Diesel w Kunden Information ST/TAU To. ledto the Augsburg GINEE E ENT hugsburg ENGINEERING! DEPARTM The running-in of four-stroke engines The instructions for the running-in of engines were revised for our four-stroke engines. We should like to submit to you the new instructions to replace the existing instructions in the operating manual. Please note that, amongst other things, we have increased the running-in time from 20 hours to'30 hours for the 32/36 up to the 58/64 engines. The Tunning-in process greatly influences the wear characteristics of piston rings, cylinder liners and, in the final analysis, also the lube oil consumption. Except for the engines listed on the table on sheet 1 these running-in instructions naturally also apply to the older engine types 40/54 (A) and 52/55 (A). ‘As these running-in instructions should also be made accessible to the ship's crew, please ask for further copies should these be required, directly from our 1K3 department at the Augsburg works or from our service bases. MAN BUN Diesel Aktiengeselischart Enc.RUNNING IN THE ENGINE rou stroke | 3 MAN Engine Baw 7 1 General When machining piston rings and cylinder liner bores, even though absolute precision is practised, slight deviations from the cylindrical shape cannot be avoided. Furthermore, when the engine is assenbled, slight deformations are bound to occur. ‘These facts make it imperative that the engine is run-in. ‘The running-in of modern three-component bearings requires considerably leas tine than is needed for the piston rings and the cylinder liners (refer to 3.4 "Running-in of three-component bearings"). During the running-in process, the coarsest unevenness in the outer-surface profile of the piston rings and cylinder liners is removed. The run-in is completed when the the first piston ring seais-off perfectly from the combustion chamber. If the engine is fully loaded before this state has been reached, the hot exhaust gases blow through between the piston rings and the running surface of the cylinder. This destroys the lube-oil film at these points, and the result is that material is destroyed (e.g. burns) on the running surfaces of the rings and cylinder liners. Later on, this causes increased ring wear, high oil consumption, increased coking of the ring grooves and, in extreme cases, piston seizure. ‘The following points influence the time required to complete the running-in process: the surface finish of the piston rings and the cylinder liners, the quality of the fuel and the lube-cil, as well as the loading of the engine and its speed. The running-in periods as indicated in Figs. 1 and 2 can therefore only be regarded as guidelines, By use of a special running-in oil, in which for instance the zinc component prevents welding of the roughness peaks on the surface of the rings and liners, the running-in periods quoted in Figs. 1 and 2 can be shortened by 50 %. Practical experience is available with running-in oils of BP, EXXON and Shell (also refer to 2.2). In the case of engines with separate cylinder lubrication, the use of an oil of this type as cylinder oil is recommended during the ruaning-in period. It suffices for the cylinder-oi1 tank to be practically empty when the running-in oil is poured in. After running-in has been completed, the cylinder oil used before can be poured into the tank without the remainder of the running-in oil having to be drained. 2. Euels and lubricants 2.1 Fuel dependent upon engine type Engine type 20/27, 25/30, 23/30, 28/32 32/36 through 58/64 Recommended Gas O11 (NGO), Diesel oi or Heavy oil marine Diesel oil (MD0) or Heavy oil ¥Go or MDO the tuei used during running-in must correspond to the quality specified for the engine and to the fuel system design of the engine (for heavy oil, for instance, the size of the separators and the end pre-heater). For running-in of gas-powered spark-ignition engines, it is advisable that the gas tuel is used which is to be used subsequently for normal operation. Diesel gas engines are run-in in the Diesel mode with the fuel which will later be used as the ignition oil (pilot oil). 36 5600 E 3.20-2 7.88 Page 1 of 52.2 Lube oil dependent upon fuel quality and ruaning-in tine Fuel Lube oil without running-in acceler~ ation agent (as intended for the engine lubrication) Lube oil with running-in acceler- ation agent (special running-in oil) Gas (e.g. natural or sewage gas) Gas engine oil SAE 40 Gas of] (HCO), Diesel oil or Marine Diesel oil (4D0) HD Diesel engine oil SAB 30 or 40 TBN 10-15 BP-Olex 4404 Esso running-in oil 40 Shell-s 7294 Heavy oil Medium-alkaline Diesel Shell V 4082 engine oil TBN 25-40 TN 25, SRE 30 or 40 With regard to the basic oil, combination and concentration of additives, and viscosity, the lube oil used during running-in (without running-in acceleration e agent) must comply with M.A.N.-B&W specifications of quality D36 5600 E, 1.31, 1.32 and 1.35 in addition. Prior to initial filling, the lube-oil system is to be cleaned thoroughly and flushed. If provided. the oil lines to the main hearings and to the N.A.N.-R&W exhaust-gas turbocharger are to be disconnected and the complete system flushed through for about 12 hours. Subsequently flush through again for 3 to 4 hours with the main bearing and turbocharger oil lines reconnected. The duration of the flushing ultimately depends upon the amount of dirt in the lube-oil filters. The filters are to be checked for dirt at brief intervals and. if necessary, as well as at the and of the flushing process, are to be cleaned. The systen is also to be flushed whenever overhaul work has been carried out in the cylinder or crankcase or in the oil system, as well as after an oil change. 3 Running-in the engine 3.1 General During running-in, after 30 minutes at idle and then again when the 50% and 100% loading points are reached, tenperature checks are to be carried out at the bearings @) and the crankcase. During the running-in process, and after full load has been reached, the operating data (ignition pressure, exhaust-gas temperature, charge-air pressure etc.) are to be checked and compared with the engine record sheet. In the case of engines with separate cylinder lubrication, the delivery rate of the oiler is to be readjusted to about double the quantity during the entire run-in period by changing the position of the handle, also refer to work cara 302.02. 3.2 Running-in the new engine after test run apart from a few exceptions, four-stroke engines have always been through a test run at the manufacturers. This means that the engine is usually run-in already. Nevertheless, it is necessary that the engine is given a post run-in at the final erection location because after the test run at the manufacturers the pistons and page rots @ 36 5600 E 3.20-2 7.88. boarings are usually removed for scrutiny, and changes can take place during transportation/shipping and reassembly. ‘The post run-in time, in which the engine is again run at rated speed and run-up to full load, is 50% of the times given in the run-in program in Figs. 1 and 2. The instructions contained in section 3.1 are to he noted 3.2.1 Operation at variable speeds The run-in can take place with fixed-thrust, variable-thrust, or zero-thrust propeller The engine pover is to remain within the power area given in Fig. 1 (see sheet 4), that is, below the theoretical propeller curve (shaded area), during the whole of the run-in time, Critical rotational-speed ranges are to be avoided. In the case of marine engines, the division of the time into dock trial and sea trial is to be matched to the power absorption capability of the propeller. If the power and the engine speed are not reached, the cock trial is to be stopped and the run-in con~ tinued at sea. The specified running-in time is not to be fallen short of. 3.2.2 Operation at constant speed First of all, the engine is to be run at idle and then in the low engine-speed range specified by the manufacturer for about 30 minutes. After having checked the crank- case, the engine speed is to be slowly raised for a period of 1 - 2 hours to the rated speed. The engine is to be loaded in accordance with the running-in program in Fig. 2 (see sheet 4), whereby the power range is to remain within the shaded area. Critical engine speeds are to be avoided. 3.3 Running-in after overhaul work acc. to Figs. 1 and 2, as well as obervation of 3.2.1 and 3.2.2 If the cylinder liners, pistons and/or piston rings were changed during overhaul, a complete run-in is again necessary. If the cylinder liner is not to be replaced, every attempt should be made to re-hone it as per Work card 050.05. Heavily worn ring grooves lead to excessive oil consumption, and for this reason are to be re- ground as soon as the limit has been reached. Oversize rings are then to be fitted. ‘The oil in the system is suitable for this purpose, providing that it is in good condition. In the case of engines with separate cylinder lubrication we recommend a special type of running-in oil. (Refer Section 1 and 2.2). Running-in is also necessary if only one piston has had its rings changed. The run-in following a piston-ring change demands particular care when the liner running surface is particularly smooth (oil film adheres poorly) and is out-of-round. This makes it difficult to run-in new rings so that they seal perfectly around their complete circumference. It is strongly recommended that every attempt is made to regrind the liners with a portable honing device (obtainable fron the Service Stations) every time the rings are changed. Roughening the liners by hand can only be regarded as an emergency measure because this cannot achieve such excellent running qualities as machine- honing. After honing, the liner running surface is to be thoroughly washed out with a cleaning fluid (e.g. Diesel oil). Care must be taken that the honing fluid together with the abraded material and the cleaning fluid does not get into the lube oil. Refer also to the Work card dealing with regrinding. D36 5600 E 3.20-2 7,88 Page 3 of 5When, after a very long period of operation, (ue pistons are removed or the rings changed, the cylinder liners are to be measured precisely in the engine and e at room temperature. If wear and ovality have reached the limits specified in the operating instructions, the liners are to be replaced. 3.4 Running-in three-component bearings (crankshaft wain bearinys, big-eud bearings, gudgeon-pin (piston pin) bearings) If used bearing shells have been refitted, or new ones fitted, without any other work, necessitating a run-in having been carried out, such bearings must be inspect- ed. It suffices here to carry out a manual check uf (ue beatiuys concerned vith regard to their temperature compared to the neighbouring bearings which were not re- newed or removed. This check is to be made after about 30 minutes running at idle, and is to be repeated after a further run of approx. 5 hours. Amore reliable method is to use an electrical probe Unecmumeler for « comparative measurement. The difference in temperature between the individual bearings is not to exceed approx. 5°C. In the above case, particular regulations with regard to lube oil and fuel need not to be taken into account. 3.5 Running-in after extreme low-load operation e Continuous running under extremely low loading conditions can lead to heavy con- taminations of the engine. Deposits from the combustion of the fuel and lube oil can build-up on the top land of the piston, in the ring grooves, and possibly in the inlet ports as well. In addition, it is possible that the charge-air and exhaust gas pipes oil up. as well as the charge-air cooler, the turbocharger and the exhaust~ fired (vaste heat) boiler. Due to the fact that the piston rings have matched to the cylinder liners in accord- ance with the engine loading, sudden running-up of the engine will lead to increased wear and possibly other engine trouble (blow-by at the rings, piston seizure). Following an extended pericd of operation at extreme low-load ~ (2 500 operating hours), it is, therefore, necessary that the engine is run-in again in accordance with Fige. 1 or 2 and reforring to the load conditions under which it is operated. Refer also to the directions in the Operating Instructions, Section 3 "Part-load operation". In the above case, particular regulations with regard to lube oi] and fuel need not e to be taken into account. Wote: Further information is available fron the Service Department (Abteilung Kundendienst) of M.A.N.-B&W Diesel Gnbll or of the licensee. * p36 8600 E 320-2 7.88 Page 4 of 5Fa® 00 y ee 5 fe BB ao 7 Ee 30 7 20 5 i 10 3 Fngine types aS 20/39 = 29 8 Engine types 6 9 12 15 18 2 2 27 ahs 25780 = 50/o4 | 9 3 Fig. 1: Running-in progran for marine engines (variable speed) % 100 Engine speed _n| 90 80 Fe 70 ae zz 2 =e @ : 20 g 10 a Oh Engine types 20/27 ~ 23/30 Engine types % 27 3h S 25/30 - 58/64 3 Fig. 2: Running-in program for generatar engines {constant speed) 36 5600 E 3.20-2 Page 5 of 5 2322/1 é 12,15 18 21 the “unning-in time can be shortened by 50% in the case of engines der lubrication, By use of a special running-in oil with separate cy!