MAN Energy Solutions a ‘nt Era Sons, 250 Copemagen, Danmatk To Lube oil suppliers, To Lubricant additive companies Co nfi d e nti a | ‘Case no: 51590-2018 Julia Svensson wens fiocn@merercom ETB as 100 PameSarecngimans com Tegamapede 35 EB Sopra ranulactsing-saman-scom 2000 Copernagen SV Pet 05 11 09 Enpone-anaimanes. cr a Erg Soltis Boron sr an Snogy Saktor , Serer inno srert782 es oe Tagatogode 41 650 Gonernagen Sv egerent avsnrs Page 1015 Copenhagen, 24 October 2019 eee Cylinder oil cleaning ability issues and introduction of a new cylinder oil strategy Table of contents Introduction Requested action Lack of detergency and cleanliness in ring-pack area De-coupling of neutralization, detergency and dispersancy Base oil Cylinder oils with different performance levels: Category | and I Dear Madams and Sirs Ll Introduction MAN Energy Solutions’ (MAN ES) key priority is the safe continuous operation of MAN B&W two-stroke engines. We are unfortunately facing detergency issues on some engine types using cylinder oils aimed for <0.10% S fuels. This service experience makes us concerned that the current cylinder oil formulations are not sufficient for the following applications: + 0.10% S Ultra Low Sulphur Fuel Oils (ULSFO, SidUal or distillate grades), * liquefied natural gas (LNG), ‘+ and low flash point fuels, e.g. ethane, methanol, liquefied petroleum gas (LPG) With the introduction of the global 0.50% S limit, the number of running hours on 0.50% $ VLSFO will increase drastically, hence the cylinder oils aimed for these applications, e.g. 40 BN cylinder oils, will be put to the test in service on many engines. We have experienced that some 40 BN oils are struggling to keep the ring- ack in good condition for some applications. This is of course an unfortunate situation, and we are following the development closely. Requested Action The cooperation with Lube Oil Suppliers and Additive companies is important for MAN ES. The relationship builds on @ mutual interest in two-stroke engines and lubricants and a wish of being able to offer suitable and efficient solutions to our QedMAN Energy Solutions MAN Pagezers Confidential customers. The cooperation aims to ensure that the engine development and cylinder oil development are aligned, MAN ES are in a situation where we would like to encourage all Lube Oil Suppliers and Additive companies supplying low-BN cylinder oils and holding a No Objection Letters (NOL) from MAN ES, to actively follow up on the products and re-evaluate their performance in service. MAN ES expect Lube Oil Suppliers and Additive Companies to take action if the product in question is not suitable for its intended use. It may become necessary to develop and introduce new cylinder oils suitable for the above applications, e.g. 0.10% S ULSFO including LNG, etc. and 0.50% S VLSFO operations. The expectation is that operation on 0.50% S VLSFO will be the most predominant in the coming years. Hence, introduction of high performing cylinder oils for 0.50% S VLSFO is a priority. Lack of detergency and cleanliness in ring-pack area Service experience from the optimized and fuel-efficient ME-C and ME-GI 9.5 engines has shown an unfortunate trend. Engines on testbed and in service have suffered from severe deposit build-up on ring lands, in ring grooves and on the back- side of the rings, leading to stuck piston rings when operating on low-BN cylinder oils. The deposits and damages are partly attributable to the cylinder oil, partly by the operating conditions and partly by the engine design. ‘Most service experience has been collected with 25 BN cylinder oils as itis currently to most utiized cylinder oll for <0.10% S fuel operation. Lack of detergency and cleanliness are also experienced on other engine types also utilizing low-BN cylinder oils. This issue poses extra challenges and expenses to both engine owners and licensees, As a direct consequence, MAN ES re-instated the use of 70 BN cylinder oil on shop- test and sea-trial for all engines types and independently of fuel type, and issued circular letter CL7041-2018 concerning the engine type G70ME-GI 9.5. The circular letter recommends using 70 BN cylinder oils or higher on G70ME-GI 9.5 engines ‘during the first 2000 running hours in an attempt to improve cleanliness. The main targets were to prevent deposit-formation and ensuring free movement of the rings. The measures taken to improve shop test, sea trial conditions, as well as the performance of the G70ME-C-GI 9.5s have shown a positive impact. Naturally, this has brought attention to the low BN cylinder oils performance versus the performance of 70 and 100 BN cylinder oils. Experience has not shown that low-BN cylinder oils are adversely impacting all engine types; however, there is limited feedback from Mark 5 to 7 engines. However, our concern is that the general performance of low BN cylinder oils is not at a Case na: 51590-2019. Only the full and complete version of this document may be reproduced and/or displayed by the receiver. atMAN Energy Solutions IMLAINT Pogesals Confidential satisfactory level. The trend of costoptimized formulations and utlizing base oils of varying qualities are not pointing towards improved lubricant performance. De-coupling of neutralization, detergency and dispersancy The vast majority of current cylinder oil formulations are based on Calcium-based detergents with varying over-basing levels, among other additive components. We ‘experience that the ability to keep the engine clean is many times coupled to the BN level (Figure 1). ‘Ceara aby — higher BN Level Highor Figure 1 Schematic representation of how the relationship between BN level and cleantiness is perceived at present. We consider it unnecessary to feed large amounts of Calcium carbonate in to the engine and increase the risk of ash-deposits in and after the engine. In the engine the deposits may cause increased wear of the PC-ring, leading to polishing of the liner. We are already experiencing deposits building up in the that drastically decrease the performance of these systems. ut as an interim solution, and not as a permanent solut 671WJAP, ing 70-100 BN oils when operating on <0.10-0.50% S fuels should be viewed n. Please also see SL2019- The general lubrication strategy is stil to use low BN cylinder oil to low sulphur fuels and high BN cylinder oils to high sulphur fuels. It should be possible to de-couple neutralization ability and detergency and still reach the target of a technically and ‘economically acceptable product. Base oil Base oil properties and quality seem to be more important as the BN level in the traditionally formulated cylinder lubricant decrease. This is why we ask that these are considered during the formulation of cylinder oils. Case no: 51590-2019. Only the full and complete version of this document may be reproduced and/or displayed by the receiver. ( DapMAN Energy Solutions IMLAINI Page sot Confidential We are planning to introduce a test-suite for base oils similar to the “MAN ES Lube oil testing" procedure. More information concerning the new process will come in due time. Cylinder oils with different performance levels: Category | and II MAN ES are constantly working on improving the engine design. Highly fuel-efficient engines with high pressures and high temperatures require matching performing lubricants. We are therefore introducing a new strategy, where the aim is to facilitate the introduction of high performing cylinder olls in to the market and subsequently make them standard, The Category II (Cat. Il) cylinder oils will be suitable for all engines and recommended for MAN B&W two-stroke engines mark 9 and higher (Table 1), Cylinder oils getting the Cat. II status should have excellent overall performance, with a special focus on cleaning ability. The cleaning ability should be equal or better compared a classical 100 BN cylinder lubricant. Low ash-content and increased thermal stability in order to minimise the deposits building-up in the engine are also important for high performing cylinder oils. The neutralisation ability should be matching the fuel sulphur content that the cylinder oil is aimed for. The Category | (Cat. |) cylinder oils will be suitable for MAN B&W two-stroke engine mark 8 and lower. The Cat. | cylinder oils shall be able to lubricate the engine, be able to control the corrosion and keep piston ring-pack clean. The cleaning ability should be equal or better compared a 70 BN cylinder lubricant. Current cylinder oils on the market would generally be categorised as Cat. | until proven otherwise, ‘The main property requirements for cylinder oils remains for Cat. | and II cylinder oils: such as viscosity, viscosity index and the ability to neutralise acids Category I cylinder olls Category I cylinder oils All MAN B&W engines & MAN B&W engines mark 8 and recommended for mark 9 and higher lower ‘Company | Cylinder BN | Company | Cylinder | BN oi 140 L 140 100 io : 100 70 70 40 40 15-25 | 15-25 Table 1 Examples of fable where Cal. Tand Il cylinder olls are separated. Case no: 51590-2019. Only the full and complete version of this document may be reproduced and/or displayed by the receiver. OMAN Energy Solutions MAN Confidential The introduction of Cat. | and II cylinder oils will take place 1 March 2020, with the Publication of a service letter. The aim is to phase out the Cat. | cylinder oils after two years if proved appropriate. Appendix A includes an overview of the testing requirements for Cat. | and Il cylinder oils. The new strategy also includes changes to the “Read across procedure” which also will be rolled out 1 March 2020 (appendix 8). The new strategy is an opportunity to focus on development of cylinder oils that will fit the engines, fuels, and environmental requirements of the future, We understand that it willbe a challenge, but we are here to find a way forward. MAN Energy Solutions, marine two-stroke hope for and look forward to your cooperation Sincerely Yours, MAN Energy Solutions Marine Two-stroke Business Emission Reduction Technology rdcph@man-es.com Case no: 51590-2019. Only the full and complete version of this document may be reproduced and/or displayed by the receiver.MAN Energy Solutions CS Appendix A Overview of the testing requirements for Cat. | and II cylinder oils Obtaining Category | status AAs current NOL procedure (case no. 2679-2018) with the addition of “Base oii test-suite". NEW ing Category Il status A. Bench and Lab-testing ‘+ The Lube Oil Supplier should explain and motivate why the cylinder oil is a candidate for a Cat Il cylinder oil, * Bench testing, lab-data and general (Data generated by Lube oil supplier) * Base oil properties — test suite will be presented in due time. NEW * Full formulation (additives + base oil) - as current MAN ES Lube oil testing procedure (case 1n0, 2679-2018). B. Engine testing — pre-screening - NEW ‘Screening on test-bed - Opportunity to test on the newest engine types. Test whether the oil can cope with the stresses that test-bed running are associated with, e.g. blow-by, high temperatures, high load etc. © Split lubrication © Test oil(s) vs the standard oil usually used on test-bed and vs a classic 100 BN oil © Note 1: MAN ES will support in finding appropriate engines. © Note 2: We aim to interfere minimal with the ordinary production schedule. C. Service test (Main) — New/severe engine type «New engine type or engine type which have shown to be difficult to lubricate. + Split lubrication © Reference oil — a classic 100 BN oil, © Test running hours depends on fuel type. ° MN O1ON Si uaroy # Inspections and reporting as current. D. Service test (additional) - Other engine type - NEW ‘+ Other engine type(s), whole or split engine. ‘+ Inspections and reporting. E. Evaluation and granting the NOL ‘+ Alldata and reports should be gathered and evaluated ‘If acceptable results — the oil can be granted a Category Il status, © When the cylinder oll is on the market © Base oil type must show similar properties and quality as used during testing © Gather service experience to further build up knowledge and confidence that the test ollis a Cat. Il product. MAN Energy Solutions Two Stroke. Case no: 51590-2019. 24 October 2019 Only the full and complete version of this document may be reproduced and/or displayed by the receiver, (onMAN Energy Solutions Appendix B Update: NOL through the Read-Across procedure There are currently two ways of receiving a NOL: 1. By carrying outa field test according to a specified procedure. 2. By acquiring an additive package from an Additive company which already have tested the product according point 1 and received a NOL (Read-Across procedure). The Additive company performs a full NOL testing procedure for a cylinder oil with a certain additive package and a certain BN and viscosity. They receive a NOL. The Additive company sells the additive Package to a Lube Oil Supplier and itis formulated with a similar base oil and thickener (if a thickener is used) to the same BN and viscosity as tested in the NOL procedure. The application for the NOL must go through the Additive company to MAN ES. When all the required information is available, the NOL can be issued. The original NOL will be sent by post to the Lube oil ‘Supplier and the pdf-copy will go to the Lube oil Supplier and Additive company. ‘The read across procedure (case no. 2679-2018) is updated with {WOlaeaiionalStepsanINEW!! 1, Base cil properties — test suite will be presented in due time. 2. Service test on one vessel a. Full engine. Reference oil and test oilf8td| BAGKItO Back | OPSpIEUBICaHOR, i. Note: A healthy variation of different engines should be applied b. Cylinder oil formulated with the specific type of base oil that is intended to be used when the oil is sold, MAN Energy Solutions Two Stroke. Case no: 51590-2019. 24 October 2019 Only the full and complete version of this document may be reproduced and/or display receiver. by the a