Trouble Shooting in Diesel Engine

Causes of Black Smoke

The dark color of the smoke is caused by suspended fine carbon particles due to incomplete
combustion taking place.
In marine diesel engines the poor combustion is basically due to two main reasons:
• The first one is insufficient air supply and
• The second one is incorrect fuel injection
• Or Engine is running overload condition
The air-related problems may be due to the following reasons:
1. The turbocharger air filter is choked
2. Air cooler air side is blocked
3. The turbocharger turbine blades are fouled and damaged, therefore it is giving insufficient air
to the engine
4. The turbocharger inlet grid in the exhaust manifold is choked, and therefore the turbocharger is
running at low speed
5. The compressor blades are dirty or damaged
6. The scavenge ports of the engine may be dirty and choked
7. The nozzle ring of the turbocharger is fouled
8. The engine room blowers are not supplying sufficient air as the filters are choked
The fuel-related problems that could cause black smoke are as follows:
1. Low temperature of the fuel causing poor atomization and penetration
2. The fuel injectors may be dripping causing after-burning
3. The timing of the fuel pumps may be wrong
4. The holes of the fuel injectors may have become large by wear
5. Incorrect spring pressure of the fuel injectors
6. Wrong grade of fuel or low fuel quality
7. Unbalanced power development among cylinders
8. Engine running overload condition
9. Some units may not be firing leading to overloading of the other units
10. Scavenge fire has taken place
Finding the Source of Black Smoke:
The black smoke could come from,
• the main engine
• the auxiliary engines
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 • the oil fired boiler
• the exhaust boiler
• or the incinerator
In case it is the incinerator or the boiler, the fault can be discovered soon, but in engines with
multiple units it must be established that whether the fault is of an individual unit of is it common to
all.In case the smoke is traced to a multi-unit diesel engine, the procedure of finding the smoking
unit is as follows:
1. If all unit exhaust temperatures are high, generally reasons for charge air side problem or
engine is running overloaded condition
2. The engine must be checked for overloading and the exhaust temperatures of the individual
units must be checked. The difference in temperature of the individual unit and the average
temperature must not exceed 50 degrees C (or as per engine manual)
3. The engine must be checked for scavenge fire and the under-piston temperature must be
checked of all the units
4. The fuel racks of all the fuel pumps must be checked and must be within limits
5. The air filter of the turbocharger blower must be checked for choking
6. The turbocharger speed must be checked and the temperature drop and pressure drop across
the turbocharger must be checked.
7. The fuel temperature must be checked and it must be within the range 120 to 140 degrees C
for heavy fuel oil or viscosity is to be checked as per viscosity controller.
8. Indicator diagram is to be taken to check cylinder performance such as compression pr. peak
pr. etc.
9. After identification of problem, appropriate corrective action is to be taken.
Colors of Smoke:
The color of the smoke tells about the condition of the machines. The ideal color of the smoke
should be transparent to slight grey.
• A white color indicates presence of water vapor in fuel.
• Blue colored smoke indicates the presence of lubricating oil in the smoke.
• Dark black color indicates inefficient combustion or the lack or air. It could also be due to
scavenge fire or economizer fire or boiler problems.
Corrective Actions:
1. The fuel rack of unit is stuck. The rack can be manually pulled back and the lubrication should
be done to remove the fuel sludge. In case the rack does not free up, then the engine must be
stopped and the fuel pump replaced with another overhauled one.
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 2. The turbocharger speed has dropped. In this case either the turbocharger is fouled or has
become damaged. Also it could indicate choked nozzle ring or inlet grid. The first thing that must be
done is that turbine washing or dry cleaning is to be attempted. If after two or three washings the
turbine does not speed up, then it needs to be opened up and cleaned at the next available
opportunity.
3. The turbocharger compressor is dirty. Again the water washing of the blower must be done
and if it is unsuccessful then open and clean.
4. The air filter is dirty. Change the air filter.
5. The fuel pump timing is wrong. Readjust the timing.
6. The fuel injection valves are faulty. Stop the engine and pressure test all the fuel valves and
correct any faults.
7. The fuel is of low temperature. Heat up the fuel to the correct temperature as per the
manufacturer’s advice.
8. Scavenge fire. Slow down the engine and stop. After cooling down, clean the under piston
space and investigate fault.
9. Incinerator temperature is low. Increase the temperature and preheat before burning sludge
and garbage.
10. Boiler air register is wrongly adjusted. Adjust as per the instruction manual.
11. Boiler main burner is dripping. Stop the boiler purge and then overhaul the burner.
12. Economizer fire. Slow down the main engine and give boundary cooling. Soot blow if
temperature of fire is low (below metal burning point). After stopping clean thoroughly and inspect
for damages.

Diesel Engine: Hot & Cold corrosion

Cold Corrosion
The corrosion phenomenon results from an acid attack on a liner and rings surfaces of the 2-
stroke engines. The acid is produced by the combustion of sulfurized fuels - it is mainly sulfuric acid,
or from the degradation of hydrocarbons of the fuel and the degraded lube oil with organic acids. It
is called "cold corrosion" generally observed on metal surfaces at low temperature, e.g. the lower
part of the liner that favors the acid condensation.
Cold corrosion can be caused by low exhaust temperatures during very low load operations.
Care should be taken to avoid exhaust temperature after the cylinder to drop below 250 deg C.
▪ It’s low temperature corrosion
▪ Due to sulphur and sulphur products. Source- Fuel oil contains sulphur
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 ▪ Occurs in lower part of Liner, (generally lowest temp’ part caused of air inlet and exhaust gas
release stage)
▪ The increased pressure and reduced temperatures within the engine cylinder create conditions
below the dew point, allowing water to condense on the cylinder liner walls. That condensate
combines with sulphur, forming sulphuric acid – corroding the liner surface and creating excessive
wear of the liner material.
▪ Below dew point of acid, it becomes very corrosive.
During combustion, all sulphur in the fuel is oxidised to sulphur dioxide (SO2). This reaction is
fast, hence it can be assumed that all sulphur is converted to SO 2. A small amount of the SO2 is
further oxidized to sulphur trioxide (SO3).
The gas mixture formed during the combustion results in a vapour-liquid-equilibrium system
for SO3, H2SO4 and H2O. Below the dew point temperature of the gas mixture, the vapour
phase is in equilibrium with a liquid phase, which consists of aqueous sulphuric acid.
These reactions are shown below.
(𝑠)+𝑂2(𝑔)→𝑆𝑂2(𝑔)
𝑆𝑂2(𝑔)+½𝑂2(𝑔)→𝑆𝑂3(𝑔)
𝑆𝑂3(𝑔)+𝐻2𝑂(𝑙)↔𝐻2𝑆𝑂4(𝑎q)

The dew point is the temperature at which a vapour phase starts to condense into a liquid
phase. When the temperature drops below the dew point, the vapour phase condenses -
either as aerosols or as a film onto a surface.
The dew points of above acid is around 110C to 180C depending upon concentration,
hence acid is always present due to liner temperature around that boundary.
Cylinder lubricants are specially formulated to perform in the specific environment of the
two-stroke combustion chamber. The lubricant is consumed in a lost lubrication system. The
generic purposes of a cylinder lubricant are to protect the cylinder liners, pistons and piston
rings from the harmful effects of combustion-products and to provide an oil film between piston
rings and cylinder liners.
Control of cold corrosion:
1. Acid formation in cylinder is neutralized by base content (alkalinity) in cylinder lubrication.
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 The selection of a cylinder lubricant TBN (Total Base Number) depends on the type and
quality of the fuel, the mode of engine operation and the economic criteria applied by the
owner.
Corrosion can only take place when the acid molecules reach the liner wall – without being
neutralised by the lubricant. High alkaline lubricants are used to neutralize the sulphuric acid to
avoid cold corrosion of piston rings and cylinder liner surfaces. Calcium carbonate (CaCO 3) is
commonly used as additive in cylinder lube oil. It neutralises the acid according to the following
reaction:
H2SO4(aq) + CaCO3(s) → CaSO4(s) + H2O(l) + CO2(g)
If the sulphuric acid is not neutralized, corrosion of iron occurs according to the following reaction:
Fe(s) + H2SO4(aq) → FeSO4(s) + H2(g)

General recommendation for selection of cylinder lube oil (CLO) depending on fuel sulphur
content
2. In order to suppress cylinder liner cold corrosion, cylinder liner wall temperature is
increased by cooling water system. The jacket cooling water outlet temperature is maintained
about 92°C.
To maintain cylinder wall temperature high, a jacket cooling water bypass system is
developed. A large amount of the cooling water is bypassed the cylinder leading directly to
cylinder head and exhaust valve. At a bypass amount of 75-85% of the jacket cooling water
flow a cylinder liner temperature increase of 15-25°C is obtained at all loads.
3. Control condensation in air cooler and water mist catcher must be good functional.
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 Hot Corrosion (High Temperature Corrosion)
High temperature corrosion and fouling are phenomena that can be mainly attributed to the
vanadium and sodium content of the oil. Both these elements oxidise during combustion and, in a
series of complex chemical reactions, form semi-liquid and sticky low melting point salts that adhere
to exhaust valves and turbochargers and some cases on cylinder liner wall. These salts are
corrosive and attack the metal to which they adhere. It is in combination that vanadium pentoxide
and sodium sulphate can be harmful to the operation of the diesel engine. They are responsible for
fouling, and high temperature corrosion of exhaust components.
During combustion the vanadium in the fuel undergoes various changes, mainly the result of
oxidation to form Vanadium Oxide (VO) and Vanadium Dioxide (VO2). Upon entering cooler areas
of the combustion chamber, or exhaust duct, these gasses cool, condense and undergo further
oxidation resulting in particles containing a high proportion of Vanadium Pentoxide (V2O5) on the
outer layers. As V2O5 has a relatively low melting point; the condensed particles become semi-
liquid and sticky, with the result that they adhere to the surface they come into contact with. The
sodium in the fuel reacts with the water vapour formed during combustion to generate sodium
hydroxide. This in turn combines with the sulphur dioxide present in the exhaust gas forming
Sodium Sulphate (Na2SO4). This condenses below about 890C and will adhere to surfaces already
coated with V2O5. The resultant deposits block gas passages and corrode metal surfaces.
▪ Due to High Temperature, High temperature corrosion
▪ Sodium and Vanadium compounds are formed at high temperature which plays crucial role in
hot corrosion
▪ After 600 degree, rate of corrosion will be very high
▪ Fuel contains vanadium compounds
▪ Vanadium oxides and tri-oxides do not promote corrosion
▪ (Na2O . 6V2O5 ) have highest Corrosion rates at temperature above 600 degree
Protection:
▪ Use fuel with Na-V ratio outside the critical zone.
▪ Ensure efficient oil purification.
▪ Keep mean exhaust temperature below 500 degree and inlet temperature below 530 degree.
▪ Ensure that demisters are working properly.

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Overloading
An overloaded engine is an engine which cannot reach its rated RPM under full load conditions.
The scientific concept of diesel engine overloading is energy unbalance between a driving diesel
engine and ship hull and propeller. In other term it is called as torque reach.
The overloading can be occurred during ship operation due to some reasons as follows:
• Bad weather conditions such as a storm, ice, etc.
• Narrow channel where a ship is navigating.
• Hull surface condition (sea growth) and propeller condition (sea growth, damage etc.).
• Deterioration of the performance by aging of main engine.
• Engine problems.
• Unbalanced power development in cylinders or unit (one or more) not firing.
Hydrodynamic Drag: This depends on your type of hull, the cleanliness and surface condition of
the ship bottom and sides, the ship's loaded weight and sea conditions.
Propeller (Proper) Loading: Propeller blade damage or broken, blade surface condition etc.
Engine problem: Choked fuel filter, fuel injector faulty, fuel pump faulty, cylinder compression pr
less, insufficient air supply, etc.

Crank Shaft Web Slip

Sometime due to uneven forces on built crankshaft may lead to slippage of the web with respect
to the main journal. Most of the slippage is caused at the starting of the engine without blow through
or overloading due to the faulty combustion process.
The most common causes of crankshaft web slippage are:
Starting air is applied in the cylinder when cylinder contains water or fuel inside the units or when
the turning gear is engaged.
• If attempt to start the engine when the propeller is constrained by for example ice or log.
• If during operation the propeller strikes a sunken object.
• If the engine comes to a rapid unscheduled halt.
• If the engine runs overloaded conditions.

The slippage in crankshaft increases vibration and stress on the engine, which further leads to
complete failure of the engine. Combustion timing is changed with respect to piston position.
To find out slippage of crankshaft reference marks are marked on web and journal.

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 A small slippage can be taken care onboard, provided that the lube oil can pass through the
crankshaft holes (in case of four stroke engine). To run the engine with smaller slippage following
steps to be taken:
▪ Change the timing of the exhaust valve with a corresponding timing after new slippage.
▪ Change the timing of the fuel injection.
▪ Run engine on low load.
The timing change of the exhaust valve and the fuel pump is very easily achievable in an electronic
engine, but for camshaft engine lot of mechanical adjustments are required.
For larger slippage: This shrink fit has to be readjusted with cooling pin in nitrogen until it cools to
-50) and heating web (crank throw is heated by large special burner until the shrink fit is relived).
Then it is possible to turn the two parts of crankshaft to right position by hydraulic jack. In this case,
also the surface of the fit will get distorted and these parts should be replaced as soon as possible to
increase the life of the engine.
For slippage up to 5 degree, retiming of the affected unit can be carried out. Above that there will
be chances of uneven loading leading to excessive vibration etc.

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Microbial Degradation of Lube Oil
There are mainly two types of bacteria (microbes)
1. Aerobic- Bacteria which needs oxygen to thrive
2. Anaerobic- Bacteria which does not need oxygen to thrive
In the main engine sump due to lack of oxygen the anaerobic bacteria thrives in presence of water
present at the bottom of the sump and use organic hydrocarbons and additives present in lube oil as
food. They break oil and produce acids and sludge and produce stable sludge, corrosion cells and
hydrogen sulphide. These bacteria are known as sulphate reducing bacteria.
Microbes can be found in distillate fuel, lube oil, cooling systems, bilge’s/retention tanks and ballast
water. Infection may be from bunkers (Distillate fuel and lube oil), contaminated coastal water in
bilge’s and ballast systems.
High water content is a definite indication of a water ingress into the system which could be leaky
heat exchangers, Purifiers malfunctioning, Leaky liner which leaks past the cross head.
Due to water ingress the lube oil is attacked by bacteria and microbes which convert the lube to be
highly acidic this is the reason for the deterioration of the TBN value.
Indication of microbial degradation of lube oil:
1. Chocking of filters
2. Increased acidity of oils.
3. Unusual smells (rotten eggs).
4. Sludge accumulation on crankcase
5. Heat exchanger performance falling off.
6. Discoloration of oil
7. Loss of property of lube oil
8. Crankcase may have yellow colour patches
Preventive measure:
Good housekeeping which will include
1. Avoid water accumulation by regular draining of tanks.
2. Lube oil pump should be continuously run to avoid accumulation of water inside the pump.
3. Purifier should be run continuously
4. Correct operation of purifiers and use of renovating tanks.
5. Lube oil testing should be carried out frequently to check contamination using representative
samples from tank bottoms, purifier inlet (heater off) / outlet, renovating and storage tanks, before
main filters, coolant systems etc.

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Starting Failure of Engine
In Marine Diesel Engine there are various factors affect the starting (starting by air and then fuel run)
of the engine, it includes all the system which are inter-connected. If anyone fails the control will not
start the engine. Before starting the engine the engine jcw temperature and pressure, lube oil
temperature and pressure, fuel oil temperature / viscosity and pressure, control air pressure, spring
air pressure, starting air pressure and other parameters should be in the desired value including other
safety systems then only the interlocking will be released for starting.
Some common causes are (engine is not starting by air):
1. Starting air pressure is too low
2. Turning gear is engaged
3. Auxiliary blowers are not running
4. Any shut down signal is activated such as: Lube oil pump is not running, Spring air pressure is
low, Control air pressure is low etc.
5. Automatic isolating valve is blocked or not in operation
6. Distributor problem
7. Fuel signal is on so starting air signal is not released
8. Reversing interlock is activated (engine is not reversed as per command)
Etc.

Engine Turns on air but receives no fuel to start (misfire):

In marine diesel engine which are mainly started by air, the highly compressed air is used to start the
engine when the engine picks up the minimum preset speed the starting air is closed and fuel is
injected then the engine on fuel. For some reasons if engine starts by starting air but is not running by
fuel, it is called misfire.
Some causes of misfire:
1. Lube oil or Jacket cooling water pressure is too low, but the control air is given to the
starting valve but the interlock signal blocks the fuel supply by Governor control system.
2. Fuel lever is at a zero position, normally during starting the engine when engine gains the
desired rpm the fuel lever is pulled and minimum amount of fuel is injected to starting (for
manual starting).
3. Fuel regulating linkage is jammed or blocked.
4. Governor / Governor Control system is faulty and it does not release fuel.
5. Starting air off signal is not reached to Governor control signal.

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 6. Minimum speed by air is not reached: starting air pressure too low, one or more unit starting
air valves are not opened, distributor pilot air problem for one or more units.
7. Propeller is blocked.
8. Fuel oil pressure is low
9. Fuel oil temperature / viscosity is low.
10. Fuel injectors / pumps problem
Etc.

High Exhaust Temperature

Any increase in the exhaust gas temperature above the maximum limit has a great effect on the life of
the exhaust valve and also on the wear of the piston rings and the cylinder liner.
Some common causes are:
1. Increase in engine load
2. Fuel side problem:
Injector faulty, Fuel pump problem to built injection pressure, Fuel oil injection timing wrong,
etc.
3. Air side problem:
T/C filter blocked, Scavenge air pressure low due to T/C problems, Scavenge air ports are
fouled, Compression pressure low, scavenge air temperature high, etc.
4. Exhaust valve leaking due to seat damage causing blow-by of exhaust gases.
5. Exhaust valve timing wrong
6. Scavenge fire
7. Fouling of exhaust gas passage way reducing T/C efficiency.
8. One or more unit is not firing or power development unbalanced among cylinders.
Etc.

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