Service Bulletin RN-6.1: Technical Information To All Owners / Operators of Sulzer RN and RN..M Engines 25.02.2000
Service Bulletin RN-6.1: Technical Information To All Owners / Operators of Sulzer RN and RN..M Engines 25.02.2000
Service Bulletin RN-6.1: Technical Information To All Owners / Operators of Sulzer RN and RN..M Engines 25.02.2000
Service Bulletin
RN6.1
25.02.2000
(Supersedes Bulletin
RN-6 of 01.07.87)
Recommendations Concerning
Piston Running Performance
Page
1. Introduction
2. Piston Rings
4. Piston Skirts
5. Cylinder Liner
Maintenance
6. Running-in of new
Cylinder Liners and
Piston Rings
Contents:
11
8. Spare Parts
12
PO Box 414
CH-8401 Winterthur
Switzerland
RN Engines
1.
INTRODUCTION
This Service Bulletin informs you about piston rings and the runningin procedure for newly fitted
piston rings at a piston overhaul and / or replacement of one or more cylinder liners on an engine
in service.
These runningin guidelines are based on our experience with material (cylinder liners and piston
rings) approved by Wrtsil NSD Switzerland Ltd.
This Service Bulletin should be kept in a separate file on board or the control room of a power plant
and 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.
2.
PISTON RINGS
2.1.
General
The primary function of the piston rings is to sealoff the combustion chamber from the scavenge
space and piston underside. With all piston rings sealing well, local overheating and lubricating oil
film destruction is prevented which is essential for a good piston running performance.
This goal can only be achieved with an adequate cylinder lubrication and a correctly executed
runningin process as well as good quality rings of correct shape.
Experience has shown that it does not pay to make doubtful economies at the expense of quality.
Sealing can be optimal only if the ring makes lighttight contact with the liner and the flank of its
groove. Two basic effects must be distinguished:
Primary sealing effect achieved by the inherent tension of the ring, which makes it lie up
against the cylinder wall around the whole of its circumference
Secondary sealing effect caused by the gas pressure itself, which presses the ring additionally
against the wall and the flank of the groove
2.2.
From K1 to KN Rings
Originally, the pistons of RN type engines have been fitted with five socalled K1 piston rings of
uniform quality, as standard. The first letter K" which stands for "correction" combined with a
second letter or digit stands for the extend of correction". If such a ring is placed within the
cylinder liner, the ring ends will not touch the cylinder wall in the cold state but will leave a gap
over a certain length. When the ring is heated under normal operation, the ends expand outwards
and touch the cylinder wall.
Later, K1 piston rings with finer running surface and roundedoff edges have been introduced.
1mm
h1
45
K1
RN Engines
As a new standard and in order to improve the piston running performance KN piston rings
have been introduced and replace the K1 rings.
The shape of this ring type is slightly different to the K1 type (see Fig. 2). It shows a smaller
correction but over an extended length. Thus, blowby of hot gases close to the piston ring gap will
be reduced, or avoided at an early stage of runningin, due to faster sealing of the rings.
Better runningin behaviour will be obtained as well by a finer running surface and the
roundedoff edges of the KN rings.
Initial
K1 Ring
ey
ex
ey
ex
fy
ey
fy
Today
KN Ring
fx
< ex
>> f x
In order to facilitate the runningin process, socalled preprofiled "KNP" top piston rings were
then introduced. The letter P" stands for pre-profiled running face.
This pre-profiled TOP piston ring is to be fitted only in the top ring groove. The new ring shape is
subjected to lower local pressure at the upper part of its running surface as long as the ring has not yet
adapted itself to its final shape. It will thus lead to quicker and safer sealing, especially in a worn liner
where running-in of new piston rings is considered to be somewhat more difficult.
We recommend therefore to fit pre-profiled rings in the top ring grooves.
Lower Piston Rings
R1
R2
h1
h1
KNP
KN
R2
R1
2 / 12
RN Engines
2.4.
In the tables below the officially approved materials and ring types can be found.
2.4.1. Material
Material
DAROS RS
GG Spec.
RS
KNP, KN
GGV
RVK
GTP (gastight) 2)
GGV
DARCAST
GTP (gastight) 2)
RIKEN 47
GG Spec.
R7L (R7)
KNP, KN
RIKEN 29V
NIPPON
Ring Type 1)
DAROS DARCAST
RIKEN
Stamping 1)
DAROS RVK
DAROS
Specification
GGV
R9V
GTP 2)
UBALLOY S
GG Spec.
NPRUSKIN
KNP, KN
1)
On some piston rings this stamping can still be found on the top of the ring near the TOP"
mark. However, the marking of piston rings supplied by Wrtsil NSD Switzerland Ltd or our
Network Companies is explained in section 2.5.
2) This material is used for gastight rings (GTP) only
DAROS DARCAST and DAROS RVK are not identical.
2.4.2. Summary and Application of Piston Ring Types
Initial Piston Ring Equipment
Ring Type
K1
Engine Types
RN(M) 68
Top Ring
Lower Rings
2.5.
RN(M) 76
RN(M) 90
RN 105
KNP16
KNP18
KNP18
KN22
KN16
KN18
KN18
KN22
Today's standard of marking and their position on new piston rings supplied by Wrtsil NSD or
their Network Companies is explained in Fig. 4. Before the replacement of piston rings it is
advisable to confirm the marking of the new piston rings in order to prevent any mixup.
Area for stamping
on upper ring face
Fig. 4
3 / 12
RN Engines
2.5.1. Explanation of Marking
Following information is given beside others by the marking on the upper ring surface:
For example a KN piston ring:
WNS GG I
976
1530:1
TOP
Top Side
Fabrication Data
Year
Material
Ring Type
Identification No.
KNP
572
KN
976
3.
3.1.
Tool (Fig. 5)
Expander
Jaws
Fig. 5
The ring grooves, including inside radius have to be carefully cleaned. Special attention should be
paid if broken piston rings are found, which most probably have damaged the piston groove
landings. The damaged landing (chromium plated) and sometimes outside diameter of the piston
crown have to be dressed up by grinding and finally smoothed by a flat oil stone.
The vertical clearance between fitted piston rings and upper groove face should be measured with
the feeler gauge (Tool 94238) prior to reinstall the piston. At the measuring point the piston ring
should be pressed right into the groove.
Note:
If the piston is pulled for an overhaul all gaps of the piston ring should be checked. Collapsed /
weak piston rings must be replaced, even if they are not worn excessively.
Top piston rings should always be replaced. In case of doubt, please compare the open gap with a
new ring of a recommended quality.
4 / 12
RN Engines
If used piston rings are to be reinstalled, only the sharp edges should be rounded to 0.5 mm radius
(see Fig. 6). The piston ring ends, which have become sharp as a result of wear, are not to be
chamfered any more according to the previous design but have to be roundedoff according to the
new design provided they are still within the permissible wear range. Such rings should generally
be mounted in the same groove / position as before.
Used piston rings in the lower grooves should only be refitted when they are only slightly worn.
The gap size should be no more than 10mm measured in the clean , non run area of the cylinder
liner.
We do not recommend to chamfer the ring ends because this would favour the blowby of
combustion gases. Instead, attention should be given to chamfering the exhaust and scavenge
ports according to instructions given in the Maintenance Manual [see section 214 of the Service
Instructions for RND type engines, or of the Maintenance Manual for RND..M type engines].
No chamfering!
Marking: "TOP"
Fig. 6
Note:
It is a common practice to replace all piston rings at once during a piston overhaul.
The spare piston rings should be stored properly. The rings have to be placed in horizontal
position properly aligned in a stack.
4.
PISTON SKIRTS
4.1.
Based on experience gained, reconditioning of the respective piston skirts is not necessary.
However, any scuffed, hard spots, as caused by local seizing, should be removed by grinding.
Should piston skirts have worn below the admissible limits, they must be replaced.
Running marks from the last running period on the piston crown (exhaust side) are not permitted
and indicate as well that a piston skirt has reached these limits. When fitting a new liner either a
new piston skirt or a used skirt in good condition and with new wear rings must be installed.
4.2.
Practice has proven that, in most cases, worn piston skirts can be restored by crosswise machining
of oil retaining grooves as shown in Fig. 7, provided that their wear has not exceeded the
admissible limits according to the Maintenance Manual, clearance table 0127. However, the
nominal outer diameter of the piston skirt and the wear rings mentioned in the clearance table
0127 have been modified. The protrusion of the piston skirt with its wear rings against the piston
crown can be found in the table below the Fig. 8.
Any scuffed, hard spots, as caused by local seizing, should be removed by grinding.
5 / 12
RN Engines
Piston skirts beyond the wear limits, also indicated by wear marks on the piston crown must not be
refitted.
Maximum
Total Clearance in mm
RND 68M
0.90
1.20
RND 76M
0.90
1.20
RND 90M
0.90
1.23
Engine Type
RN Engines
fEXS
1) min. fEXS
Conical
fFPS
Straightedge
Exhaust Side
dEXS
dFPS
Conical
+0.05
0
Nominal
RND 68M
0.45
RND 76M
RND 90M
fFPS
dFPS / dEXS
fEXS
1)
Nominal
Nominal
Min. fEXS
0.1 0.25
-0.10 0.10
0.85 1.05
0.30
0.50
0.15 0.3
0.00 0.20
1.05 1.25
0.40
0.60
0.25 0.4
0.10 0.30
1.35 1.55
0.50
RN Engines
4.3.
The maximum permissible ovality of a piston skirt can be found in the table below.
Engine Type
Ovality in mm
Engine Type
Ovality in mm
RND 68
0.6
RND 68M
0.7
RND 76
0.7
RND 76M
0.9
RND 90
0.8
RND 90M
1.1
5.
Cylinder Liner
TDC
23mm
1mm
6.1.
General
After fitting new cylinder liners or even only new piston rings, these have to be runin. The
purpose of the runningin process is getting the rings to seal as quickly and as well as possible.
Scuffing of the running surface of rings and cylinder liner must be absolutely prevented.
By ordering cylinder liners and piston rings through our Network Companies or directly from
Wrtsil NSD Switzerland Ltd Fax no. +41 52 262 07 26, you are granted to receive the correct
quality and latest execution, including today's manufacturing technology.
6.2.
Fuel
For runningin the same fuel should be used as for normal operation, whereby a sulphur content
of above 1% is of advantage.
8 / 12
RN Engines
6.3.
The choice of cylinder lubricating oil for runningin depends on the sulphur content of the
residual fuel and on the specification of the new rings and liners, in particular on the finishing of
the cylinder liner bore.
If fuel oil with a sulphur content above 0.5% is used and the new components fulfil the most recent
piston ring specifications and requirements for machining of the cylinder liner bore (plateau
honed over entire length), then the replaced parts can be run in using the cylinder oil which is used
for normal operation.
In other cases (e.g. previous cylinder liner bore partly honed or wave cut surface) satisfactory
results can be achieved by using a runningin oil of lower alkalinity, BN 10-20 of the SAE 50 class
with a minimum kinematic viscosity of 18.5 cSt at 100C, during the initial period.
When a separate runningin oil is used the procedure is as follows:
Fill that lubricator which supplies the cylinder concerned (and in most cases also the adjacent
one) with the runningin oil.
The time during which the engine is operated with this oil should be as short as possible to avoid
excessive carbon deposits. However, sufficiently long for a satisfactory sealing surface of the
piston rings.
The following indication may serve as guidance:
Fuels with higher than 1% sulphur content max. 10 hours.
Fuels with 0.5 - 1% sulphur content max. 15 - 20 hours.
The use of fuels with less than 0.5% sulphur content should be avoided.
If such a fuel must be used, the actual runningin time should be determined with the aid of visual
inspections through exhaust and scavenge ports, i.e. the runningin state of piston rings and
cylinder liner or by liner wall temperature monitoring. The amount of carbon deposit on the
piston crown and in the ring grooves has also to be observed.
Enclosed you will find an updated list of lubricants from the major suppliers for RN and RN..M
type engines. The low BN cylinder oils may not always be readily available from all the oil
suppliers. It is recommended, therefore, to contact the oil suppliers well in advance and allow
some extra days for the delivery (do not use system oil as cylinder lubricant).
6.4.
n Check condition of piston rings, cylinder liners and nuts (hammer test) on the connecting bolts
of the piston from piston underside (if engine has not been started for some time, also look out
if there are any signs of condensation or leakages).
n Check scavenge air receiver for contamination.
n Check that receiver drains are open.
n Preheat engine to minimum 60C jacket cooling water temperature.
n Prelubricate cylinders by turning the engine over with the turning gear for at least
5 complete revolutions whilst operating the cylinder lubricators (approx. 50 turns).
During the runningin period the cylinder lube oil feed rate for the cylinder concerned is to be
increased. The respective adjusting screws of the lubricating pump and the setting pin are to be
set, effecting the maximum lube oil quantity [see Service Instructions, section721-722].
During the next 1000 to 2000 hours, by considering the appearance of piston rings and cylinder
liner, it can be further reduced in small steps according to encl. RN-6.1/1 to the normal rate.
9 / 12
RN Engines
6.5.
d Runningin should be done on HFO (Heavy Fuel Oil). The HFO should be correctly treated
and properly preheated to the correct viscosity before the engine is started. A sulphur content
of above 1% is advantageous.
d If it is for some reason not possible to start the engine on HFO, it is highly recommended to
change over to HFO as soon as the required preheat temperature is reached which should be
b e f o r e the engine reaches a load of 60% CMCR (Contract Maximum Continuous Rating).
d The loadup programme should not be faster than shown on the enclosure RN-6.1/1.
d The stability and the level of the cylinder cooling water temperature must be checked
frequently. Fluctuations in temperature must be within 2C at constant load and 4C
during load changes (transient conditions).
d Liner Wall Temperature (LWT) Monitoring is of great advantage during runningin. It allows a
close monitoring of the temperature behaviour, thus avoiding a too fast loadingup of the
engine that may lead to consequential problems.
d During runningin of new cylinder liners it is also recommended to mechanically limit the fuel
rack position to the momentarily required load position (for example 60%) in order not to
overload the newly fitted cylinder liners due to heavy rudder commands and / or excessively
fast loadup commands or heavy sea.
d It is necessary to occasionally inspect the condition of the running surfaces of the piston rings
and the cylinder liner to assess the degree of runningin.
If the engine, after reentering service with new liner, must for compelling reasons reach full
service load quickly (so that consequently the attached runningin guidelines RN6.1/1 can not
be observed), then as an exception, the fuel quantity to the cylinder in question must be reduced
for at least 12 running hours by fitting the special spacer under the suction valve push rod of the
fuel pump serving the appropriate cylinder [see Service Instructions, section 551 resp. 550].
6.6.
A reduction below 1.0 g/BHPh effective (1.37 g/kWh eff.) should only be envisaged after long
term confirmation that satisfactory conditions have been achieved at 1.0 g/BHPh effective.
The final feed rate for normal service depends mainly on:
Operating conditions of engine
Heavy fuel oil quality
Maintenance level
Operator considerations:
Cylinder lubricating oil costs versus cylinder liner replacement and maintenance costs
10 / 12
RN Engines
7.
7.1.
Due to the increased use of fuels with a high sulphur content, corrosive wear on the cylinder liners
has been observed in some cases. As a preventive countermeasure the temperature of the
cylinder and piston cooling water systems should be increased as follows:
Until 1982
From 1982
68C
(min. 60C / max. 75C)
70C
(min. 65C / max. 75C)
45C
(min. 40C / max. 50C)
55C
(min. 50C / max. 60C)
The respective alarm set points have also been modified accordingly.
7.2.
With regard to possible corrosive wear in the region of "Top Dead Centre" the high sulphur
content fuel is one of the important contributing factors. As a countermeasure to this we decided
some time ago to increase the water temperature in the cylinder and piston cooling systems as
follows:
Until 1982
From 1982
68C
(min. 60C / max. 75C)
85C
(min. 80C / max. 90C)
45C
(min. 40C / max. 50C)
55C
(min. 50C / max. 60C)
The respective alarm set points have also been modified accordingly.
The increase in cooling water temperatures means changing the cylinder and turbocharger
cooling water system from the series arrangement to a parallel arrangement (see encl. RN6.1/3).
This change is necessary because with the series arrangement the temperature of the
turbocharger cooling water would be above that accepted by the turbocharger manufacturer.
A retrofit on existing engines is possible [see enclosure RN6.1/3].
The change to the new parallel cooling water arrangement necessitates theoretically an increase
in the cylinder cooling water pump capacity. However, we believe that the capacity of most
existing installations adequately complies with the new specifications (increase in capacity about
15%). Furthermore, the cylinder cooling water pressure has to be checked and adjusted, if
necessary, so that it is within the range specified on the new sheet 025 "Pressure and Temperature
Ranges" as enclosed.
11 / 12
RN Engines
8.
SPARE PARTS
Spare parts, such as piston rings, piston crowns, piston skirts and cylinder liners manufactured up
to the latest design standards can be ordered either through our Network Companies or directly
from Wrtsil NSD Switzerland Ltd Fax no. +41 52 262 07 26.
8.1.
Reconditioning of piston crowns is a widely established practice and used throughout the world.
Our Network Companies offer a reconditioning and exchange service to their customers on a
worldwide basis.
All types of piston crowns can be reconditioned but the final decision will only be made after full
cleaning and inspection has taken place in one of our reconditioning centres.
The following can be found during inspection:
D Cracked lands between the grooves
D Worn chrome layers
D Crown burning
D Cracks in the crown surface running into the cooling areas
D Corroded telescopic pipe holes
D Corroded internal bore of the sealing surface of the cover plate Orings
D Bent and/or broken/damaged studs
D Fretting on the bottom landing surface
After the inspection two different repairs can be made:
D Full reconditioning
D Part reconditioning
Full reconditioning is done when the grooves and the top of the piston are severely damaged.
If the piston skirts are damaged it will mostly be a problem with the wear of the Bronze wear rings.
The surface of the skirt might have wear because the Bronze wear rings are completely worn and
then running against the cylinder liner surface.
If the outside diameter is beyond the maximum wear limit it cannot be repaired anymore.
Damaged or worn Bronze wear rings can be replaced provided no cracks are found in and around
the groove area after a dye check.
9.
We have so far published the following Service Bulletins which are valid for RND and RND..M - Type Engines:
RN3
RN4
RN5
RN6.1
RN7.1
dated
dated
dated
dated
dated
27.07.77
10.11.77
07.08.78
25.02.2000
08.02.93
Should you not be in possession of the above mentioned documentation suitable for your plant, kindly contact your
local Wrtsil NSD representative for your copy.
Enclosures:
as mentioned in text
12 / 12
RN Engines
Fixed pitch
propeller
CMCR
CMCR
Load Indicator Speed RPM
Pos.
%
100
1.3
%
100
1.1
90
1.8
1.7
1.2
Minimum Runningin Guideline with
Fuels of 1 % Sulphur Content
1.0
1.6
1.5
1.4
1.3
80
0.9
90
0.8
70
0.7
80
60
B
50
1.2
1.1
1.0
70
60
5
S = 0.5 - 5 %
10
15
20
25 50 200
500
1000
Lubricating oil specifications
1
2
t 0.5 %
29.60.07.40 - IX.99
For runningin new cylinder liners and piston rings, refer to the appropriate sections in the
Instruction Manual and Service Bulletins.
All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of
18.5cSt at 100C.
Texaco
Doro AR 30
Taro 16 XD 50
Melina Oil 30
Taro Special 70
Alexia Oil X
Mobil
Mobilgard 300
Mobilgard 512
Mobilgard 570
Shell
Melina S Oil 30
Alexia Oil D
Alexia Oil 50
Alcano 308
Fina
Solco B300 P
Disola M5015
Talusia HR 70
Exxmar 12TP 50
Exxmar X70
Caprano 512
Vegano 570
Exxmar XA
Exxon / Esso
Exxmar XP
Elf
Atlanta Marine 30
Chevron
Cyltech 80
Caltex
Castrol
CDX 30
MLC 50
Marine S/DZ70
Energol OE-HT 30
BP
Energol DL-MP 30
MCL 18
Punica 570
Energol CL 155
Cladium 50 SAE 30
Agip
Acer 100
Cylinder Oil
0.25 to 1% sulphur
System Oil
Cylinder Oil
Oil Supplier
above 1% sulphur
Lubricating Oils
Sulzer Diesel Engines
Lubricating Oils
Sulzer Diesel Engines
Crosshead-type RND..M, RND engines
Notes
Wrtsil NSD lubricating oil list
RND..M, RND engines
The products listed were selected in cooperation
with the oil suppliers and are considered the
appropriate lubricants in their respective product
lines for the application indicated. Wrtsil NSD
Switzerland Ltd does not accept any liability for the
quality of the supplied lubricating oil or its
performance in actual service.
In addition to the oils shown in this list, there are
other brands which might be suitable for use in
Sulzer diesel engines. Information concerning such
brands may be obtained on request from Wrtsil
NSD Switzerland Ltd Winterthur.
29.60.07.40 - IX.99
RN Engines
RND..M Engines
Cylinder and Turbocharger Cooling Water System
NEW Parallel Arrangement
Valid for all RND..M Engines
VTR 5012: Orifice= 35 mm
VTR 6311: Orifice= 45 mm
Designed water capacity:
RND 68M 30 m3/hcyl.
RND 76M 38 m3/hcyl.
RND 90M 50 m3/hcyl.
Outlet
Inlet
Orifice (may be left in place)
Outlet
Inlet
Orifice
RN Engines
RN Engines
RN Engines
025
Alarm and Tripsetpoints
Engine
Type
Mesur ng po nt
Mesuring point
RND/RNF
Inlet
90, 105
56, 68, 76
Pressures
kg/cm2
see 1)
Temperatures C
55
15 3)
3.5
55
55
3)
55
2.5
3.5
4.5
Max.
15
Wate
ater
65
75
Inlet
65
75
Outlet
Inlet
Oi
Oil
25
Outlet
1.5
2.5
Inlet
Lubricating oil
90
15 3)
3.5
50
75
33
45
3
80
25
45
1.5
3
35
45
1.2
2.5
65
60
65
150
175
425 *
450
500
525
Inlet
3-6 6.5 4)
normal 5
Admissible
pressure drop
200-250mm
[water gauge]
Outlet
from cooler
Inlet to cylinders
Chargeair cooler
Admissible
pressure drop
see 027
35 6)
60
normal 40-45
Exhaust
500
Inlet to turbine
Pressure
after turbine
35
200-300mm
[water gauge]
After cylinder
max. 300mm
[water gauge]
1)
Remarks
50
607
Exha t
haust
80
90
Bearing outlet
35
Max.
70
45
Inlet
60
75
C rge
Char air
50
Outlet
Inlet
Chargeair
Charge air cooling water
2.5
90
3.5
Min.
85
10
70
Outlet
Inlet
Max.
75
85
2.5
Press. Temp.
kg/cm2
C
Min.
Min.
Outlet
Cooling water for turbines
(connected in series after
cylinder cooling)
Temp.
C
Min.
Max.
Press.
kg/cm2
Diff.
see2)
Min.
Trip-points 5)
Alarms
Pressures refer to a hight of the pressure gauge abt. 2m above crankshaft center,
i.e. as with manoeuvering stand at bottom platform.
2) Approximate temperature rise under service output.
Recommended limiting values
3) For RND 105: 12C
for alarm systems with computers
4) During priming temperarly higher [see 022]
5) Electrically / manually controlled load reduction
(set points for electric safety cutout device on engine see instruction book page 461)
6) At reduced load min. temperature lower
(Alarm cut out if engine load below approx. 75%)
* Exhaust temperature after cylinder
Difference from average +/- 50C