Service Bulletin RTA–10

28.10.92
Technical Information to all the Owners of
Sulzer RTA58 – RTA84 Type Diesel Engines

RTA ”–8 Series” Engines

Piston Skirt in two Parts

Contents: Page

– INTRODUCTION 1
– 1. TWO PART PISTON SKIRT 1
– 2. FRETTING CORROSION 2
– 3. PROCEDURE 2
28.16.07.40 – Printed in Switzerland

Wärtsilä NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22

Wärtsilä NSD Schweiz AG CH-8401 Winterthur Fax +41 52 212 49 17
Wärtsilä NSD Suisse SA Switzerland Tlx 896 659 NSDL CH
INTRODUCTION

Over the last few years service experience on RTA "-8 series" engines has shown, that on the
one part piston skirts cracking can occur in the flange area.

Crack
Lower Landing Surface

Whilst the cracks generally follow the inner side of the lower landing surface the skirt remains
firmly clamped between the piston head and the piston rod.
We are of the opinion, that these cracks do not impair the reliability of the engine, even if they
should extend up to 270° of the circumference. At the same time the sealing of the piston
cooling water is normally still provided even with a crack of such an extent. Nevertheless we
have introduced the two part piston skirt design to avoid such cracking altogether.

This Service Bulletin should be kept in a separate file in the control room. The respective pages or
tables of the Service Bulletin with modifications to the Operating Manual, Maintenance Manual or
Code Book should be copied and filed in the respective Manual or Book.

1. TWO PART PISTON SKIRT

The basic task was to avoid the radial stresses in the centre part of the skirt and the bending
forces between the centre and the outer part acting together as it is the case on a one part
piston skirt.
This idea led us to the concept of a two part piston skirt consisting of an independent centering
and sealing piece and an outer part (please refer to Figure 3 on page RTA-10/2).
Furthermore, as the outer part of the skirt is able to follow the deformation of the piston rod
flange more closely, the relative movement between piston skirt and flange is smaller and
therefore the formation of fretting corrosion is also minimized.

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2. FRETTING CORROSION

Fretting corrosion observed at times between piston crown / piston skirt / piston rod occurs
mainly because of the cyclic deformation of the piston rod flange and as a consequence it
cannot be avoided completely. On installations which are exposed to frequent load changes
the occurrence of fretting corrosion may even be marginally intensified. The same tendency is
possible whenever at low loads and during manoeuvring the piston cooling water inlet
temperature is not kept constant, i.e. drops drastically, resulting in a "shrinkage" of the piston
crown on the still hot (and expanded) piston skirt and rod.
Fretting corrosion is therefore particularly observed in the cooling water in/outlet area of the
piston assembly. In the latter case investigations into the piston cooling and temperature
control system can lead to an improvement not only in respect of fretting, but also against
premature (corrosive) piston ring groove wear.
However, formation of fretting corrosion can be kept at a minimum if regular checks on the
tensioning of the piston bolt nuts are carried out, especially during routine overhauls of the
piston.

Retensioning of these nuts is particularly important within the first year of service, but latest
at the first piston overhaul of each unit on a new engine and also after a new piston assembly
was installed during a previous overhaul of a cylinder.

3. PROCEDURE

We would like to state again, that if cracks along the inner side of the landing surface do not
propagate over more than 270° of the circumference and the skirt is otherwise still in good
condition it can be used further.
If you, however, feel uneasy about using a piston skirt which is cracked in the above manner in
the engine and/or if there is a "condition of class" imposed on the skirt it is possible to modify
the existing piston rod, so that it will be suitable for the fitting of a two part piston skirt.
When new two part skirts are installed, it is strongly recommended to remove existing fretting
corrosion on the piston rod flange and on the piston crown landing surfaces by machining to
assure an even and proper contact between the components involved.
The clearances given in the table on the bottom of sheet RTA-10/2 must be observed during
assembly of the piston. We would also like to point out that it is important to tighten the nuts
diagonally and in several steps to a total angle of 60
as described in group 340/5 of the
maintenance manual (Working Piston "Dismantling and Assembling").
As you can see on the sketch (see Figure 3 on page RTA-10/2) it is necessary to drill and tap a
hole into the center of the piston rod, so that the center piece (sealing plate) can be affixed to
the piston rod, with the corresponding screw (M20x120 for RTA 58 and 68 / M24x140 for RTA
76 and 84).

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There are two ways to carry out this job:

1. On a lathe in all cases where fretting corrosion has to be removed from the contact face of
the piston rod.
2. By using the new centre piece sealing plate as a jig together with a drilling bush (marked I
on enclosure RTA-10/2). In this case it is essential that a good quality drill stand is
available to achieve the required finish.
The drilling bush suitable for your engine type (for RTA 58/68 with a core diameter of
17.5mm and for RTA 76/84 with a core diameter of 21.0mm) can be purchased from the
New Sulzer Diesel After Sales Service Organization, together with the sealing plate, in
advance.
Before the sealing plate is fitted to the piston rod it must be checked if the centre part around
the hole is notch free and protected against corrosion (marked with R on Figure 3 on
enclosure RTA-10/2).
During assembly care must be taken that the centre bolt is properly tightened with an angle of
40°(equivalent tightening torque for RTA 58/68 = 250 Nm and for RTA 76/84 = 430 Nm).
The centre bolt as well as the plug which is fitted on top of the bolt must be secured with
"Loctite" type A
By inserting pin II into the centre hole of the piston rod the sealing plate can be withdrawn, for
your information please consult the encircled cut-out on top centre of enclosure RTA-10/2.
In addition to the centre hole another tapped hole has to be drilled into the piston rod to
accommodate bolt III which affixes the locking device for the nuts of the piston cooling inlet
and outlet connections (please refer to encircled cut-out on bottom right of figure 3 on
enclosure RTA-10/2).
It would be advantageous to modify the piston rods of existing engines at a convenient
opportunity so that they can be used together with the two part piston skirts at a later date.
Existing piston skirts which are still in good condition and absolutely free of cracks can be
modified according to Figure 1 and Figure 2 shown on enclosure RTA-10/1. The table on the
bottom of page RTA-10/1 informs you on the important measurements necessary for the
remachining of the skirts. A piston skirt which is modified in the aforementioned manner
must be fitted together with a new type sealing plate.

We recommend that the modification is carried out by an authorized repair firm which is
equipped with the necessary special tools, machinery and information to carry out the work
according to the specifications of New Sulzer Diesel Ltd.
All newly to be built RTA "-8 Series" engines are equipped with the two part piston skirts.
There are two executions of the two part piston skirt available, one which is equipped with a
bronze rubbing ring (U 34125) and the other without a rubbing ring (U 34126).

ENCLOSURES: as mentioned in text

Wärtsilä NSD Switzerland Ltd has issued this Service Bulletin with their best knowledge and
ability. However, Wärtsilä NSD Switzerland Ltd can not take any liability for any or all information
contained in this or any other Service Bulletin.
Changes of any nature to the form and or to the content of this or any other Service Bulletin as
published by Wärtsilä NSD Switzerland Ltd, are not permitted.

3/3 Service Bulletin RTA-10

 Modification of Existing One Part Piston Skirts

Figure 1
A 0.1

N8
1x45°

FUEL PUMP SIDE

Figure 2

N11
D
C

SHARP EDGES
REMOVED
N11

B
D

N11

For modification of existing piston skirts please refer to the figures below, also bear in mind
that the skirts must be free of any cracks and in good condition.

RTA 58 RTA 68 RTA 76 RTA 84

0.089 0.097 0.110 0.110
A Ø 390+ 0 mm Ø 470+ 0 mm Ø 534+ 0 mm Ø 600+ 0 mm

B 232 mm 279 mm 314 mm 352 mm

C 160 mm 160 mm 178 mm 180 mm
D 80 mm 80 mm 89 mm 90 mm

Service Bulletin Enclosure RTA-10/ 1

 Piston Skirt in Two Parts for RTA 58 - RTA 84

RTA 58/68 Screw M20

Tightening angle 40°, checking torque 250 Nm
RTA 76/84 Screw M24

FUEL PUMP SIDE

Plug secured Tightening angle 40°, checking torque 430 Nm
with Loctite Drilling bush I for core dia: RTA58/68 = Ø 17.5mm
RTA76/84 = Ø 21.0mm
type A

Figure 3
drawn for
RTA 68

Surface notchfree
and protected
Assembly with Loctite type A against corrosion

During the assembly of the piston the following clearances must be observed:
(to maintain these clearances some parts may have to be machined)
RTA 58 RTA 68 RTA 76 RTA 84
a 2.0 mm 2.0 mm 2.0 mm 2.0 mm
b 0.45-0.6 mm 1.0-1.5 mm 0.75-1.0 mm 0.75-1.0 mm
c 5.0 mm 5.0 mm 3.0 mm 3.0 mm
d 2.0 mm 2.0 mm 2.0 mm 2.0 mm
e / e1 1.0 / 2.0 mm 1.0 / 2.0 mm 1.0 / 2.0 mm 1.0 / 2.0 mm
f 2.5±0.5 mm 2.5±0.5 mm 2.5±0.5 mm 2.5±0.5 mm
g 1.0 mm 3.0 mm 1.0 mm 6.0 mm
h 7.5 mm 3.0 mm 3.3 mm 3.3 mm

Service Bulletin Enclosure RTA-10/ 2