MAN B&W Service Experience 2013

1 < > MAN Diesel & Turbo 1
Athens 30
th
May 2013

MAN Diesel & Turbo
Service Experience
MAN B&W Two-Stroke Engines

All data provided in this document is non-binding.
This data serves informational purposes only and is
especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant
data may be subject to changes and will be assessed and
determined individually for each project. This will depend
on the particular characteristics of each individual project,
especially specific site and operational conditions.
Stig Baungaard Jakobsen
Head of Two-Stroke Operation
2 < > MAN Diesel & Turbo
Service Experience of
MAN B&W Low Speed Diesel Engines
Cold Corrosion in Cylinder Liners
Low-Load Operation an Update
Cylinder Oils and Cylinder Lubrication
<
6S50ME-B9.2: inspection
after sea trial
S50ME-B9.2:
Cold Corrosion Problem and Solution
<
S50ME-B9.2:
Cold Corrosion
<
M/V XXX, 6S50ME-B9.2,
Inspected Rotterdam 7
th

October 2012 at 992
running hours
S50ME-B9.2:
Cold Corrosion
<
The S50ME-B9.2 initially had a too high corrosive level,
resulting in too high liner wear

Countermeasures:
Increase cooling water outlet temperature to 90 deg. C
(new standard for most new engines)
Modify liners by insulated cooling pipes
New liner with decreased cooling intensity is being
designed

S50ME-B9.2:
Cold Corrosion
S50ME-B9.2
Cold Corrosion - Countermeasures
1. Increased cooling water temperature
2. Cooling pipes
a) Engines already built insulated cooling pipes

b) Future engines - modified hole pattern

9 < > MAN Diesel & Turbo MAN Diesel & Turbo SE

Cooling Water pipe
modifications
Controlling Corrosive Wear
Modification by insulated pipes
<
Test set-up Final set-up
Manometer
Flow meter
Valve
Orifice Orifice
Orifice
Modification by simple cooling water bypass

Cylinder liner outlet

Cylinder liner inlet

Cylinder cover outlet

Cylinder cover inlet
Two new cooling
water main pipes
80 degrees
Variable
temperature:
Up to 120C
Cylinder liner
cooling jacket:
KF material
O-rings: Peroxide
cured
Design modifications, new G-engines
General Recommendations

Service letter: SL09-511
Service letter: SL11-544
Inspection report template

Low Load Operation
Service Experience
<
3337930.2011.09.09 (LEO/SBJ)
< 14
>
Fatigue defect
on edge of the
oil wedge
K98 ME/MC & ME-C/MC-C
Crosshead bearings & TC-cutout
< 15
>
Exessive oil film
pressure with minor
fatigue defect
occuring on the
edge of the oil
wedge
< 16
>
17
Oil film pressure [MPa] Oil film thickness [m]
Standard design
40
o
wide centre pad
Modified design
68
o
wide centre pad
Pressure reduced by
approx. 10%
High pressure close
to oil grooves
Lower pressure close
to oil grooves
< 18
>
Countermeasures (by MDT):
Investigate and design upgrated bearings
Make instructions for inspection and assessment of crosshead bearing condition
(Circular Letter to owners has been issued)
Assist owners in assessment of bearing damages

Immidiate actions (by owners):
Continue low load operation with T/C cut-out
Maintain normal inspection of crankcase for white metal findings
Use of endoscope for additional inspection of bearing condition (as example during
dry docking to determine which bearing to open-up)
NOT necessary to open up bearings unless findings of white metal fall-out

<
Super Slow Steaming (SSS)
Service Experience: Burn-Away on Exhaust Valve
<
This calls for more frequent inspection when
operating at low load continously
Burn-Away of Spindle Disc
Name/dept xxxxxxx.yyyy.mm.dd

S60MC-C8 Running hrs 26.000
Burn away: > 11 mm (max. 9 mm)
Low load operation with consequently higher
burn away rate of exhaust valve spindle disc:
Engine type Burn away
Running
hrs.
Burn
away rate
Reduction in
lifetime of spindle
K98ME 9 mm. 14.000 0.64 35%
S60MC-C 11 mm. 26.000 0.43 35%
K98MC-C 7.5 mm. 15.000 0.50 15%
S90MC-C8 14 mm. 15.000 0.93 61%
Burn away rate = mm / 1000 hrs
Normal lifetime = 100.000 hrs. with two times reconditioning for
above mentioned engines
Some of above information is received from owners and we
have limited information of engine load

0 10 20 30 40 50 60 70 80 90 100 110
T
e
m
p

% Load
BOTTOM , normal operation
SEAT, normal operation
BOTTOM , T/C cut-out
SEAT , T/C cut-out
Influence of T/C Cut-out on Exhaust Valve Temperatures
- New Service Letter under Preparation

Influence of Aux Blower Operation on Exhaust Valve Temperatures
- New Service Letter under Preparation
25 10
T
e
m
p

% Load
BOTTOM, Aux Blower on
SEAT, Aux Blower on
BOTTOM, Aux Blower off
SEAT, Aux Blower off
Cylinder Oil specification for MAN
B&W engines:

Viscosity to be SAE50
Alkalinity design basis BN70
Low sulphur fuel operation: Low BN cylinder
oil to be used, i.e. vessels to be equipped with
tanks for two cylinder oil grades.

The above guide lines have remained
unchanged for many years!
Cylinder Lubrication, Preventing Cold Corrosion
Standard Recommendations for MAN B&W Engines
High BN Low BN
Standard Recommendations for MAN B&W Engines

28

More Acid Corrosion (Cold Corrosion)
seen on newer part/low load fuel
optimised engines

Neutralisation: H
2
SO
4
+ CaCO
3
= CaSO
4

Internt teknik mde, 5. januar 2012, presented by Henrik Rolsted
New Challenges!
General layout strategy for new engine types in order to
fulfil Tier II and low part load SFOC:

Increased scavenging air pressure
Late closing of exhaust valve 2-stroke Miller timing
Adjustments of compression volume

Increased maximum combustion pressure

More Challenges due to New Layout Strategy
More Challenges due to new Layout Strategy
MAN Diesel & Turbo
Mk9 engines with WHR / EGB practising
super slow steaming, operating highly
corrosive with insufficient alkalinity

BN level in the used drain oil being close
to zero, why detergency level in the oil
become too small

The result becomes CaSO
4
deposits on
ring-land and ring grooves
CaSO
4
deposits
More Challenges due to new Layout Strategy
Therefore, high BN Cylinder Oil
is needed !
ACC lubrication, factor as function of BN variations:
Standard Lubricating Guide Lines for MAN B&W Engines
For engine types:
Mark 9 and further. E.g. S80ME-C9.
All G-engines.

We recommend to use Cylinder Lube Oil:
For High Sulphur Fuel: Cylinder lube oil with 70BN
or higher
For Low Sulphur Fuel: Cylinder lube oil with 40BN
or lower
Cylinder lube oil viscosity: SAE50
Standard Lubricating Guide Lines for MAN B&W Engines
Cylinder Oils for Mk9 Engines
New high BN cylinder oils are presently being
introduced, or under development:

BN100 from Lukoil
BN 80 from BP
BN 7X from maker A
BN 7Y from maker B
BN 8Z from maker C
BN 9W from maker D

Ask your oil supplier for high BN cylinder oil for part load
fuel optimised and Mk. 9 engines
New Cylinder Lubrication Update, New Service Letter
New Service Letter, Feed Rate Factor Range Introduced
New Service Letter, Breaking-In: Unchanged
Familiarisation of the ACC factor
Henrik Rolsted
Senior Research Engineer
LEO / Engineering
MAN Diesel & Turbo
S60M7
0
50
100
150
200
250
300
350
400
0,10 0,15 0,20 0,25 0,30 0,35 0,40
I
r
o
n

c
o
n
t
e
n
t

i
n

d
r
a
i
n

o
i
l

(
p
p
m
)

Feed-rate factor (g/kWh) x S% (3.64)
8S60 ME-C7
Cyl 1
Cyl 2
Cyl 3
Cyl 4
Cyl 5
Cyl 6
Cyl 7
Cyl 8
Average
Poly. (Cyl 4)
Poly. (Cyl 5)
HFO 3.64 % S
LOAD 50% MCR
Quicker Familiarisation of the ACC factor
Henrik Rolsted
Senior Research Engineer
LEO / Engineering
MAN Diesel & Turbo
S60M7
0
5
10
15
20
25
30
35
40
45
0,10 0,15 0,20 0,25 0,30 0,35 0,40
B
N

i
n

d
r
a
i
n

o
i
l

(
m
g

K
O
H
/
g
)

Feed-rate factor (g/kWh) x S% (3.64)
8S60 ME-C7
Cyl 1
Cyl 2
Cyl 3
Cyl 4
Cyl 5
Cyl 6
Cyl 7
Cyl 8
Average
Poly. (Cyl 2)
Poly. (Cyl 5)
Quicker familiarisation of the ACC factor
HFO 3.64 % S
LOAD 50% MCR
New Cylinder Lubrication Update, New Service Letter
First Commercial 6S80ME-C9-EGR
In Service

MAN B&W Service Experience 2013

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