of Sulzer R-type
1930's low-speed engines – the RSAD, RD,
Development Airless fuel injection became
RND, RND-M and RL types.
standard from 1930 in all engine
1970's
1800's types, greatly improving their
efficiency and reducing their The first low-speed marine engine
WinGD was orginally founded as the Sulzer Corporation in maintenance requirements. in the world designed for operation
1893 when the Sulzer brothers signed an agreement with on gas entered service in 1972. The
Rudolf Diesel for his new engine technology. On June 10th, The next step was the development of
Sulzer 7RNMD90 engine was running
1898, the very first diesel engine was started in Winterthur, turbocharging, greatly improving the
on natural gas in the Norwegian
Switzerland, where WinGD is still headquartered today. power concentration of the engines
29,000m 3 LNG carrier Venator.
with less weight and less space
1900's requirements.
1980's
In 1905 the first reversing two-stroke marine engine was 1940's A radical change in scavenging from
developed by Sulzer. It led the way to the first valveless loop to uniflow was made in 1983 with
two-stroke engines at sea, two 559 kW Sulzer 4SNo.6a The first turbocharged two-stroke
the introduction of the RTA low-speed
engines in the Italian cargo ship ‘Romagna’ in 1910. diesel engine in normal operation
engines of 380 to 840 mm cylinder
was a Sulzer 6TAD48 engine in
In 1912 the first ocean-going ship with valveless crosshead bore, increasing to 960 mm in 1994.
1946 in the power house of the
type two-stroke engines was the German cargo ship In 1981 tests with electronically-
Winterthur facility.
‘Monte Penedo’, which was equipped with two Sulzer 4SNo.9a controlled fuel injection began on
engines with a total of 1,250 kW (shown opposite). a four-cylinder research engine.
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.
6 7
The X-Engines series directly reduces New short-stroke engines were also
A History of Engine Development
the emission levels of carbon dioxide, introduced, increasing the rating field
making it easier for the shipyard to of the portfolio.
achieve a better Energy Efficiency
Design Index (EEDI). 2020's
In 2013, WinGD introduced the X-DF In 2020, the first vessels powered
engine series. Dual-fuel engines, by WinGD’s 12X92DF, the GUINNESS
using gas admitted at low pressure TM
WORLD RECORDS most powerful
and ignited by a low volume of liquid Otto-cycle engine came into
pilot fuel were a breakthrough in the operation.
marine industry. X-DF engines offer
new marine compliance standards for Through the extensive operational
all merchant marine vessels. experience of the X-DF fleet,
WinGD was able to identify further
At the end of 2019, with nearly 300 optimisation potential and launched
X-DF engines ordered, WinGD's low- X-DF2.0, reducing methane slip by up to
pressure, dual-fuel technology is the 50% and improving energy efficiency.
proven choice for a sustainable future.
1990's 2010's
In 1998 the world’s first large, A project began to develop dual-
electronically-controlled low-speed fuel gas engine technology for
engine with common-rail injection low-speed engines as a solution for
was introduced and running in complying with the upcoming IMO
the Diesel Technology Centre in Tier III NOX emission limits without
Oberwinterthur, Switzerland, leading additional exhaust after-treatment.
to the launch of the RT-flex common- On the 19th of September 2011, the
rail system. new technology was successfully
demonstrated on a full-scale
2000's research engine at the Wärtsilä
factory in Trieste, Italy.
The first RT-flex engine entered
service in September 2001. Later in 2011 Generation X-Engines
The world’s largest diesel engines were introduced to the market,
are now the 14-cylinder RT-flex96C offering greater efficiency in terms of
engines of 80,080 kW (108,920 bhp) fuel consumption and emissions.
of which the first entered service
in September 2006 (shown above).
8 9
Tanker
Merchant Ship Applications
Merchant Ship Applications TANKER TYPE WINGD LOW-SPEED ENGINES
X35 X40 X52 X62 X72 X82
57ÁH[ 57ÁH[
WinGD's growing engine portfolio provides simple solutions Small Tanker • •
to reduce emissions, lower fuel consumption and operating Product Tanker •
costs, improve safety and give ship owners and operators Panamax Tanker •
peace of mind. Aframax Tanker • •
Suezmax Tanker •
WinGD offers low-pressure, dual-fuel The tables shown in the following
X-DF engines, Generation X-Engines pages provide an engine selection VLCC •
and RT-flex engines. Supported by for a variety of vessel types. X-DF portfolio engines are available as an alternative to X-Engines
the most advanced technology in
Final engine choice is dependent
emissions reduction, automation
on ship specification, investment
and control, digitalisation and fuel
and operating cost evaluation and
efficiency, these engines provide
preferred engine configuration.
simple, safe and flexible propulsion
solutions. Contact a WinGD representative
today to find out more.
Name: Eneos Arrow Delivery: 2017
Vessel type: VLCC Main engine: 7X82
(311,000dwt Crude oil tanker)
Ship owner: JX Ocean
Ship yard: Japan Marine United,
Ariake, Japan
10 11
Container Vessel Bulk Carrier
Merchant Ship Applications
CONTAINER WINGD LOW-SPEED ENGINES BULK CARRIER TYPE WINGD LOW-SPEED ENGINES
VESSEL TYPE
X35 X40 X52 X62 X72 X82 X92 X35 X40 X52 X62 X72 X82
X52-S X62-S 57ÁH[ 57ÁH[
57ÁH[ 57ÁH[ Handysize Bulkers • •
< 700 TEU • Handymax Bulkers •
700 – 1,100 TEU • Ultramax Bulkers •
1,100 – 1,400 TEU • Kamsarmax Bulkers •
1,400 – 2,500 TEU • Panamax Bulkers •
2,500 – 4,500 TEU • Capesize Bulkers •
4,500 – 11,000 TEU • VLOC •
> 11000 TEU •
X-DF portfolio engines are available as an alternative to X-Engines
X-DF portfolio engines are available as an alternative to X-Engines
Name: JACQUES SAADE Ship yard: Hudong-Zhonghua Name: Algoma Equinox Delivery: 2013
Vessel type: 23,000 TEU Container vessel Shipbuilding (Group) Co., Ltd. Vessel type: 39,400 dwt Bulk carrier Main engine: 57ÁH[
Ship owner: CMA CGM S.A. China Ship owner: Algoma Central Corp, Canada
Delivery: 2020 Ship yard: Nantong Mingde Heavy
Main engine: 12X92DF Industries, China
12 13
Multipurpose Vessel Gas Carriers
Merchant Ship Applications
VESSEL TYPE WINGD LOW-SPEED ENGINES LNG CARRIER TYPE WINGD LOW-SPEED ENGINES
X35 X40 X52 X62 X40DF X52DF X62DF X72DF
X52-S X62-S 57ÁH[')
57ÁH[ 57ÁH[ 30,000 m3 •
> 30,000 dwt • > 60,000 m3 •
170,000 – 250,000 m3 • twin-screw • twin-screw
X-DF portfolio engines are available as an alternative to X-Engines
LPG CARRIER TYPE WINGD LOW-SPEED ENGINES
X35 X40 X52 X62 X72
57ÁH[
10,000 – 30,000 m3 • • •
> 30,000 m3 •
Applies to DF and/or X-engines
> 60,000 m3 •
X-DF portfolio engines are available as an alternative to X-Engines
Name: Shansi Delivery: 2013 Name: SK AUDACE Ship yard: Samsung Heavy Industries Co,
Vessel type: 25,486 GT Multipurpose Main engine: 57ÁH[ Vessel type: 180,000 CBM LNG Carrier Ltd., South Korea
Ship owner: China Navigation Company Pte Ship owner: SK Shipping Co, Ltd., Delivery: July, 2017
Ltd (CNCo), Singapore South Korea Main engine: Twin 6X62DF
Ship yard: Zhejiang Ouhua Shipyard, China
14 15
WinGD Low-speed Engines
Power range for WinGD Low-speed Engines
WinGD Low-speed Engines
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:
– Optimal power and speed for all – The engines can be operated with The following WinGD engines X82
ship types and sizes residual marine fuels, distillate are also available on request: 18,600-42,750 kW/65-84 rpm
– Lowest possible fuel and cylinder fuels DMA, DMB and DMZ and RT-flex50-B X92
lube oil consumption over the liquefied natural gas (LNG) 4,850–13,280 kW/95–124 rpm 24,420-77,400 kW/70-80 rpm
whole operating range, especially – Full compliance with IMO NO x and
RT-flex58T-D
in part load SO ̎ regulations
7,900–18,800 kW/84–105 rpm
– Different tunings to suit particular – High reliability and durability
X62
sailing profiles – Up to five years between overhauls 7,950-21,280 kW/77-103 rpm
– Specific tuning to increase the – Reduced maintenance X72 All data provided in this booklet is for information
exhaust gas temperature for requirements resulting in low purposes only, explicitly non-binding and subject to
10,600-28,880 kW/66-89 rpm
increased steam production (when change without notice. The General Technical Data
operational costs (GTD) program provides up-to-date information on
required) WinGD low-speed engines.
– Competitive capital cost
16 17Engine Designation
WinGD engine designation
WinGD Porfolio
8X72-B
The key overarching feature of all
WinGD engines is that they combine
Diesel engine version
sustainability with efficiency.
They are supported by revolutionary
technology in emissions Bore size (cm)
reduction, automation and
control, digitalisation
and fuel efficiency.
Engine series (i.e. X engines,
Customers can RT-flex engines)
always expect
full compliance
with emissions Number of cylinders
legislation.
WinGD provides
smart, safe and flexible
propulsion solutions
for the future, today.
8X72DF
Low-pressure
dual-fuel engine
18 19New Engine Designation (from November 2019) X-DF Dual-fuel
X40DF-1.0
WinGD Low-speed Engines
IMO Tier III in gas mode
X52DF-S1.0_
Cylinder bore âPP
Piston stroke 1 770 mm
Speed ²âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar
Stroke / bore 4.43
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Suffix (place holder)
Output in kW at
Length A Weight
Cyl.
Revision level, based on 146 rpm 104 rpm mm tonnes
new design features R1 R2 R3 R4
5 4 675 3 900 3 325 2 775 4 512 109
Technology level 6 5 610 4 680 3 990 3 330 5 212 125
7 6 545 5 460 4 655 3 885 5 912 140
8 7 480 6 240 5 320 4 440 6 612 153
S: Short-stroke or
P: Power generation or B C D
others to be defined Dimensions 2 610 950 6 563
(mm) F1 F2 F3 G
7 986 8 035 7 590 1 411
Fuel designation
DF: Dual-fuel, BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
Blank: Standard engine Rating point R1 R2 R3 R4
BSEC (energy) kJ/kWh 7 312 7 073 7 410 7 171
Bore size BSGC (gas) g/kWh 145.0 140.0 147.0 142.0
BSPC (pilot fuel) g/kWh 1.4 1.7 1.4 1.7
Engine type BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
5DWLQJSRLQWâ R1 R2 R3 R4
BSFC (diesel) g/kWh 189.6 187.6 189.6 187.6
For definitions see page 54.
All data provided in this booklet is for information
purposes only, explicitly non-binding and subject to
change without notice. The General Technical Data
X-DF Dual-Fuel
(GTD) program provides up-to-date information on
F2 / F3
F1
WinGD low-speed engines.
D
When referring to specific engines, the data may
be subject to changes. These will be assessed
individually according to the particular
C
characteristic of each project.
G
A B
20 21RT-flex50DF X52DF
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore 500 mm Cylinder bore âPP
Piston stroke 2 050 mm Piston stroke 2 315 mm
Speed 99–124 rpm Speed ²âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar
Stroke/bore 4.10 Stroke / bore 4.45
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Length A* Weight Length A Length A* Weight
Cyl. Cyl.
mm mm tonnes 105 rpm 79 rpm mm mm tonnes
124 rpm 124 rpm 99 rpm 99 rpm
R1 R2 R3 R4 R1 R2 R3 R4
5 7 200 6 000 5 750 4 775 5 576 6 793 200 5 7 450 6 200 5 600 4 650 5 891 6 990 217
6 8 640 7 200 6 900 5 730 6 456 7 670 225 6 8 940 7 440 6 720 5 580 6 831 7 930 251
7 10 080 8 400 8 050 6 685 7 336 255 7 10 430 8 680 7 840 6 510 7 771 288
8 11 520 9 600 9 200 7 640 8 216 280 8 11 920 9 920 8 960 7 440 8 711 323
B C D B C D
3 150 1 088 7 646 Dimensions 3 514 1 205 8 550
Dimensions
(mm) (mm) F1 F2 F3 G
F1 F2 F3 G
9 270 9 270 8 800 1 636 10 350 10 400 9 850 1 910
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
Rating point R1 R2 R3 R4
Rating point R1 R2 R3 R4
BSEC (energy) kJ/kWh 7 201 6 962 7 299 7 064
BSEC (energy) kJ/kWh 7 201 6 962 7 299 7 064
BSGC (gas) g/kWh 142.7 137.7 144.7 139.7
BSGC (gas) g/kWh 142.7 137.7 144.7 139.7
BSPC (pilot fuel) g/kWh 1.5 1.8 1.5 1.8
BSPC (pilot fuel) g/kWh 1.5 1.8 1.5 1.8
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
5DWLQJSRLQWâ R1 R2 R3 R4
Rating point R1 R2 R3 R4
BSFC (diesel) g/kWh 184.1 182.1 184.1 182.1
BSFC (diesel) g/kWh 184.1 182.1 184.1 182.1
For definitions see page 54.
For definitions see page 54.
A*
A*
X-DF Dual-Fuel
F2 / F3
F2 / F3
F1
F1
D
D
C
G
C
G
A B A B
22 23X52DF-1.1 X52DF-2.1
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore âPP Cylinder bore âPP
Piston stroke 2 315 mm Piston stroke 2 315 mm
Speed ²âUSP Speed ²âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar
Stroke / bore 4.45 Stroke / bore 4.45
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Length A* Weight Cyl. Length A Weight
Cyl.
105 rpm 79 rpm mm mm tonnes 105 rpm 79 rpm mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 7 450 6 200 5 600 4 650 5 891 6 990 217 5 7 450 6 200 5 600 4 650 5 891 217
6 8 940 7 440 6 720 5 580 6 831 7 930 251 6 8 940 7 440 6 720 5 580 6 831 251
7 10 430 8 680 7 840 6 510 7 771 288 7 10 430 8 680 7 840 6 510 7 771 288
8 11 920 9 920 8 960 7 440 8 711 323 B C D
B C D Dimensions 3 514 1 205 8 550
Dimensions 3 514 1 205 8 550 (mm) F1 F2 F3 G
(mm) F1 F2 F3 G 10 350 10 400 9 850 1 910
10 350 10 400 9 850 1 910
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE Rating point R1 R2 R3 R4
Rating point R1 R2 R3 R4 BSEC (energy) kJ/kWh 7 070 6 831 7 169 6 934
BSEC (energy) kJ/kWh 7 201 6 962 7 299 7 064 BSGC (gas) g/kWh 140.1 135.1 142.1 137.1
BSGC (gas) g/kWh 142.7 137.7 144.7 139.7 BSPC (pilot fuel) g/kWh 1.5 1.8 1.5 1.8
BSPC (pilot fuel) g/kWh 1.5 1.8 1.5 1.8
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE 5DWLQJSRLQWâ R1 R2 R3 R4
5DWLQJSRLQWâ R1 R2 R3 R4 BSFC (diesel) g/kWh 181.3 175.3 183.3 179.3
BSFC (diesel) g/kWh 184.1 182.1 184.1 182.1
For definitions see page 54.
For definitions see page 54.
A*
F2 / F3
X-DF Dual-Fuel
F2 / F3
F1
F1
D
D
C
C
G
G
A B A B
24 25X52DF-S1.0 X62DF
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore âPP Cylinder bore âPP
Piston stroke 2 045 mm Piston stroke 2 658 mm
Speed ²âUSP Speed ²âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar
Stroke / bore 3.93 Stroke / bore 4.29
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Cyl. Length A Length A* Weight Length A Weight
120 rpm 95 rpm Cyl. 103 rpm 80 rpm
mm mm tonnes mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 7 500 6 250 5 950 4 950 5 500 6 565 190 5 11 925 9 925 9 250 7 700 7 000 325
6 9 000 7 500 7 140 5 940 6 360 7 415 215 6 14 310 11 910 11 100 9 240 8 110 377
7 10 500 8 750 8 330 6 930 7 220 245 7 16 695 13 895 12 950 10 780 9 215 435
8 12 000 10 000 9 520 7 920 8 080 275 8 19 080 15 880 14 800 12 320 10 320 482
B C D B C D
Dimensions 3 100 â 8 014 Dimensions 4 200 1 360 9 580
(mm) F1 F2 F3 G (mm) F1 F2 F3 G
9 340 9 340 8 800 1 800 11 775 11 775 10 950 2 110
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
Rating point R1 R2 R3 R4 Rating point R1 R2 R3 R4
BSEC (energy) kJ/kWh 7 201 6 962 7 299 7 064 BSEC (energy) kJ/kWh 7 167 6 928 7 269 7 026
BSGC (gas) g/kWh 142.7 137.7 144.7 139.7 BSGC (gas) g/kWh 142.5 137.5 144.5 139.5
BSPC (pilot fuel) g/kWh 1.5 1.8 1.5 1.8 BSPC (pilot fuel) g/kWh 1.0 1.2 1.0 1.2
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
5DWLQJSRLQWâ R1 R2 R3 R4 5DWLQJSRLQWâ R1 R2 R3 R4
BSFC (diesel) g/kWh 184.1 182.1 184.1 182.1 BSFC (diesel) g/kWh 182.0 180.0 182.0 180.0
For definitions see page 54. For definitions see page 54.
A*
X-DF Dual-Fuel
F2 / F3
F2 / F3
F1
F1
D
D
C
C
G
G
A B A B
26 27X62DF-1.1 X62DF-2.1
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore âPP Cylinder bore âPP
Piston stroke 2 658 mm Piston stroke 2 658 mm
Speed ²âUSP Speed ²âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar
Stroke / bore 4.29 Stroke / bore 4.29
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 103 rpm 80 rpm Cyl. 103 rpm 80 rpm
mm tonnes mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 11 925 9 925 9 250 7 700 6 700 318 5 11 925 9 925 9 250 7 700 6 700 318
6 14 310 11 910 11 100 9 240 7 810 370 6 14 310 11 910 11 100 9 240 7 810 370
7 16 695 13 895 12 950 10 780 8 915 428 7 16 695 13 895 12 950 10 780 8 915 428
8 19 080 15 880 14 800 12 320 10 020 475 B C D
B C D Dimensions 4 200 â 9 580
Dimensions 4 200 1 360 9 580 (mm) F1 F2 F3 G
(mm) F1 F2 F3 G 11 775 11 775 10 950 2 110
11 775 11 775 10 950 2 110
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED)
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE Rating point R1 R2 R3 R4
Rating point R1 R2 R3 R4 BSEC (energy) kJ/kWh 7 036 6 797 7 139 6 895
BSEC (energy) kJ/kWh 7 167 6 928 7 269 7 026 BSGC (gas) g/kWh 139.9 134.9 141.9 136.9
BSGC (gas) g/kWh 142.5 137.5 144.5 139.5 BSPC (pilot fuel) g/kWh 1.0 1.2 1.0 1.2
BSPC (pilot fuel) g/kWh 1.0 1.2 1.0 1.2
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE (FIGURES TO BE UPDATED)
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE 5DWLQJSRLQWâ R1 R2 R3 R4
5DWLQJSRLQWâ R1 R2 R3 R4 BSFC (diesel) g/kWh 179.2 173.2 181.2 177.2
BSFC (diesel) g/kWh 182.0 180.0 182.0 180.0
For definitions see page 54.
For definitions see page 54.
X-DF Dual-Fuel
F2 / F3
F2 / F3
F1
F1
D
D
C
C
G
G
A B A B
28 29X62DF-S1.0 X72DF
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore âPP Cylinder bore âPP
Piston stroke 2 245 mm Piston stroke 3 086 mm
Speed ²âUSP Speed âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar
Stroke / bore 3.62 Stroke / bore 4.29
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 108 rpm 85 rpm Cyl.
mm tonnes 89 rpm 69 rpm mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 10 550 8 775 8 300 6 925 6 260 280 5 16 125 13 425 12 500 10 400 8 085 481
6 12 660 10 530 9 960 8 310 7 260 325 6 19 350 16 110 15 000 12 480 9 375 561
7 14 770 12 285 11 620 9 695 8 260 370 7 22 575 18 795 17 500 14 560 10 665 642
8 16 880 14 040 13 280 11 080 9 260 415 8 25 800 21 480 20 000 16 640 11 960 716
B C D B C D
Dimensions 3 440 â 8 780 4 780 1 575 10 790
Dimensions
(mm) F1 F2 F3 G (mm) F1 F2 F3 G
10 300 10 300 9 680 1 830 13 655 13 655 12 730 2 455
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
Rating point R1 R2 R3 R4
Rating point R1 R2 R3 R4
BSEC (energy) kJ/kWh 7 167 6 928 7 269 7 026
BSEC (energy) kJ/kWh 7 150 6 906 7 248 7 004
BSGC (gas) g/kWh 142.5 137.5 144.5 139.5
BSGC (gas) g/kWh 142.3 137.3 144.3 139.2
BSPC (pilot fuel) g/kWh 1.0 1.2 1.0 1.2
BSPC (pilot fuel) g/kWh 0.8 1.0 0.8 1.0
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
5DWLQJSRLQWâ R1 R2 R3 R4
5DWLQJSRLQWâ R1 R2 R3 R4
BSFC (diesel) g/kWh 182.0 180.0 182.0 180.0
BSFC (diesel) g/kWh 182.0 180.0 182.0 180.0
For definitions see page 54.
For definitions see page 54.
F2 / F3
X-DF Dual-Fuel
F2 / F3
F1
F1
D
D
C
G
C
G
A B A B
30 31X72DF-1.1 X72DF-1.2
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore âPP Cylinder bore âPP
Piston stroke 3 086 mm Piston stroke 3 086 mm
Speed âUSP Speed âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 15.7 bar
Stroke / bore 4.29 Stroke / bore 4.29
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 89 rpm 69 rpm Cyl. 79 rpm 69 rpm
mm tonnes mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 16 125 13 425 12 500 10 400 8 085 481 5 13 000 11 900 11 340 10 400 7 785 470
6 19 350 16 110 15 000 12 480 9 375 561 6 15 600 14 300 13 600 12 480 9 075 550
7 22 575 18 795 17 500 14 560 10 665 642
B C D
8 25 800 21 480 20 000 16 640 11 960 716
Dimensions 4 780 1 575 10 790
B C D (mm) F1 F2 F3 G
Dimensions 4 780 1 575 10 790 13 655 13 655 12 730 2 455
(mm) F1 F2 F3 G
13 655 13 655 12 730 2 455 BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED)
Rating point R1 R2 R3 R4
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED) BSEC (energy) kJ/kWh 7 080 6 955 7 113 7 004
Rating point R1 R2 R3 R4 BSGC (gas) g/kWh 140.8 138.2 141.5 139.2
BSEC (energy) kJ/kWh 7 150 6 906 7 248 7 004 BSPC (pilot fuel) g/kWh 0.9 1.0 0.9 1.0
BSGC (gas) g/kWh 142.3 137.3 144.3 139.2
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE (FIGURES TO BE UPDATED)
BSPC (pilot fuel) g/kWh 0.8 1.0 0.8 1.0
5DWLQJSRLQWâ R1 R2 R3 R4
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE (FIGURES TO BE UPDATED) BSFC (diesel) g/kWh 181.2 180.2 181.1 180.0
5DWLQJSRLQWâ R1 R2 R3 R4
For definitions see page 54.
BSFC (diesel) g/kWh 182.0 180.0 182.0 180.0 Engine optimised for reduced rating field
and 5/6 cylinder applications
For definitions see page 54.
F2 / F3
X-DF Dual-Fuel
F2 / F3
F1
F1
D
D
C
G
C
G
A B A B
32 33X72DF-2.1 X72DF-2.2
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore âPP Cylinder bore âPP
Piston stroke 3 086 mm Piston stroke 3 086 mm
Speed âUSP Speed âUSP
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 15.7 bar
Stroke / bore 4.29 Stroke / bore 4.29
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 89 rpm 69 rpm Cyl. 69 rpm
mm tonnes 79 rpm mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 16 125 13 425 12 500 10 400 8 085 481 5 13 000 11 900 11 340 10 400 7 785 470
6 19 350 16 110 15 000 12 480 9 375 561 6 15 600 14 300 13 600 12 480 9 075 550
7 22 575 18 795 17 500 14 560 10 665 642
B C D
B C D Dimensions 4 780 1 575 10 790
Dimensions 4 780 1 575 10 790 (mm) F1 F2 F3 G
(mm) F1 F2 F3 G 13 655 13 655 12 730 2 455
13 655 13 655 12 730 2 455
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE (FIGURES TO BE UPDATED)
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE Rating point R1 R2 R3 R4
Rating point R1 R2 R3 R4 BSEC (energy) kJ/kWh 6 925 6 827 6 985 6 876
BSEC (energy) kJ/kWh 7 021 6 778 7 119 6 876 BSGC (gas) g/kWh 137.7 135.7 138.9 136.7
BSGC (gas) g/kWh 139.7 134.7 141.7 136.7 BSPC (pilot fuel) g/kWh 0.9 1.0 0.9 1.0
BSPC (pilot fuel) g/kWh 0.8 1.0 0.8 1.0
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE (FIGURES TO BE UPDATED)
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE 5DWLQJSRLQWâ R1 R2 R3 R4
5DWLQJSRLQWâ R1 R2 R3 R4 BSFC (diesel) g/kWh 177.6 175.2 179.0 177.2
BSFC (diesel) g/kWh 179.2 173.2 181.2 177.2
For definitions see page 54.
For definitions see page 54. Engine optimised for reduced rating field
and 5/6 cylinder applications
X-DF Dual-Fuel
F2 / F3
F2 / F3
F1
F1
D
D
C
C
G
G
A B A B
34 35X82DF-1.0 X92DF
WinGD Low-speed Engines
IMO Tier III in gas mode IMO Tier III in gas mode
Cylinder bore âPP Cylinder bore 920 mm
Piston stroke 3 375mm Piston stroke 3 468 mm
Speed âUSP Speed 70-80 rpm
0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar 0HDQHɽHFWLYHSUHVVXUHDW5 17.3 bar
Stroke / bore 4.12 Stroke / bore 3.77
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at
Length A Weight Output in kW at
Cyl. 84 rpm 58 rpm Length A Weight
mm tonnes Cyl. 80 rpm 70 rpm mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
6 25 920 21 600 17 880 14 940 10 426 805 6 31 920 26 580 27 930 23 250 11 570 1 120
7 30 240 25 200 20 860 17 430 11 866 910 7 37 240 31 010 32 585 27 125 13 160 1 260
8 34 560 28 800 23 840 19 920 13 306 1 020 8 42 560 35 440 37 240 31 000 14 750 1 380
9 38 880 32 400 26 820 22 410 14 746 1 160 9 47 880 39 870 41 895 34 875 17 780 1 630
10 53 200 44 300 46 550 38 750 19 370 1 790
B C D 11 58 520 48 730 51 205 42 625 21 030 1 960
Dimensions 5 020 1 800 12 225 12 63 840 53 160 55 860 46 500 22 700 2 140
(mm) F1 F2 F3 G
15 150 - - 2 700 B C D
Dimensions 5 550 1 900 13 140
(mm) F1 F2 F3 G
BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
15 520 15 530 14 260 2 970
Rating point R1 R2 R3 R4
BSEC (energy) kJ/kWh 7 115 6 872 7 218 6 970 BRAKE SPECIFIC CONSUMPTIONS IN GAS MODE
BSGC (gas) g/kWh 141.8 136.8 143.8 138.8
Rating point R1 R2 R3 R4
BSPC (pilot fuel) g/kWh 0.6 0.7 0.6 0.7
BSEC (energy) kJ/kWh 7 090 6 846 7 192 6 945
BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE BSGC (gas) g/kWh 141.2 136.2 143.2 138.2
BSPC (pilot fuel) g/kWh 0.7 0.8 0.7 0.8
5DWLQJSRLQWâ R1 R2 R3 R4
BSFC (diesel) g/kWh 184.1 182.1 184.1 182.1 BRAKE SPECIFIC FUEL CONSUMPTION IN DIESEL MODE
For definitions see page 54. Rating point R1 R2 R3 R4
BSFC (diesel) g/kWh 180.9 178.9 180.9 178.9
For definitions see page 54.
F2 / F3
X-DF Dual-Fuel
F1
F2 / F3
D
F1
D
C
G
C
G
A B
36 A B 37Achieving a new
GUINNESS WORLD RECORDS
TM
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
38 39Diesel
X35-B X40-B
WinGD Low-speed Engines
IMO Tier II & Tier III (SCR) IMO Tier II & Tier III (SCR)
Cylinder bore 350 mm Cylinder bore 400 mm
Piston stroke 1 550 mm Piston stroke 1 770 mm
Speed 118–167 rpm Speed 104-146 rpm
0HDQHɽHFWLYHSUHVVXUHDW5 21.0 bar 0HDQHɽHFWLYHSUHVVXUHDW5 21.0 bar
Stroke / bore 4.43 Stroke / bore 4.43
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 167 rpm 118 rpm Cyl. 146 rpm 104 rpm
mm tonnes mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 4 350 3 475 3 075 2 450 3 838 74 5 5 675 4 550 4 050 3 250 4 390 109
6 5 220 4 170 3 690 2 940 4 450 84 6 6 810 5 460 4 860 3 900 5 090 125
7 6 090 4 865 4 305 3 430 5 062 95 7 7 945 6 370 5 670 4 550 5 790 140
8 6 960 5 560 4 920 3 920 5 674 105 8 9 080 7 280 6 480 5 200 6 490 153
B C D B C D
Dimensions 2 284 830 5 556 Dimensions 2 610 950 6 344
(mm) F1 F2 F3 G (mm) F1 F2 F3 G
6 806 6 806 6 330 1 326 7 742 7 742 7 400 1 411
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh
Full load Full load
Rating point R1 R2 R3 R4
Rating point R1 R2 R3 R4
BMEP, bar 21.0 16.8 21.0 16.8
BMEP, bar 21.0 16.7 21.0 16.7
BSFC Standard Tuning 173.8 167.8 173.8 167.8
BSFC Standard Tuning 172.8 166.8 174.8 168.8
Part load, % of R1 85 70 85 70 65
Part load, % of R1 85 70 85 70 65
Tuning variant Standard Standard Delta Delta Low-Load
Tuning variant Standard Standard Delta Delta Low-Load
BSFC 170.2 169.8 169.5 168.3 165.0
BSFC 169.2 168.8 168.5 167.3 164.0
For definitions see page 54.
For definitions see page 54.
F2 / F3
F2 / F3
F1
F1
D
D
Diesel
C
C
G
G
A B A B
40 41X52 X52-S2.0
WinGD Low-speed Engines
IMO Tier II & Tier III (SCR) IMO Tier II & Tier III (SCR)
Cylinder bore 520 mm Cylinder bore 520 mm
Piston stroke 2 315 mm Piston stroke 2 045 mm
Speed 79-105 rpm Speed 95-120 rpm
0HDQHɽHFWLYHSUHVVXUHDW5 21.0 bar 0HDQHɽHFWLYHSUHVVXUHDW5 22.0 bar
Stroke / bore 4.45 Stroke / bore 3.93
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Length A* Weight Length A Length A* Weight
Cyl. 105 rpm 79 rpm Cyl. 120 rpm 95 rpm
mm mm tonnes mm mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 9 050 6 800 6 800 5 100 5 891 6 990 217 5 9 550 6 850 7 575 5 425 5 500 6 565 190
6 10 860 8 160 8 160 6 120 6 831 7 930 251 6 11 460 8 220 9 090 6 510 6 360 7 415 215
7 12 670 9 520 9 520 7 140 7 771 288 7 13 370 9 590 10 605 7 595 7 220 245
8 14 480 10 880 10 880 8 160 8 711 323 8 15 280 10 960 12 120 8 680 8 080 275
B C D B C D D (iSCR)
Dimensions 3 514 1 205 8 562 Dimensions 3 100 1 190 8 014 8 150
(mm) F1 F2 F3 G (mm) F1 F2 F3 G
10 350 10 350 9 800 1 910 9 340 9 340 8 800 1 800
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh
Full load Full load
5DWLQJSRLQWâ R1 R2 R3 R4 5DWLQJSRLQWâ R1 R2 R3 R4
%0(3EDUâ 21.0 15.8 21.0 15.8 %0(3EDUâ 22.0 15.8 22.0 15.8
BSFC Standard Tuning 166.8 159.8 166.8 159.8 BSFC Standard Tuning 161.8 155.8 159.8 156.8
Part load, % of R1 85 70 85 70 65 Part load, % of R1 85 70 85 70 65
Tuning variant Standard Standard Delta Delta Low-Load Tuning variant Standard Standard Delta Delta Low-Load
BSFC 163.2 162.8 162.5 161.3 158.0 BSFC 158.2 157.8 157.5 156.3 153.0
For definitions see page 54. For definitions see page 54.
iSCR available for 5- to 7-cylinder engines iSCR available for 5- to 7-cylinder engines
with one TC on exhaust side with one TC on exhaust side
A* A*
F2 / F3
F2 / F3
F1
F1
D
D
Diesel
C
C
G
G
42 43
A B A BX62-S2.0 X62-B
WinGD Low-speed Engines
IMO Tier II & Tier III (SCR) IMO Tier II & Tier III (SCR)
Cylinder bore 620 mm Cylinder bore 620 mm
Piston stroke 2 245 mm Piston stroke 2 658 mm
Speed 85–108 rpm Speed 77–103 rpm
0HDQHɽHFWLYHSUHVVXUHDW5 22 bar 0HDQHɽHFWLYHSUHVVXUHDW5 21.0 bar
Stroke / bore 3.62 Stroke / bore 4.29
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 108 rpm 85 rpm Cyl. 103 rpm 77 rpm
mm tonnes mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 13 425 9 650 10 550 ȵ ȵ6 260 280 5 14 500 10 650 10 800 ȵ ȵ 325
ʖ 16 110 11 580 12 660 9 120 ȵ7 260 325 6 17 400 12 780 12 960 ȵ ȵ8 110 377
7 18 795 13 510 14 770 10 640 8 260 370 7 20 300 14 910 15 120 11 130 ȵ9 215 435
8 21 480 15 440 16 880 12 160 9 260 415 8 23 200 17 040 17 280 12 720 10 320 482
B C D D (iSCR) B C D
Dimensions 3 440 1 300 8 780 8 816 Dimensions 4 200 1 360 9 580
(mm) F1 F2 F3 G (mm) F1 F2 F3 G
10 230 10 230 9 620 1 830 11 830 11 830 11 005 2 110
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh
Full load Full load
Rating point R1 R2 R3 R4 Rating point R1 R2 R3 R4
BMEP, bar 22.0 15.8 22.0 15.8 BMEP, bar 21.0 15.5 21.0 15.4
BSFC Standard Tuning 160.8 155.8 158.8 156.8 BSFC Standard Tuning 164.8 159.3 163.8 159.3
Part load, % of R1 85 70 85 70 65 Part load, % of R1 85 70 85 70 65
Tuning variant Standard Standard Delta Delta Low-Load Tuning variant Standard Standard Delta Delta Low-Load
BSFC 157.2 156.8 156.5 155.3 152.0 BSFC 161.2 160.8 160.5 159.3 155.3
For definitions see page 54. For definitions see page 54.
iSCR available for 5- to 7-cylinder engines iSCR available for 5- to 7-cylinder engines
with one TC on exhaust side with one TC on exhaust side
F2 / F3
F2 / F3
F1
F1
D
Diesel
D
C
C
G
G
44 A B A B 45X72-B X82-B
WinGD Low-speed Engines
IMO Tier II & Tier III (SCR) IMO Tier II & Tier III (SCR)
Cylinder bore 720 mm Cylinder bore 820 mm
Piston stroke 3 086 mm Piston stroke 3 375 mm
Speed 66–89 rpm Speed 58–84 rpm
0HDQHɽHFWLYHSUHVVXUHDW5 21.0 bar 0HDQHɽHFWLYHSUHVVXUHDW55 21.0/19.0 bar
Stroke / bore 4.29 Stroke / bore 4.12
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 89 rpm 66 rpm Cyl. 76 / 84 rpm 58 rpm
mm tonnes mm tonnes
R1 R2 R3 R4 55 55 R3 R4
5 19 600 14 300 14 550 10 600 ȵ8 085 481 6 28 500 21 720 21 750 16 590 11 045 ȵ
6 23 520 17 160 17 460 12 720 ȵ 561 7 33 250 25 340 25 375 19 355 12 550 ȵ
7 27 440 20 020 20 370 14 840 10 665 642 8 38 000 28 960 29 000 22 120 14 055 1 020
8 31 360 22 880 23 280 16 960 11 960 716 9 42 750 32 580 32 625 24 885 16 500 1 160
B C D B C D E
Dimensions 4 780 1 575 10 790 Dimensions 5 020 1 800 12 250 5 400
(mm) F1 F2 F3 G (mm) F1 F2 F3 G
13 750 13 750 12 820 2 455 14 820 14 800 13 800 2 700
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh
Full load Full load
Rating point R1 R2 R3 R4 Rating point 55 55 R3 R4
BMEP, bar 21.0 15.4 21.0 15.4 BMEP, bar 21.0/19.0 16.0/14.5 21.0 16.0
BSFC Standard Tuning 164.8 159.3 163.8 159.3 BSFC Standard Tuning 164.8/162.8 157.8 164.8 157.8
Part load, % of R1 85 70 85 70 65 Part load, % of 85 70 85 70 65
R1/R1+
Tuning variant Standard Standard Delta Delta Low-Load Tuning variant Standard Standard Delta Delta Low-Load
BSFC 161.2 160.8 160.5 159.3 155.3 BSFC 161.2/159.2 160.8/158.8 160.5/158.5 159.3/157.3 156.0/154.3
For definitions see page 54. For definitions see page 54.
F2 / F3
F2 / F3
F1
F1
D
D
Diesel
C
C
G
G
A B A B
46 47X82-2.0 X92-B
WinGD Low-speed Engines
IMO Tier II & Tier III (SCR) IMO Tier II & Tier III (SCR)
Cylinder bore 820 mm Cylinder bore 920 mm
Piston stroke 3 375 mm Piston stroke 3 468 mm
Speed 58–84 rpm Speed 70–80 rpm
0HDQHɽHFWLYHSUHVVXUHDW5 22.0 bar 0HDQHɽHFWLYHSUHVVXUHDW5 21.0 bar
Stroke / bore 4.12 Stroke / bore 3.77
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Length A Weight Length A Weight
Cyl. 84 rpm 58 rpm Cyl. 80 rpm 70 rpm
mm tonnes mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
6 33 000 24 000 22 800 16 560 10 426 ȵ 6 38 700 27 900 33 900 24 420 11 570 1 120
7 38 500 28 000 26 600 19 320 11 866 ȵ 7 45 150 32 550 39 550 28 490 13 160 1 260
8 44 000 32 000 30 400 22 080 13 306 1 020 8 51 600 37 200 45 200 32 560 14 750 1 380
9 49 500 36 000 34 200 24 840 14 746 1 160 9 58 050 41 850 50 850 36 630 17 780 1 630
10 64 500 46 500 56 500 40 700 19 370 1 790
B C D
11 70 950 51 150 62 150 44 770 21 030 1 960
Dimensions 5 020 1 800 12 225
(mm) 12 77 400 55 800 67 800 48 840 22 700 2 140
F1 F2 F3 G
15 250 - - 2 700 B C D
Dimensions 5 550 1 900 13 150
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh (mm) F1 F2 F3 G
15 640 15 650 14 360 2 970
Full load
Rating point R1 R2 R3 R4 BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh
BMEP, bar 22.0 16.0 22.0 16.0
Full load
BSFC Standard Tuning 162.3 157.2 158.5 155.7
Rating point R1 R2 R3 R4
Part load, % of R1 85 70 85 70 65 BMEP, bar 21.0 15.1 21.0 15.1
BSFC Delta Tuning 162.8 156.8 161.8 157.8
Tuning variant Standard Standard Delta Delta Low-Load
BSFC 158.7 158.3 158.0 156.8 153.5 Part load, % of R1 85 70 65
For definitions see page 54. Tuning variant Delta Delta Low-Load
BSFC 155.5 154.3 149.6
For definitions see page 54.
F2 / F3
F1
F2 / F3
F1
D
Diesel
D
C
G
C
G
A B
48 A B 49RT-flex50-D RT-flex58T-E
WinGD Low-speed Engines
IMO Tier II & Tier III (SCR) IMO Tier II & Tier III (SCR)
Cylinder bore 500 mm Cylinder bore 580 mm
Piston stroke 2050 mm Piston stroke 2 416 mm
Speed 95–124 rpm Speed 90–105 rpm
0HDQHɽHFWLYHSUHVVXUHDW5 21.0 bar 0HDQHɽHFWLYHSUHVVXUHDW5 21 bar
Stroke / bore 4.10 Stroke / bore 4.17
RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS RATED POWER, PRINCIPAL DIMENSIONS AND WEIGHTS
Output in kW at Output in kW at
Cyl. Length A Length A* Weight Length A Weight
124 rpm 95 rpm mm mm tonnes Cyl. 105 rpm 90 rpm mm tonnes
R1 R2 R3 R4 R1 R2 R3 R4
5 8 725 6 650 6 700 5 100 5 576 6 793 200 5 11 750 7 900 10 075 7 900 6 381 281
6 10 470 7 980 8 040 6 120 6 456 7 670 225 6 14 100 9 480 12 090 9 480 7 387 322
7 12 215 9 310 9 380 7 140 7 336 255 7 16 450 11 060 14 105 11 060 8 393 377
8 13 960 10 640 10 720 8 160 8 216 280 8 18 800 12 640 16 120 12 640 9 399 418
B C D B C D
Dimensions 3 150 1 088 7 646 Dimensions 3 820 1 300 8 822
(mm) F1 F2 F3 G (mm) F1 F2 F3 G
9 270 9 270 8 800 1 636 10 960 11 000 10 400 2 000
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) IN g/kWh
Full load Full load
Rating point R1 R2 R3 R4 Rating point R1 R2 R3 R4
BMEP, bar 21.0 16.0 21.0 16.0 BMEP, bar 21.0 14.1 21.0 16.5
BSFC Standard Tuning 168.8 162.8 168.8 162.8 BSFC Standard Tuning 167.8 161.8 167.8 161.8
Part load, % of R1 85 70 85 70 65 Part load, % of R1 85 70 85 70 65
Tuning variant Standard Standard Delta Delta Low-Load Tuning variant Standard Standard Delta Delta Low-Load
BSFC 165.2 163.5 164.5 162.0 158.9 BSFC 164.2 162.5 163.5 161.0 157.9
For definitions see page 54. For definitions see page 54.
A*
F2 / F3
F2 / F3
F1
F1
D
D
Diesel
C
C
G
G
A B A B
50 51General Technical Data Application
WinGD’s General Technical Data (GTD) application
WinGD Low-speed Engines
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
General Technical Data Application
Start your next engine project by downloading GTD:
www.wingd.com/en/media/general-technical-data
Name: Eagle Bintulu Managers: Eaglestar
Vessel type: LNG dual fuelled Aframax Delivery: 2018
Tanker Main engine: 6X62DF
Ship owner: AET
Ship yard: Samsung Heavy Industry Co.
Ltd.
Scan this QR-code to send the above link by email
The program is a desktop application and supported by all
Windows operating systems from version 7.
52 53Engine Definitions and Notes
ISO Standard (ISO 3046-1) Dimensions and weights Fuel/energy consumption Available engine tunings
WinGD Low-speed Engines
reference conditions – All dimensions and weights are not All brake specific fuel consumptions Standard Tuning, Delta Tuning,
1.0 bar Total barometric binding. For detailed information (BSFC) and brake specific pilot fuel Delta Bypass Tuning and Low-load
pressure at R1 and updates, please visit: consumptions (BSPC) are quoted Tuning are available for certain
www.wingd.com/en/engines/ for fuel of lower calorific value WinGD low-speed diesel engines to
25°C Suction air temperature
engine-types/ 42.7 MJ/kg. provide optimum fuel consumption
30% Relative humidity for different engine loads. Delta
A Engine length from the coupling Brake specific gas consumptions
Tuning and Low-load Tuning focuses
25°C Cooling water temperature flange to the end of the bedplate (BSGC) are quoted for gas of lower
on reducing fuel consumption in the
before engine calorific value 50.0 MJ/kg.
A* Engine length from the TC aft end operating range below 90% or 75%
to the end of the bedplate Brake specific energy consumptions engine power.
Rating points (BSEC) for dual-fuel engines are based
B Width of the engine seating The advanced technology of Steam
The engine layout fields for WinGD on energy delivered to the engine as
Production Control (SPC) can be
low-speed engines are defined by C Dist. from the centre of the gas and liquid fuel for one kilowatt hour
added to the Low-load and Delta
the power/speed rating points R1, crankshaft to the underside of the mechanical power output.
Bypass Tuning to increase the steam
R2, R3 and R4 (see diagram below). foot flange
For all WinGD low-speed diesel and production, while keeping the overall
For certain engines, the layout field is
D Dist. from the centre of the dual-fuel engines stepwise tolerances fuel consumption at a minimum.
extended to the points R1+ and R2+.
crankshaft to the highest point of have been introduced for the brake
Dual Tuning is available on request
R1, or R1+ instead if applicable, is the engine specific fuel and energy consumption
and in cooperation with Classification
the nominal maximum continuous (BSFC/BSEC) guarantee, referring
F1 Min. height for vertical removal Societies.
rating (MCR). to ISO standard reference conditions
of the piston
(ISO 15550 and 3046): WinGD X82-2.0 and X92-B
Engine-MCR F2 Min. height for vertical removal of engines with multi-turbocharger
Power
– +5% tolerance for 100% to 85%
R1 R1+
the piston with double-jib crane configuration can be equipped with a
engine power
Turbocharger (TC) cut off tuning that
Engine
layout field
F3 Min. height for tilted removal of
– +6% tolerance forWinGD Technologies
Low-pressure X-DF Technology Applications Fully compliant with
WinGD
X-DF technology is applicable on a IMO Tier III
D Technologies
Future environmental variety of vessel types, including
LNG carriers, chemical tankers,
regulation remains the key container ships and vessels
variable for ship owners operating worldwide including
to monitor. X-DF engines, Emission Control Areas (Baltic Sea,
coasts of North America, Gulf of
Emission values (%)
operating on LNG, reduce a
Mexico). In the marine business, the
cargo vessel's emissions by low-pressure X-DF solution is an
99% for SOx, 90% for NOx, attractive alternative for companies
99% for PM and about 18% looking for environmentally
sustainable propulsion solutions.
for Greenhouse gases.
DF-ready option
The technology
WinGD has introduced the DF-ready
Low-pressure X-DF technology version as an option for simplifying Technologies:
is the market leader in low speed future conversions. The DF-ready LP-DF: Dual-Fuel Engine in Gas Mode, operated according
to the Otto-cycle combustion process
dual-fuel engines. Based on the engines can be easily converted to HP-DF: Dual-Fuel Engine in Gas Mode, operated according
lean-burn Otto-cycle combustion dual-fuel, as no major structural to the diesel-cycle combustion process
principle, fuel and air are premixed The low-pressure Diesel / HFO: Conventional Diesel Engine, operated with
X-DF engines provide components need to be modified. 3.5% sulphur HFO
and burned at a relatively high air- All parts, which are to be replaced
to-fuel ratio; a concept already used the following benefits
at a later conversion, are either
widely on medium-speed engines. – Low-pressure gas supply Due to its lean-burn combustion
typical wear parts or specific X-DF
means maximum simplicity, low process, this technology has an
The launch of low speed dual- components and systems. The DF-
investment costs and low power inherent potential to reduce the
fuel engines using LNG, admitted ready version is the recommended
consumption formation of NOX by up to 90%
at low pressure and ignited by a solution for LNG-ready ships.
compared to diffusion combustion
low volume of liquid pilot fuel, – Extremely small pilot fuel quantity, of diesel or high-pressure direct-
Low-pressure X-DF Technology
was a breakthrough in the marine below 1% of total heat release injected gas-diesel engines (GD).
industry. WinGD has applied a
– X-DF engines can be operated on Thus, with lean-burn X-DF engines,
depth of gas engine expertise and
gas down to very low loads no additional exhaust-gas treatment
experience to its low-speed engines
– a move that extends the benefits – Low NOX emissions, close to is needed to meet the IMO Tier III
of DF technology across the broader zero SOX emissions, IMO Tier III NOX limits. The low-pressure X-DF
marine industry. This technology compliant without exhaust-gas solution also reduces the vessel’s
has proven effective through well after-treatment total CO 2 footprint compared to HFO.
over 250,000 running hours from a
– Particulate matter emissions
variety of vessel types.
reduced to almost zero
6RT-flex50DF engine
56 57X-DF2.0 Technology
iCER Recirculating Exhaust Gas to the engine. The Exhaust Gas Cooler
WinGD Technologies
As market leaders in dual-fuel through a Low-pressure Path (EGC) has been designed to cool
technology WinGD is pushing down up to 50% of the total exhaust
The iCER is designed to cool and
engineering boundaries for smarter gas flow from the turbine. The cooled
recirculate part of the exhaust gas
solutions to reduce emissions exhaust gas and fresh air are then
Lower operating costs through a low-pressure path during
and improve efficiency. Ensuring mixed before entering the compressor
operation in gas mode. By using a
continuous improvement of X-DF wheel of the turbocharger.
low-pressure recirculation path,
technology through reductions to it is possible to use the full The water required for cooling the
both fuel consumption and methane turbocharger capacity for optimal exhaust gas is recirculated in a closed
slip in gas mode, WinGD has launched system efficiency. loop through a circulation tank. The
the X-DF2.0 technology with the recirculated fresh water used in the
introduction of iCER – Intelligent To minimise the impact on the engine
EGC is cooled by sea water via a plate
Control by Exhaust Recycling. room, the iCER system has been
Proven low-pressure dual-fuel heat exchanger.
optimised for installation adjacent
The iCER technology delivers engine technology with high
reliability and safety record
enhanced combustion control
using inert gas and offers the
following benefits:
– 3% energy consumption
reduction in gas mode
– Up to 5g/kWh fuel consumption Reduced methane slip and COʦ
reduction in diesel mode emissions
– Up to 50% reduction of
methane slip
Abbreviation:
BPV Back Pressure Valve WMC Water Mist Catcher
SOV Shut Off Valve EGC Exhaust Gas Cooler
X-DF2.0
SAC Scavenge Air Cooler PHE Plate Heat Exchanger
58 59IMO Tier III Solutions
Low-pressure X-DF Solution The temperature of the exhaust gas Integrated SCR (iSCR) This provides high-pressure
WinGD Technologies
is thereby subject to constraints both operation (HP-SCR), while promoting
Switching from liquid to gas fuel is The integrated SCR (iSCR) is
on the upper and the lower side. The higher operation temperatures
a viable solution for dealing with installed completely ‘on engine’ and
latter is particularly an issue with fuels (favoured by the SCR reactions).
both IMO Tier III NOx standards and was developed due to the growing
containing higher fractions of sulphur, Furthermore, this is achieved in a
requirements for SOx. Refer to the demand for a smaller, more compact
such as those present in typical heavy compact overall design with minimal
X-DF engines section in this booklet solution to fulfil the Tier III emission
fuel oil (HFO) qualities available today, external piping.
for more details. regulations.
which calls for even higher minimum
temperatures in the catalyst. The iSCR will be made available for
SCR for Diesel Operation The principle concept of the iSCR selected WinGD low speed diesel
programme is to integrate the SCR engines. Further information
When considering liquid fuels only, High Pressure SCR reactor directly to the exhaust
various options need to be taken into can be obtained from WinGD
The SCR reactor is put on the high- manifold of the engine, upstream of representatives.
account, combining the individual the turbocharger.
pressure side, before the turbine.
solutions to control the two key
Integrating the SCR reactor before
pollutants SOx and NOx. Low Pressure SCR
the turbine allows the reactor to
SCR (Selective Catalytic Reduction) be designed in the most compact The SCR reactor is put on the low-
technology is based on the reduction way due to the higher density of the pressure side, after the turbine.
of nitrogen oxides (NOX) by means exhaust gas. WinGD has developed an interface
of a reductant (typically ammonia, specification for low-pressure
WinGD has developed and is SCR applications for all low-speed
generated from urea) at the surface
systematically deploying high engines, which complies with the
of a catalyst in a reactor.
pressure SCR solutions for the known low-pressure SCR system
low-speed diesel engine portfolio providers. Low-pressure SCR is
with single and multi-turbocharger typically larger in volume compared
applications. to the high pressure solution, but
WinGD allows third-parties to can be integrated into the exhaust
supply high-pressure SCR systems stream system.
in accordance with the interface
specifications.
IMO Tier III Solutions
iSCR arrangement shown on X62-S2.0
Typical high-pressure
SCR arrangement 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.
60 61IMO Fuel Compliance 2020
In connection with MARPOL Annex Vl,
The diesel and
WinGD Technologies
regulation 14, the fuel sulphur limits
are regulated as follows: dual-fuel engines
1) 0.50 % global sulphur limit as per offered by WinGD
1 Jan 2020
can be operated with
2) 0.10 % local sulphur limit for
Emission Control Areas (ECAs) distillate marine fuels
as per 1 Jan 2015 (DMA, DMZ, DMB),
Terminology residual marine fuels
(according CIMAC WG7 Fuels / and liquefied natural
International Bunker Industry
Association (IBIA)): gas (LNG).
– RM: residual marine
Several fuel suppliers offer ULSFO
(fuel that needs heating)
RM and VLSFO RM products as
– DM: distillate marine alternative to distillate fuels to cope
(does not need heating) with the global and local fuel sulphur
limits. Many of these products fulfil
– FO: fuel oil
the specifications of residual fuels as An appropriate cylinder lubricating WinGD has years of field experience
– ULSFO RM: maximum 0.10 % stated in ISO 8217:2017, but they may oil must be used and piston underside in the use of different fuel types
sulphur RM product differ from previously used heavy fuel drain oil monitoring is recommended including LNG and a broad range of
oil (HFO) qualities in terms of according to WinGD’s manuals. liquid fuels with sulphur contents
– ULSFO DM: maximum 0.10 %
e.g. cold flow properties, stability, ranging from near zero to > 3.50 %.
sulphur DM product
compatibility or viscosity.
– VLSFO RM: RM products that are It is recommended to This includes the use of a large variety
of cylinder lubricating oil formulations
These fuels must be treated like HFO
above 0.10 % but meeting a 0.50 %
sulphur limit in aspects like storage, heating and consult the relevant with these fuels.
– VLSFO DM: DM products that are
separation. The changeover from
ULSFO RM to VLSFO RM products (and
WinGD operation WinGD’s tribology concept and engine
IMO Fuel Compliance 2020
above 0.10 % but meeting a 0.50 % vice versa), should be performed as guideline for guidance design is equally well suited to the
sulphur limit when changing from distillate fuels to operating conditions applicable
HFO (and vice versa) due to possible related to purchasing, before and after January 2020.
incompatibility. bunkering and For further information please check
handling of compliant the instructions provided with the
WinGD engine operating manuals.
fuels on board.
62 63Cylinder Lubrication
WinGD's 'Pulse Jet' Very homogeneous lubricant Pulse Jet cylinder lubrication features By applying regular laboratory
WinGD Technologies
distribution on the cylinder liner various technologies to ensure safe and on-board analysis of piston
cylinder lubrication system
surface and the refreshment of the lubrication and acid-neutralisation underside drain oil samples, lubricant
incorporates the latest lubricant film by regular injections for piston rings and the entire cylinder consumption can be reduced to the
findings of engine research at minimal lubricant feed rate liner running surface: minimum possible considering the
dealing with slow-steaming guarantees to keep operational operating conditions.
– The spray angles of Pulse Jet‘s
expenses at the lowest possible level.
and cold corrosion with maintenance-friendly lubricant Easy, understandable documentation
Together with WinGD-validated injection nozzles and the for engine operation provides
decades of experience
lubricants from a wide variety of electronically controlled timing guidance for the correct choice of
in reliability. suppliers covering a Base Number of lubricant pump actuation cylinder lubricant for gas, distillate
(BN) range from 15 to 145 mgKOH/g are tailored to achieve highly and residual fuels as well as for safe
suited to any kind of fuel sulphur homogeneous distribution of and economic maintenance intervals
content and operating conditions, cylinder lubricant which are either time-dependent or
Pulse Jet cylinder lubrication is the condition-based.
– The zig-zag-shaped grooves on
prerequisite to achieve extended time several levels on the cylinder liner
between overhauls of piston rings running surface provide further
and cylinder liners with outstanding vertical and horizontal distribution
reliability and engine availability. of the freshly injected lubricant
in the upper stroke area, where
WinGD’s low-speed high pressure and temperature
of combustion gas require
engines with Pulse Jet special attention
cylinder lubrication – Each piston ring provides a
function with regard to the
system are the combustion gas sealing and
state-of-the-art perfect mixing of fresh lubricant
with the existing lubricant film
solution for reliable at each and every piston stroke.
This suppresses cold corrosion
and cost-effective by distributing the additives in
transportation of cargo. the lubricant film in intervals
adapted to the current need
Cylinder Lubrication
WinGD Piston Running Concept with
Pulse Jet Cylinder Lubrication System
64 65You can also read
