Wärtsilä Switzerland Ltd Technical

Service

Technical Information
for Service Personnel of WCH for SULZER Brand
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SULZER Engines Reference: R. Klossner / 4330 Page 1/2

Design Group Tel. +41-52 262 27 34 Issue 15.03.2002
Fax: +41-52 262 07 31
E-mail:Roland.Klossner@wartsila.com

Technical Information for Sulzer RTA Engines

Reason for cracked fuel pump blocks

Check List for investigation of cracked fuel pump block
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Description:
This letter informs you about possible reasons for cracked fuel pump blocks due to
overpressure in the fuel system and/or quality shortcomings on the component itself.

Overpressure in the fuel oil system result in too high fuel pump block stresses and lead to
block failure. On the operational side, the following can cause overpressure :

Possible Reasons:

1. Operational shortcomings :

1.1 Too low HFO pre-heating temperature resulting in too high viscosity. For Viscosity
Temperature Diagram please see instruction manual page 0270/1.2.

1.2 The fuel oil booster pump is rated more than two times the capacity of the engine fuel oil
consumption. It has to be ensured that the full capacity of the pump is flowing through the
fuel pump blocks. The pressure has to be regulated by the pressure-regulating valve 31a
and not by any other valves such as in a by-pass on the booster pumps themselves. See
operating manual page 0720/1.1, 1.2, and 1.3.
A reduced or even no flow could cause cavitation in the pumps as well as too low fuel
temperature due to high temperature drop from the pre-heaters to the engine.
The resulting too high viscosity will not only lead to excessive pressures in the high
pressure system, possibly overloading cams and rollers, but can cause poor atomisation
and incomplete combustion.

Technical Info 07.03.00/ 1/2

 A further consequence of lack of flow through the pre-heater is the risk of cracking and
carbonising of fuel heater surface with resultant loss of efficiency.

1.3 Too rapid temperature changes during change-over from MDO to HFO.
The MDO has to be slowly preheated to 85°C before change over.
See operating instruction manual page 0270.1.1.

1.4 Temperature variations and resulting viscosity fluctuations in the fuel system due to
malfunctioning viscosity controller, steam regulator or even insufficient steam supply.

1.5 The fuel oil feed pumps 23 supply the fuel required to the buffer tank 24. The pressure
has to be regulated by valve 31 and not any by-passes on the pumps themselves. See
operating manual page 0720/1.1, 1.2, 1.3.

1.6 Fuel oil circulation not working properly, i.e. system not kept warm at engine stand still.
No heated fuel oil circulated through fuel pump, distributor and fuel valve. Unacceptable
high pressure peaks at start up of engine. See operating manual page 2722/1.1, 1.2, 1.3
& 0720/1.4.
Overpressure in the fuel system can also occur due to wrong or faulty fuel injection
equipment :

2. Faulty fuel injection equipment

2.1 Obstruction of low-pressure fuel piping system or high-pressure fuel pipes. Connection
nipples or pipes with a too small inner diameter.

2.2 Fuel shut-off valves of fuel supply and return pipes behind the fuel pumps not fully
opened resulting in a disturbed fuel flow over the pumps.

2.3 Fuel return in pump block reduced or closed due to damaged orifice sleeve. Can be
noticed by high exhaust gas temperatures on affected unit.

2.4 Plugged or wrong execution of fuel nozzle tips with a too small spray hole area

2.5 Fuel pump plunger with a larger diameter installed

2.6 Fuel pump cam used with a wrong shape

2.7 Fuel pump block overpressure safety valve not working

2.8 Internal fuel drain bores in block plugged by HFO

2.9 Wrong nozzle body with needle used with a too small needle lift

The quality of the fuel pump block itself is very important and therefore the following
shortcomings have been found responsible for cracked blocks :

3. Material not according specification ( 34CrNIMo6 or Ck35 autofrettage )

4. Poor machining quality, i.e. shape and surface roughness of internal bores insufficient

Technical info 07.03.00/ 2/2

Note: All attachments are for a RTA 62U engine and might differ from engine type to engine
type. Therefore, please consider the relevant pages out of the operational manual of the
concerned engine.

Check List for investigation of cracked fuel pump block :

Vessels name : Engine number :

Engine type : Yard number :

Record engine performance data on enclosed sheet at service load.

1. Checks on operational side:

1.1 Check if viscosimeter is working properly. Fuel pre-heating temperature according to

Viscosity - Temperature Diagram 0270/1.2.

Burned fuel : ………………………………….cSt ( attach fuel oil analyses )

Temperature Viscosimeter………………….°C

Temperature Diagram…………………….…°C

1.2 Pressure regulating valve on booster pump fully open ?

Fuel oil inlet pressure :……………………..bar

Pressure after retaining valve……………..bar

1.3 Fuel shut off valves fully open ? Overhaul intervals ?

1.4 Cavitation signs on fuel pump block internals and block surfaces ?

1.5 Changing over from HFO to DO and vice versa. Date of last few occasions. When is this
normally been done ?

1.6 Fuel oil circulation during standstill of engine done ? Through fuel pump block and fuel
distribution block ? Through fuel injectors ?

2. Checks on fuel injection equipment

2.1 Fuel pump timing. Last check ? Setting table available ?

2.2 Fuel nozzle tip specification used over the last 3 years. Supplier ? Replacement time of
nozzle tips ?

2.3 Nozzle body with needle. Specification used ? Needle lift ? Supplier ? Replacement
intervals?
Technical info 07.03.00/ 3/2
2.4 Condition of orifice sleeve ? Last inspection date ?

2.5 Fuel pump block overpressure safety valve. Last inspections? Recorded opening
pressures ?

2.6 Condition of block internal fuel drain bores ? Last check ?

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