Service Bulletin

RTA-79.2
RT-flex-08.2
11.03.2009

Technical Information to all Owners / Operators

of Wrtsil RTA and RT-flex Engines

Continuous Low Load Operation

(Slow Steaming)

Contents
1

Introduction

Considerations

Recommendations

Related Documentation

Improve Engine performance and running

behaviour

Wrtsil Switzerland Ltd

Wrtsil Schweiz AG
Wrtsil Suisse SA

PO Box 414
CH-8401 Winterthur
Switzerland

Tel.:
+41 52 262 23 30
Fax:
+41 52 212 71 03
technicalsupport.chts@wartsila.com

Introduction
Wrtsil 2-stroke engines are optimised for operation in the load range
above approximately 60% CMCR. Continuous running at lower loads down
to 10% CMCR is possible, but with special care.
This document is intended to give additional recommendations on what
needs to be observed when operating the engine continuously at loads lower
than the above mentioned 60% engine load, and it introduces also the Slow
Steaming upgrading solution.
These recommendations are given, assuming that no components are
changed nor engine tuning is modified, in order to remain within the
limitations imposed by IMO emission regulations. Any further measures
require recertification of the engine with new or amended Technical File.

Considerations
At lower engine load between approximately 60% and the auxiliary blower
switch-on/off point, the turbocharger efficiency is relatively low.
Within this power range the engine operates with a lower air/fuel ratio
resulting in higher exhaust gas temperatures.
The RT-flex engines are more advantageous for continuous operation on
load down to 10% CMCR than the RTA models, due to their unique
electronically controlled common rail injection system. They allow for
higher injection pressure and selective fuel injector cut-off at very low
loads, thus reducing excessive carbon deposits, exhaust gas economiser and
turbocharger fouling.

Recommendations
The following recommendations should be observed, in order to limit the
adverse effects of continuous low-load operation as much as possible:
The basic prerequisite needs to be in order:
The fuel valves should be well operating & maintained. Any possible
sign of shorter TBO to be observed.
Fuel injection viscosity should be maintained at the lower end of the
recommended 12 to 17 cSt as specified in the engine operating manual,
anyhow without exceeding 155C at engine inlet.
Keep the LT cooling water temperature at 36C in order to maintain the
optimum scavenge air temperature and the jacket cooling water
temperature at the upper limit (85 - 95C).
The turbocharger(s) should be cleaned and makers recommendations
for soft cleaning to be followed

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The cylinder oil feed rate is load-dependent and, if correctly tuned (see
related chapter of operation manual or service bulletins), re-adjustment is
normally not required. However, frequent piston underside inspections are
recommended to monitor piston running conditions and signs of overlubrication.
The exhaust gas temperature after the cylinders should be kept above 250C
in order to reduce cold corrosion, fouling of exhaust gas receiver and
turbocharger nozzle ring. If the exhaust gas temperature drops below this
value, the engine load should be increased.
If the exhaust gas temperature gets too high (>450C after cylinders), the
auxiliary blower may be switched to continuous running. However, it has
to be taken into account that not all auxiliary blowers and circuit breakers
may be suitable for continuous running at electrical loads above nominal
current.
Repeatedly switching-on and -off of the auxiliary blower must be avoided. If
necessary, the auxiliary blower controls have to be switched to manual
operation, or operation in this load area has to be avoided.
Note also to inspect and if necessary lubricate the bearings more frequently
if seen needed due to increased operation of the blower. This also includes
the inspections of the non-return valves for the scavenging air.
A concern during continuous low load operation is the accumulation of
unburned fuel and lubricating oil in the exhaust manifold, as such deposits
can ignite after the engine load is increased again. This may result in severe
damage to the turbocharger due to sudden over-speeding. Therefore, it
should be considered to periodically (twice a week) increasing the engine
load as high as possible, however at least 70% for at least 1 hour, in order to
burn off accumulated carbon deposits. The load-up has to be done very
carefully (i.e. during 2 hours) in order to avoid adverse piston running
conditions due to carbon that has built up on the crown land, and to avoid
possible exhaust manifold fire.
Also other related components (scavenging air receiver, exhaust gas valves,
T/C grid, etc) need more frequent inspections and possible cleaning.
An economiser with closely-spaced fins may also require more frequent soot
blowing.

Related Documentation
For recommendations regarding low-load operation of Sulzer RN, RN, M
and RL engines, please refer to Service Bulletin RN-7.1 issued 08.02.1993.
For recommendations on cylinder lubricating oil settings, please refer to
Service Bulletins RTA-63 and RTA-76 / RT-flex-03.

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Service Bulletin RTA-79.2 / RT-flex-08.2

Improve Engine performance and running behaviour

Upgrade Kit Slow Steaming
In order to further optimize the engine operation at low load, Wrtsil has developed an
upgrade kit Slow Steaming. The main technique behind performance optimization with
this patented solution is a variation in the number of operational turbochargers at different
loads.
In practice this means that one (1) turbocharger is disconnected by means of closing a
blocking valve, whereby the efficiency of the remaining turbocharger(s) will increase at
low engine load.
The Upgrade Kit Slow Steaming enables:
Operating the engine at lower load without operation of the auxiliary blower
Reduction the risk of turbocharger and economiser fouling
Significant reduction of specific fuel consumption
Additional fuel cost savings, on top of the savings due to low-load operation
Retrofit Pulse Lubrication System
In combination with the above described upgrade kit Slow Steaming, Wrtsil
recommends the installation of electronically controlled cylinder lubrication.
The Retrofit Pulse Lubrication System provides:
Optimal lubrication due to the precisely timed feeding of oil into the piston ring pack
Savings in lubricating oil
This well-proven concept can be installed on all Wrtsil two-stroke engines
In order to get a specific evaluation of how the upgrade kit Slow Steaming (UGKSS) and
the Retrofit Pulse Lubrication System (RPLS) can be installed on your ship or fleet, kindly
ask your usual local Wrtsil network contact.
Likewise, estimated calculations for fuel and cylinder lube oil savings can be provided, in
order to determine investment pay-back times.

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Service Bulletin RTA-79.2 / RT-flex-08.2