‘Service Letter SLO9-507/HRR- VELA INTERNATIONAL MARINE LTD. MARINE OPERATIONS DIVISION T-190 TOWER BLDG. BOX 5000 DHAHRAN 31311 SAUDI-ARABIEN Dear Sies [Based on experience and research, we have lowered our recom- ‘mended ACC (/Adaptive Cylinder oll Control) feed rate factors for plants equipped with Alpha Lubricator or ME Lube system, Consequently, our previous recommendation, announced in SLO7-479/HRR, issued 'n June 2007, is only valid for engine types not covered by this service letter. We now recommend the following feed rates: vel oll with sulphur content 3% and below | 0.60 g/kWh 0.20 g/AWh x sphur ‘This service letter specities the recommended ACC feed rates for ait ferent types of lubricating ol during during running i, low sulphur fuel ‘operation and standard engine operation, ‘A ready-to-print page, summarising feed rates for any lubrication situa tion is available on page 5, and selected ACC settings for BN7D, BNSO ‘and BN40 lubricating oils are Isted on page 6. Yours fathtuly Meibect fete SRV Mikael C Jensen’ ‘Stig B Jakobsen: aa ofce pot adores) PrimaSery Protucton iN Dee! Tegherae ss “egnomspese se “ora Become 2850 coo 5Y Ferncaceromandsel cin taruhctangeasnardescon ae Cylinder Lubrication Update Gulding ACC Feed Rates for Alpha Lubri- cator and WE Lube Replaces SLO7-479/HAR for large bore engines SL09-507/HRR, ‘April 2009 Concerns MAN B&W two-stroke 60:98 cm large bore engines, ‘Types: MC/MC-C, ME/ME-C with high top- land and Aipha Lubricator or ME Lube, ‘Summary New cylinder lubrication recommendation 0.20 gikWn « $%, Absolute minimum: 0.60 g/kWh, [New ACC guidelines futher emphasise the advantage ofthe Apa Lubricator system Forwarding BRcsivng MAR lene rico Gmina serie oman endian Pow +455088 1100 20 Coprrane Su bent Fox" 1538881058 Gamanfenno be ome ‘aemaw on ne Desel-amanoa ote wan GrowService Letter SLO9-507/HRR Contents Cylinder lubrication page 2 Cylinder chemistry page 2 Standard operation page 2 ‘Low-sulphur fuel operation page 3 unning-in operation age 3 Cylinder lubrication Four factors determine the lubricating ol feed rat: ‘sulphur content in the fuel ol alkali content in the cylinder hibe oll engine history engine load, ‘An Aloha Lubricator of ME Lube operating in ACC-mode (Adaptive Cylinder of Control) adapt the lubricating ol feed rate to the fue ol sulphur content and the engine load. The "ACC- mode has been the standard on MAN BBW two-stroke ‘engines since 2004 ‘The ACC factor is the determining factor inthe food rate ‘equation: Foed rate = ACC factor x sulphur%. The recom- mended ACC factor is based on practical experiments performed on aitforent types of engines under varying run- 1ing conditions. When determining the racommended ACC actor, we consider engine performance, engine service life, environment and economy, ‘This service letter describes the cylinder feed rates in the ‘folowing operation situations: standard low sulphur fuel running in Cylinder chemistry The combustion process turns suiphurin the fuel ol into su- [phuric 2d. The higher the suphur content inthe fuel of the ‘more sulphuric acid is created ‘The alkaline content in the lubricating oll adds base to the ‘chemical environment inthe cylinder, The base in the lube cating ol will neutralise the sulphuric acid developed trom the fuel sulphur “The more hace availahia, the mors stiphuric anid oan ho neutralised. This is why lubricating ol with a high level of ab kaline addtwes, le, high-BN (base number) ol, is particulary ‘advantageous when operating on high-sulphur fuels. ‘The target BN-value in the cylinder drain oll is around: 15-20, ‘A more acidic environment than recommended wil increase the cold corrosion and, consequently, the wear on the cylin- der liner. In amore alkaline cylinder environment, surplus alkaline ad- ditives may accumulate as calcium deposits on the piston top land, possibiy leading to mechanical bore polish. Lack of corrosive refreshment ofthe liner surtace is another risk fac~ ‘or leading to chemical bore polish. Bore polish is one of the reasons for the most feared cyinder condition problem, Le scuffing, Standard operation \We continuousty perform lubrication feed rate tests on the Giiferent MAN B&W engines types, under varying running condtions and with varying ful ol sulphur contents Ourmost recent research shows that the optimum lubrica- tion feed rate is ower than our previous recommendations. New recommendations for standard operation with standard 'BN70 lubricating oft Fuel ol with sulphur content 3% and below [0.60 g/k¥ [0.20 9aWhxS% Fuel ol with sulphur content above 3% {Low-sulphur fusl cls call fr less alkaline lubricating ol (626 page 3}. Below is given the recommendations for selected types of ess alkaline lubricating ols: | ment 26N-end below {O80 9K | Fuel with eulpar Fuel ll with sulphur Fuel with sui content auowe 2% | 6.28 wnt x SH6 and below | 0.60 g/kWh Sn Fuel oil with sulphur content 1.7% and below | 0.60 g/kWh Sees Cylinder Lubrication Update. Page 2 of 6 pagesService Letter SLO9-507/HRR ‘ACC Cylinder Lubrication ‘ayn Fig. 1 Recommended ovine ivicatin fed rate asa function of {he ful oF sulphur content for selected lubcating os (BNA0-BN70) ‘Based on calculations of the average worldwide sulphur “content used on MAN B&W two-stroke engines, the average ‘oyinder oll consumption will be less than 0.65 g/kiWh when these new recommendations become effective, Low-sulphur fuel operation Low-sulphur fut ols necessary when operating in sulphur emission control areas (SECA). Operation on fuel cil with around 1.5% sulphur should pret- erably be done in combination with a low-BN cylinder oll However, continuing on BN7O cylinder ols possible for a limited period of 7-14 days without any serious risks of over- alkatinity We recommend using a lower-BN cylinder ol, when operat ing on low-sulphur fuels for extended periods (more than 14 days) ‘BN and low-sulphur fuel MAN Oiese! recommends a minimum oll feed rate of 0.60 {Veh for any lubricating oil for hydrodynamic purposes. However, to avoid surplus akaline adattives in the cylinder, ‘we generally recommend that the alkaline content in the |ubroating oll match the sulphur content in the fue ol. This 's particularly crucial when operating on tow-sulphur fuel for extended periods (more than 14 day) |Low-BN oils should be chosen for low-sulphur fuels, and high-BN oils for high-sufphur fuels. wines Laas) Running-in operation [AMAN B&W two-stroke engine requires extra attention and ‘xtra lubricating ol during ts fest 2,500 eunaing nour, the {est 500 hours belng the most demancing period. We classify the running-in period in three categories: 4. breaking-in (0-500 hours) 2, nunning-in, phase 1 (500-1,500 hours) 3, running-n, phase 2 (1,500-2,500 hours). The purpose of extra lubricating of during the running:in| period is to: ~ help fsh away wear particles ~ build up oil fim in a not yet run in cylinder ‘The running-in process has been eased and shortened con- siderably by our alu-bronze running-in coating on all 4 piston rings (standard on al MAN B&W two-stroke engines). Oylin- {er liner run-in is facilitated by our semi-honed liner surface. We recommend frequent scavenge air port inspections dur- ing the frst 2,500 running hours (see Fig. 2) Breaking-in (0-500 hours) Piston ring and liner breaking-in takes 500 running hours, ‘maximum. We recommend a fixed, relatively high lubrication feed rate during the breaking in period. During breaking-in, the running-in coating on the piston rings ‘wil gradualy wear off, and the wave shape ofthe cylinder liner surface will smoothen. During this process, extra lubri- ‘cating ols required to fush away wear particles and build {a satisfactory ol fim between the stil relatively rough sliding surtaces. During bracking-in, we recommend checking the piston "ings and the cylinder liner through the scavenge air ports ‘every 100 hours, Do not proceed to the next lubrication step ifthe scavenge air port inspection reveals seizures or other irrogulartios! 50 9/kWh rato Tog 100 hours 100 D0 hours | 200-300 hours (Gyfinder Lubrication Update, Page 3 of 6 pagesService Letter SLO9-507/HRR “To avold a high torque during breaking-in, we recommend 2 16-hours stepwise load increase from 50% load to max. load. When running in new piston rings in well running ners, we recommend a §-hour load-up trom 50% load to max. oad. This load imitation can be set fora single cyinder unit by ‘agjusting the individual fuel pur index. unning-in, phase 1 (500-1,500 hours) Alter the fst $00 running hours, standard suiphur-depen- dent lubrication can be applied. Hence, ACC can take over lubrication. For a BN70 oll, MAN Diesel recommends a running-in, phase 1 dosage of 0.26 a/kWh x sulphur %, ee te, BN70 lubricating oil 500-1500 hours 0.26 gkWh x $3 Running, phase 2 (1,500-2,500 hours) Aer 1,500 hours, the running-in piston ring alu-coating is usually worn through. and the base material or the cermet ‘coating on the top and bottom rings is visible, When reaching 1,500 running hours, carefuly check the piston rings and the cylinder ner through the scavenge air ports. If the alu-coating is worn through, proceed to running- in. phase 2 For a BN70 oi, MAN Diesel recommends a running in, phase 2 dosage of 0.23 g/kWh x sulphur %. unning-in, ase futo-2soraes [0z33him Ss Inspect tne piston rings and the cylinder Iner through the scavenge air ports after 2,500 running hours. Ifo micro seizures or othe regularities are found, we recommend switching to the standard operation feed rat of 0.20 g/kWh x sulphur%. waveat bard Cylinder Lubrication Update. Page 4 of 6 pagesService Letter SLO9-507/HRR Table iuiding Cylinder Oil Feed Rates for all Operation Situations Basic setting (0.20 g/kih x Si O23 g/KWh x S% [0.26 q/kWh x S% | 0.35 g/kWh x S% [0.60 own - anaes oe eaaioee Sa Pan Ra Nentcom 25% load and lower proportional to pm Running-in new orersnstioned liners and new piston rings base ‘on standard BN70 cyl 0) Feed rate gine oad ‘Running-n new rings lay vn and w ‘unin ners (stands 8170 einer ol Fist 5 hours 500 hours: 17 ki stepnise eduetion from 1.5 to 0.6 g/kWh (00-1,500 nours: 0.28 IK x $%6 (absolut min, 0.60 g/K¥n) 00 2.500 hours: 0.29 g/k WN x $4 (absolute min. 0.60 g/KWN) rom 2800 Nous, 0.20 g/KW> 8% absolute min, 0:60 KWH) Tested stepwise Werease to max. lad over 5 hours In service irom 50% 0 max. lad over 16 hours From 50% to max. loadin 5 hows ‘Manoeuvring and oat change stations brication of cylinders tat show abnormal conditions ‘urag starting, manoeuvring and load changes, increase feed rte by means ofthe "LCD" by 25% ofthe actual figure. Keep ths lve for¥ hour aftr the load has stabilised. Frequent scavenge airport inspections of piston rings and cylinder ners are very important for maintaining a sate cyinder condition. irregularities ae observed, consider adjustments ofthe ube ol rate. In case of scuffing, sticking piston rings or high ner temperature fluctuations, aise the food rate to 1.2 g/kWh and lower p,., and mep. As soon asthe situation has been stabilised, set ‘the lubrication fed rte and the pressures back to normal, S| Fee Ft | neontne £6 sees ; 12 * Seavenge port insp. e nn / seeing 7 ‘ACC Running-in Schedule fea + oo tose 086 + 03 Fig. 2: New ACC running.n schedule lin and igs) Cylinder Lubrication Update. Page § of 6 pagesService Letter SLO9-507/HRR- MAN Diesel [vi a\ inal Table Il: ACC settings for BN70, BN50 and BN40 lubricating oils for MC/MC-C engines Ce Sie cen tiem S/8/e 8 [2 |8|5 40 | 35 41] 38) 42 | 37 [096 43 | 38 a4 | 39 | 4o8 45 | 40 [408 a [a 42_| sao) 43 | ate 44 [tae 45 | ony, I 130) t 150 I 170) Absciute mnwmm dosage Cylinder Lubrication Update. Page 6 of 6 pages