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MAKITA SERVICE NOTE

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MAKITA CORPORATION
ISSUED May 13, 2005
Technical Support Section
Technical Support Dept.
DRAWN NO. MWSN-111-03 After-Sales Service Div.
General Manager K. Kubo
Dept. Manager S. Okamura
Guideline for using low-sulphur fuel oil
Section Chief S. Okamura
Drawn By Y. Fukuoka
ENGINE TYPE All type.
Revision 3: Reviewed overall (October 05, 2016)

We would like to provide our guidelines for using “low-sulphur fuel oil”.

1. Background
Recently, the limit of SOx emission from the vessel becomes more and strict due to the
environmental requirement.

The regulation of book6 attached to the MARPOL73/78 treaty adopted in MEPC62

(Marine Environmental Protection Committee) of IMO acknowledged appointing
additionally the sea area within Caribbean ocean area (Puerto Rico and British Virgin
Islands) as well asBaltic sea and North sea area, North America and Canada coast 200
nautical miles as new ECA (Emission Control Area, that is, the sea area that regulates
a NOx discharge and sulphur of the use fuel oil strictly). It was started to regulate on
January 1, 2014.
Moreover, regulation of sulphur content for ECA has been reduced from “less than
1.0％” to “less than 0.1%” since January 1, 2015.

2. Problem of using low-sulphur fuel oil; 2 points

a) Matching of cylinder oil
b) The low sulphur and low viscosity make problem which is poor lubrication

3. The advice for the point

3.1 Matching for cylinder oil
When using the low-sulphur fuel oil and high TBN cylinder oil (TBN70-100), the
deposit is increased by the excessive alkalinity in cylinder oil. Therefore, when
switching to fuel with less than 0.1% S, we recommend switching to the lower TBN
(TBN15-40) cylinder oil at the same time as switching the fuel for avoiding these
troubles.
Recently most of new vessels have two cylinder oil tanks. In this case it is easy to
change cylinder oil.

3.2 The low sulphur and low viscosity make problem which is poor lubrication
Most of available fuel oil with low sulphur content has a property of low viscosity.
In case of too many low viscosity fuel oil, there is a risk such as fuel pump seizure
and stick due to the less lubricity in the fuel oil.
Therefore, please keep a fuel oil viscosity at 2.00 cSt over measured at the engine
inlet.
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3.3 The regulations on fuel oil

Table 1. The regulation on sulphur content of fuel oil

IMO Sox Regulation 2015 2016 2017 2018 2019 2020 or 2025 (Review 2018)
Global ≦3.50% ≦0.50%

in ECA ≦0.10%

Local Sox Regulation

CARIFORNIA ≦0.10%

EU ≦0.10%

The low sulphur fuel oil has two grades. One is MGO (Marine Gas Oil); the other is
MDO (Marine Diesel Oil).
The next table is major component.

Table 2. The fuel property defined by ISO8217 (2010)

MGO MDO
GRADE
DMX DMA DMZ DMB
Sulphur %(m/m) Max. 1.00 Max. 1.50 Max. 1.50 Max. 2.00
Viscosity cSt@40 Min. 1.40 Min. 2.00 Min. 3.00
Min. 2.00
(degree C) Max. 5.50 Max. 6.00 Max. 6.00
Flash point (degree C) Min. 43 Min. 60 Min. 60 Min. 60

The lowest limit of the viscosity for DMX and DMA are 1.40 cSt and 2.00 cSt by
ISO8217 (2010).
If these fuel oils are used, the present FO system is unable to deal with our
recommendation viscosity at engine inlet.

The next table is relationship fuel oil temperature and viscosity.

For example, it assumes that the fuel oil maximum temperature is the same engine
room temperature and it is 45 degree.
In this case, if the vessel uses the viscosity over 2.2 cSt@40 degree C fuel oil, there is no
need to modify FO system.

We do not recommend using to DMX for the safety reasons as they have low flash point.
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Table 3. Fuel Temperature vs Viscosity
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4. Influence on cylinder condition.

AA: Lubrication to cylinder is to be reduced appropriately (prevention of excessive

lubrication).
* Cylinder condition is to be inspected and to be confirmed as in good condition.
According to our recommend schedule of cylinder oil adjustment, the dosage is to be
reduced gradually, in steps, taking care that the actual feed rate is not less than the
Minimum Feed Rate of K-1 data. (Refer to K-1 data with Operation and Data
manual)
* When operating on less than 0.1% S fuels; Switch immediately to low BN oil. (15-40
BN)

BB: Cylinder condition is to be inspected carefully, by inspection through the scavenging

port.
* No excessive carbon deposit is found on piston top land and ring land.
* No abnormal condition mentioned below is found around sliding surface of piston
rings.
• Micro seizure / Scuffing
• Hard contact mark
• Seized scratch mark
* No abnormal condition mentioned below is found on sliding surface of cylinder
liner.
• Bore polish mark
(The mark shows on the part of sliding surface of cylinder liner due to oil
starvation caused by rubbing with carbon deposits on piston top land.)
• Hard contact mark
• Seized scratch mark
* No excessive or insufficient cylinder oil dosage.
No excessive cylinder oil or scavenging drain is adhered onto surface of piston ring
and ring land of piston crown.
Moreover, dry condition due to shortage of lubrication is not observed.
Please refer to photo of example as next page.
*In case that some abnormality is observed on cylinder condition, we would like to
ask you to contact MAKITA.
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<Example>

Lifting groove not filled

with white hard deposit.

Piston crown

Polished streaks

Cylinder liner