MAN B&W Diesel A/S (Baw Service Letter No: SL91-286/0G October 1991 Recommendations for Cylinder Oil Feed Rate and Cylinder Oil Quality for MC En Dear Sirs, The following recommendations, which supersede recommenda- tions given in Service Letter No, 89-253/0G of November 1989 are, in principle, valid for engines installed after 1991 in ships with controllable pitch and fixed pitch propellers as well as for stationary engines. The recommendations may also be used for previous MC/MCE engines. Summary The actual feed rate in service is to be based on the actual cylinder condition as judged by regular inspections through the scavenge air ports. Based on service experience, our general recommendation can be summarized as follows: Specific cyl. oil feed rate: 0.7 g/BHPh - 1.0 g/BHPh or 1.0 g/kWh - 1.4 g/kWh valid for nominal MCR (catalogue output, L; point) and for engines which have been duly run-in. The L, point is defined on the layout diagram, Fig. 3. Fig. 1 states the corresponding nominal feed rates Q, in kg/cyl. per 24 hours for all MC engines on the basis of the nominal MCR of the engines (L, point). HEAD OFFIOE (& postal asehess) DIESEL SERVICE PROUCTION FORWARDING RRECEIVING MAN BAW Diesel AS Stampoinen to Stemnaimen Yor Tophaimagace 35 Toghatmapace 35 Denman Dec2es0 ruidove (Copenhagen) Di-2as0 ruidere (Copenhagen) Dre 2450 Coperapon SY Du-2ss0 Copenhagen SY Reg: No! 24231 lopnone +891 40 28 01 ‘olephone: +46 30492501”” Toephone:' 493131 44:33 Tolaphones © 45 3131 4439 "Gsr3, e802 manbw dk Cablossmanband ‘Teton 19023 tow "2023 bwicew di copy! ra5'1 492088 Tole 19? martes ‘Toon: 19002 uiow de Telex 19082 bwlorw ae olscopy. #450148 4172 Telcopy +40 1804997 Tesecapy: S453 19.20 Tolscopy #489 3 85 22During start and manoeuvring and, preferably, during sudden load changes, it is recommended to increase the actual feed rate being used at the time. This can be done by moving the regulating lever on the cylinder lubricators at least two steps or simply to maximum position. Our Service Letter 91-282 describes systems available for automatic feed rate control. The oil dosage should also be increased if abnormal cylinder conditions are found when inspecting individual cylinders. The higher corrective dosage - normally 50% higher than the one applied - should be maintained until the cause has been found, and rectified, and a satisfactory cylinder condition thus re-established. Feed Rate at Specified MCR and at Service Load The feed rate in kg/cyl. per 24h which is based on a specific MCR (being different from the fully rated engine in point L, in Fig. 3) can be calculated on the basis of the feed rate values (Q,) in Fig. 1. These values are then reduced in proportion to the mean effective pressure (MEP) at that specified MCR, which are both given in our layout-based diagram in Fig. 3. Fig. 2 shows how to calculate the feed rate for two different specified MCR points A, and A, for engine type S80MC. Existing Engines in Service It may be advantageous to reduce the feed rate in kg/cyl. per 24h in proportion to the actual mean effective pressure (MEP) if the actual service load of the engine is less than some 80% of any specified MCR. This reduction is illustrated in Fig. 3 by the point A3, which is taken as an example of the cubic propeller curve through A,. By using calculations rather than the above graphical method, the new feed rate Q for the A, point can be found by multiplying the old feed rate (for the Al point) with the square of the speed reduction ratio.2 Qe ) xpmy Q, = new feed rate Qy = old feed rate rpm, = original speed rpm, = new speed This calculation formula assumes the lower actual service load to be approx. on the same cubic propeller curve as shown by the example in the diagram by reducing power from the A, point to the A, point. The speed reduction of the engine would reduce the feed rate from 74.9 kg/cyl. per 24h to only some 63.7 kg/cyl. per 24h (74.9 x 0.85). For setting the cylinder lubricators of any particular engine, see the engine instruction book. In any event, the highest mean effective pressure that will occur in service should form the basis for the calculation and for the lubricator setting. It should be noted, with special reference to continuous low load operation, that the feed rate in kg/cyl. per 24 hours should never be allowed to drop below some 40% of the figure stated in Fig. 1. This means that for instance during canal passage, etc., the same precautions as are relevant during start and manoeuvring, etc., ref. page 1, should be taken. Feed Rate for Breaking-in and Running-in The initial breaking-in of new liners is generally carried out using diesel oil or gas oil when a new engine is on testbed/trial trip. For breaking-in after overhaul of existing units, heavy fuel is usually used. The recommended schedule of cylinder oil feed rate adjust- ment on a time basis is shown in Fig. 4, both for breaking- in and the following running-in period. During the first period of operation of new cylinder liners (whether a new engine or replacement liners are involved), the oil dosage should be increased to maximum delivery by moving the regulating lever on the cylinder lubricator to the maximum position In the case of new engines, this means that the high dosage is used on testbed and during the trial trip.The schedule of load increase during initial breaking-in after repair or overhaul should be as follow: Increase the engine speed to 80% in the course of the first 2-4 hours, and maintain this speed for 6 hours. After this 8-10 hours’ running, the increase to full speed (power) is effected stepwise during the following 12-14 hours; giving a total breaking-in period of 20-24 hours. Alternatively, if only one or two cylinders have been over- hauled, the fuel pump index for the cylinder(s) in question can instead be decreased by at least 25%, and the variable Injection Timing (VIT) of the fuel pumps for the cylinders concerned should be disconnected. The engine is then run up normally, and the indexes concerned increased slowly over a period of 20-24 hours. After the period of breaking-in with over-lubrication, it is recommended, provided good condition is confirmed by a scavenge port inspection, to use a running-in feed rate of not less than 0.85 g/BHPh for about 1500 hrs, as shown in the figure, by placing the lubricator handle in the minimum position and adjusting the individual adjusting screws, after which a scavenge port inspection or liner measurement should be carried out. After this running-in period, the feed rate can be gradually xeduced by the adjusting screws, if inspection through the scavenge air ports of the actual cylinder condition, or measurements of the cylinder diameters, warrant it. The reduction towards the lower feed rate, i.e. the rate at specified MCR or, in the special cases mentioned above, the rate at service load, should be carried out in steps not exceeding 0.05 g/BHPh at intervals of not less than 1000 h with thorough scavenge port inspections in between. In any case, the actual feed rate for a cylinder unit in service is to be based on an individual inspection of the actual cylinder condition through the scavenge air ports, rather than on figures stated for guidance purposes. This statement is also valid for the time scale in Fig. 4, where a shorter running-in period may be justified by a very good observed condition. As the ship’s trade, maintenance principles, etc., vary from owner to owner, it is up to the customer to weigh the cost of lubricant against the cylinder liner wear rate and, on this basis, to judge which final feed rate is most suitable for his own individual requirements.Cylinder Oil Recommendations For operation on gas oil or diesel oil, a cylinder oil with viscosity SAE 50 and TBN (alkalinity expressed as total base number) 10-20 is recommended. An oil complying with these requirements is usually used on the trial trip. For operation on bunker fuel oil, a cylinder oil with vis- cosity SAE 50 and TBN 70 is recommended. On a trial trip it is customary to change to this type of cylinder oil when the fuel is changed from diesel oil to heavy fuel. In most cases the high TBN cylinder lubricant will also be satisfactory, when operating on diesel oil/gas oil. There- fore, changing of the lubricant type to correspond to the fuel type used, i.e. bunker fuel or diesel oil/gas oil, is only considered relevant, but not mandatory, in cases where operation on the respective fuel type is expected to exceed 10 hrs. However, it should be noted that some of the high alkaline cylinder oils are not compatible with certain low sulphur fuels having poor combustion properties, and with some diesel oils. If any such incompatibility, indicated by poor cylinder condition, is revealed when inspecting through the scavenge ports, it may be advisable to use a cylinder oil with a lower TBN. Basically, it is recommended to consult with the oil sup- plier and engine builder before selecting oil types, but the attached list, Fig. 5, may be used as a guide. For con- venience, also corresponding system oil types are mentioned. Low-alkaline cylinder lubricants are available on request from the major lubricating oil suppliers. Yours faithfully, MAN B&W Diesel A/S CBU. bye Encl Figs. 1, 2, 3, 4, 5MAN B&W Diesel A/S Baw FIG. 1: CYLINDER OIL CONSUMPTION Cylinder Oil Feed Rate, valid for nominal rating (Ij) Nominal Engine Mep Power Power Feed Rate Q, Nom.Speed Type bar BEP/cyl_ = kW/cyl = kg/cyl/24h " _rev/min L90MC 17 5860 4310 98.5 82 K9OMC-C 17 5860 4310 98.5 104 K90MC-S 17 4290 98.0 103.4/102.9 K9OMC 17 5870 4320 98.6 94 s8omc 18 4950 3640 83.2 79 L80MC 17 4670 3430 78.5 93 K8OMC-C 17 4630 3410 77.8 104 KB0MC-S_ 17 3390 77.5 103.4/102.9 S70MC 18 3820 2810 64.2 91 L70MC 17 3560 2620 59.8 106 KI0MC-S 17 2560 58.5 120 s60MC 18 2780 2040 46.7 105 L60MC a7 2600 1920 43.7 123 K60MC-S 17 1890 43.2 142.9/144 s50MC 18 1940 1430 32.6 127 LS50MC a7 1810 1330 30.4 148 KS0MC-S 17 1270 29.0 166.7/171.4 L42Mc 17 1275 940 21.4 176 L35MC 17 815 600 13.7 210 S26MC 18 545 400 9.2 250 The feed rates are calculated on the basis of 0.7 g/BHPh. The actual feed rate, which is to be determined based on the observed cylinder condition, may be up to 1.5 times the above. For running-in purposes, it is recommended to use a feed rate of 1.5 times the above. 91.10.22 2600/0G/BDNMAN B&W Diesel A/S FIG. 2: CALCULATING THE FEED RATE Example: S80MC Power I, 4950 BHP/cyl. Ly 3170 BHP/cyl. L3 3710 BHP/cyl. L, 2380 BHP/cyl. A, 4450 BHP/cyl. A, 3960 BHP/cyl. A; 2720 BHP/cyl. Speed 79 79 59 59 79 68 67 r/min x/min x/min x/min x/min x/min x/min mep 1008 64% 100% 64% 90% 93% 65% Power/speed combination to be plotted in Fig. 3. Corresponding mep to be read in % of nominal on the left- hand side of the diagram. The relevant feed rate Q in kg/cyl/24h to be calculated by multiplying read mep % by nominal feed rate Q, from Fig. 1. Ig? Q= Q x Lg! Q = Qy x Ly? Q = Q, x Ty: Q = Qy x Ay: Q = Q, x Aj: Q = Q, x Ast Q = Qn x 1991.10.22 2600/0G/BDN mep Ly mep Ly mep L3 mep Ly, mep, $ mep, % mep; % 0 83.2x1.0 i 83.2 83.2x0.64 = 53.3 83.2x1.0 = 83.2 83.2x0.64 = 53.3 83.2x0.90 = 74.9 83.2x0.93 = 77.4 83.2x0.65 = 54.1 kg/cyl/24h kg/cyl/24h kg/cyl/24n kg/cyl/24h kg/cyl/24n kg/cyl/24h kg/cyl/24h MAN) = 0.7 g/BHPh 0.7 g/BHPh 0.9 g/BHPh 0.9 g/BHPh 0.70 g/BHPh 0.81 g/BHPh 0.83 g/BHPhDiagram for Feed Rate Calculation Relative to L1 value, ref. fig. 2 — - uy ALF 99 x E 2 —F eos Mep 3 =z E 100 % | E |-95—% E 70 x go % E 85 x eee — f 60 x | 75x E 70 % 3 50 % 65 % E Ly, fr 60 % E £40 x 70 % 80 % 90 % 100 * Engine Speed nX The diagram gives engine speed, power and mean effective pressure (mep) in percent of L1 values Fig. 3t011-20¢0800/7 “UdHa/5 OL £°0 wou) eBues pepuewwooai ety UILRIM 0q S]1o JopUI|AD eUTJEXTe PUE SHIO [ony AABOY SOU WAIN III eye Poa} [EUIJ [EMIE OWL -eaue popeys oy Aq UMOYS Se a7e4 pea wNUIKeLH WO.) peonpas 8q Aewi 2124 pea} |J0 sepuljAo oyy ‘uoRIadsu! YiOd aBUaKEOS Kg PaLUjUOd S| UON!PUCD JapUl|AD A1G}DE|SHES Pap|ACd 4 SANOY Sd/AeS oso = 00ss += ObSh = Ouse §~— sz 00st 2 ~ 90 $0 uONoONpe eyes 9781 pay p99} alqissod jo eur] winunujul jo our] 90 80 Zz - £0 . aves paay Wu Yj 0 oF yo obuel epuaul . . rmpoey \ 1 Yi) 60 “Zh a oo --f LEE FOF [es = ve uonsedsuy wed ebuenvog ————— Me 7 . oF eyes poay winwixew ~~ er a el yaHa/6 Y umy/6 non 278y peeg |10 4epullADMAN B&W Diesel A/S FIG. 5: LUBRICATING OIL BRANDS The list below indicates international brands of oil that have given safisfactory results when applied in MAN B&W two-stroke low speed diesel engines. The list must not be considered complete, and oils from other companies may be equally suitable Further information can be obtained by contacting the engine builder, or MAN B&W Diesel A/S, Copenhagen Company ELF BP Castrol Chevron Exxon Fina Mobil Shell Texaco Lubricating Oils System Oil SAE_30/TBN 5-9" Atlanta Marine D3005 Energol OE-HT 30 Marine CDX 30 Veritas 800 Marine Exxmar XA Alcano 308 Mobilgard 300 Melina 30/30S Doro AR 30 * For S26MC, TBN 10-20 is preferred. 1991.10.22 2600/0G/BDN Cylinder oil SAE_50/TBN 70 Talusia xT 70 CLO 50-M Cyltech 80 Delo Cyloil Special Exxmar X70 Vegano 570 Mobilgard 570 Alexia 50 Taro Special