MAN B&W Diesel A/S Baw Service Letter No: SL94-318/HRJ June 1994 Guidelines for Adjustment of the Cylinder Oil Feed’ Rate on MC Engines Dear Sirs, Optimising the cylinder lubrication feed rate is one of the key parameters in ensuring good economy and safe operation of large two-stroke engines. ‘The optimum feed rate of each particular engine has to be determined individually, as experience shows that the actual lubrication requirements can vary considerably from engine to engine. This originates in a combination of the actual layout of the engine, the load pattern of the engine and the quality and treatment of the fuel oil used. The optimum feed rate furthermore depends on the trade pattern of the ship and the requirement for safe piston overhaul intervals. ‘The economic parameters for deciding the optimum feed rate are, on the one hand, the cost of the cylinder oil and, on the other hand, the cost of piston overhauls and cylinder liners. In addition to this comes the reliability aspect of avoiding unintended stops. Practical experience from our MC engines shows optimum feed rates ranging between 0.6 g/bhph and 1.2 g/bhph, with K-MC engines being less demanding than S-MC engines. Due to this wide spread in the actual lube oil demand, our running-in feed rate recommendations are based on over-lubrication in the very beginning and stepwise reduction in accordance with the results of scavenge port inspections, i.e. the engine itself will indicate the oil dosage actually required. EAD OFFICE (a post adtese) DESEL SERVICE PRooUCTION FORWARDING & RECEIVING MAN GAW el A/S Stennatman 1 Stormont ‘Tegsnagate 25, ‘opnaimegnse 35 Denmark Dieassarivovre (Copamagen) BrctosO cows (Copentapen) DA-2is0 Copenhagon SV Dx 2480 Copenhagen SV et 2425 Ttopnons 95440250" °”” Towphone's toa1 490801" Taopone: set 314433 Telepnans 55131 #438 Telecony eassrisanee alee a8P mand oe Toon foezCulow ge Tvs 1942 buonaThe following Guiding Cylinder previous recommendations given Oil Feed Rates supersede our in Service Letter 91-286/0G. Guiding Cylinde: Oil Feed Rates Minimum feed rate, based on average conditions K+L-MC: S-MC + 0.65 g/bhph 0.80 g/bhph Basic setting Minimum feed rate, +50% Feed rate Breaking-in (= Initial Basic setting plus max. extra on the "LCD" actuator or on the "joint quantity adjustment" handle, i.e. extra 6 mm stroke xunning-in) | Duration New engine: During testbed/ seatrial After overhaul 24 hours Load Stepwise load increase over 20-24 hours, see graph in Enclosure III Running-in feed rate Basic setting plus 50%, be reduced stepwise to Actual feed rate To be based on observations During manoeuvring and load changes Actual feed rate + 50% Feed rate at part load xpm (part load rpm [MCR] re Q = Actual feed rate at MCR (kg/cyl/24h)Basic setting The initial setting of the lubricators is with the "LcD"- actuator (Load Change Dependent) or "joint quantity adjust ment" handle in zero position. This setting is to be carried out by means of the lubricators’ individual stroke adjusting screws after shoptrial or after seatrial, and is to be main- tained until the ‘actual feed rate’ has been finally deter- mined. Breaking-in feed rate During the initial running-in (i.e. breaking-in) of new liners and rings on testbed and in service, extra oil has to be applied. This is done by adjusting the "LCD"-actuator or the "joint quantity adjustment” handle to position +6, thus increasing the lubricator stroke by 6 mm. Duration of breaking-in feed rate The initial running-in (breaking-in) normally takes place within the first 24 hours after new components have been installed. However, the breaking-in feed rate is preferably to be maintained until the first possible scavenge port inspections prove that satisfactory breaking-in has been achieved. Breaking-in load During breaking-in of new cylinder liners and/or piston rings, the load has to be increased gradually. The greatest care must be taken in the high-load range where load changes should be kept at a minimum. As an example, see graph (Enclosure 3). Running-in feed rate After the breaking-in period, where ample cylinder oil has been applied, the setting of the lubricator’s "LCD"-actuator or the "joint quantity adjustment" handle may be reduced to the position corresponding to approximately 50% over-lubr: cation and locked in this position. This is normally obtained in position +3 mm, equal to a stroke increase of 3 mm above the basic stroke setting. This setting is to be maintained for a period of 600 hours. We recommend that fre- quent scavenge port inspections are carried out during the whole running-in period. If, at the expiry of the 600 hours, the piston ring and liner inspection shows a satisfactory and stable condition, you may reduce the running-in feed rate to +25% over- lubrication. This is normally obtained in position +1.5 mm on the “LCD"-actuator or the "joint quantity adjustment” handle.This setting is to be used for another 600-hour period. If the cylinder condition is again confirmed to be satisfac- tory, you may now release the "LCD"-actuator or bring the "joint quantity adjustment" handle to minimum position, thus giving you the basic feed rate. Actual feed rate The actual feed rate is the optimum setting reached by step- wise reduction or increase, based on scavenge port inspec- tions. Please note that it might be advantageous to increase the ‘actual feed rate’ beforehand in cases where the load pattern changes or the fuel oil quality deteriorates. In such cases, we recommend to increase the feed rates back to the basic setting and to find the new actual feed rate by repeating the stepwise reduction. Normal feed rate interval based on average conditions The interval shown in Enclosures 1 and 2 covers most average operating conditions. Any downwards adjustments from the basic setting towards the lower feed rates, which may be undertaken by operating the individual adjusting screws at intervals not exceeding 0.05 g/bhph, must be based on scavenge port inspections. Manoeuvring and load changes During start and manoeuvring, and preferably during sudden load changes, it is recommended that the actual feed rate is increased by approx. 50%. This is done automatically if the lubricators are equipped with "LCD"-actuators (Load Change Dependent), or manually by moving the “joint quantity adjustment" handle, normally two steps, to position +3 mm. Part load feed rate The above feed rate quidelines refer to MCR output. Due to the fixed relationship between the engine speed and the lubricator speed, any part load condition will result in an increase in the specific cylinder oil feed rate measured in g/bhph. On plants with fixed pitch propeller, where the engine load follows the propeller law, i.e. the engine load drops pro- portionally to the cubic of the engine speed reduction, the specific oil consumption at part load will consequently increase proportionally to the square of the ratio between MCR-speed and speed at part load. On constant-speed engines and on engines with CP-propellers, this tendency to over- lubrication at part load will be more predominant. On CPP-plants and constant-speed plants, including station- ary plants, and on fixed pitch propeller plants running on part load for long periods, it may therefore be beneficial to reduce the part load consumption from the full-load con- sumption in kg/cyl. proportionally to the mean effectivepressure reduction ratio. An automatic device, called the MEP-regulation, which reduces the stroke at part load, may be adapted to standard lubricators. The stroke reduction takes place down to 40% of the MCR mean pressure whereafter the stroke is kept constant. Cylinder condition abnormalities It is recommended that the cylinder condition is always kept under strict observation. This is done by combining the results of frequent scavenge port inspections with the wear results measured during routine overhauls of the pistons. If any abnormalities are observed, it is recommended to adjust the feed rate back to the ‘basic setting’ and to add 50% more on the "LCD"-actuator or "joint quantity adjustment" handle. This over-lubrication should be maintained until the cause of the problem has been eliminated, and scavenge port inspections have proved that a safe condition has been re- established. Cylinder oil recommendations Modern high-rated two-stroke engines have a relatively great demand for the detergency in the cylinder oil. Due to the traditional link between high detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder oil in combination with all fuel types within our guiding speci- fication, regardless of the sulphur content. Consequently, TBN 70 cylinder oil should also be used on testbed and at seatrial. However, cylinder oils with higher alkalinity, such as TBN 80, may be beneficial, especially in combination with high-sulphur fuels. Yours faithfully, MAN B&W Diesel A/S Cr, M Enclosures: I Running-in cylinder oil feed-rate dosage, S-MC engines II Running-in cylinder oil feed-rate dosage, K/L-MC engines III Breaking-in load for cylinder liners and piston ringsoveziraH b1oug 661 2une sanoy Suyuuny oovs cosy ooze ove o00e cove cost oozi 009 ° : n ; _ ; : 7 ¢ A . : le e ee : i z : g : 2 e at 3 i |i q i 1 E eae i z 2 : i z H Eels 7 = 3k iE 9 p29} ur-Buluuny| Bunyes FeAsaquy ayer eoy teution, ‘Aue sBunuoysid Jeverpeoy u-Buquun) seulbue QWs ‘03e1-pae4 [Yo 1epuyAD ayer a9} ur-BupyesoveziruH zug vee} ounr sunoy Buyuuny, ors cosy oozb oose 0008 oovz cost oozL 009 ° “dsuy wod “nwog “dsuy uod A095 “dou wod A035 a wed wn wae ue Sa Tar e .32e1 paay jeurion)| aenaaiatl er [ OL | eee Te, “ a poe Ee ve soulbue QIW-1/)| ‘axes-peod jo sepUyAD€10ug oreziruh ‘yest ounr ve ez 02 ‘sunoH vl =@b OOF peo ur-Buryeaig (paads sdiys) % wdy