QMI ProductsSli r “we on ce”

PTFE metal treatment for solutions for ● Problems with low sulphur content in fuel● Lubricating Oil Savings● Energy saving● Spare parts saving● Environmental savings● Oil leaks in motors and equipment● How to treat auxiliary engines with QMI PTFE● How to treat slow-moving engines with QMI PTFE

QMI is not an expense that you have to raise your budget with. At the end of the year you will have unused money on your budget, at the savings from the use of QMI. We will refer to examples from several Norwegian shipping companies.Click here for more info

What can QMI with PTFE do for your engine?● QMI is like an insurance for your ship.

● Unlike regular insurance, will QMI earn you money from the first moment you install it.

● QMI is not an expense that you need to increase your budget with.

● At the end of the year you will have unused money on your budget, by savings from the use of QMI

Wartsila's Michael Welch, expert on fuel and lubricating oils mentions 6 points that can create high wear:

• Low sulphur fuel • High setting on cylinder lubrication • Coating on top of the piston • No anti-polishing piston ring • Excessive moisture in the flushing

air • Insufficient moisture removal after

air cooler

QMI's unique features reduces high abrasions from:1. Friction

2. Temperature

3. Chemicals

4. Mechanical Wear

5. Electrochemical reactions

Low friction coefficient● 1 kg load = 0.04 friction coefficient.● 1360 kg load = 0.01 friction coefficient.● The higher the load, the lower the friction.● The static friction coefficient is lower than the dynamic coefficient of

friction and counteracts stop and start friction.● Reduces energy loss from oil appendages.

Counteracts deposits from oil and fuel are being attached

We all know Teflon ® from the frying pan. It is used because the burn oil does not stick easily and makes it easy to keep it clean.

QMI will keep cylinder displacements, piston rings and slots clean and optimal.

Withstands heat and cold

• Sustain temperatures up to 400oC

• According to Sulzer, the average heat near the top of the cylinder is approximately 260oC.

• Is fully flexible down to -80oC

QMI PTFE coats friction surfaces with a permanent plastic coating, that can last for thousands of working hours.

The only way to remove the coating, is by honing.

Over time, contaminants in the oil and abrasion will reduce the thickness of the coating.

The duration of the coating, is a depending of two conditions:

1. Engine RPM.

2. How much impurities there are in the lubrication oil and maintenance

QMI PTFE Metal Treatment has proven that it works

QMI Scandinavia has processed and repeated treatment on over 100 ships since 1993 here in Norway and abroad.

There have never been reports of any negative side effects with QMI

There are numerous reports of very impressive savings.

Impressive savings20-80% reduction in lubricating oil consumption.

40-80% reduction in wear.

2-5% reduction in fuel consumption.

Less emissions of harmful substances such as Nox, HC and carbon (black smoke) to the environment.

Testimonials of our clients

“I recall that the QMI metal treatment and QMI air cooler treatment was done on this ship during the recent dry docking in April 1999, in China. I just had started working on this boat.First we then injected the QMI air cooler treatment on all the cooling fins and pipes, on the air side of both air coolers, for the main engine. This was done before being reassembled, just after being completely cleaned, by the dry dock staff. Next, the main engine parts such as pistons, cylinder inserts, fuel pump pistons and cylinders were lubricated with QMI metal treatment, before they were assembled together. It was dosed recommended amount of QMI metal treatment into the main engine's oil sump. The result exceeded all expectations. Delta pressure on both turbo chargers went down and could now be kept at all charges. There were no longer any uneven inclines in the pressure as before. It has remained steadily all the time until now, and continues to be good at all speed until the top speed of 137.7When we took out the pistons from the main engine during the overhaul in October 2000, after they had gone 10.657 hours with QMI metal treatment, (continuation on the next page)...

we found that all of the pistons, piston rings, cylinder displacement, cylinder top cover etc. were extraordinarily clean and shiny shiny. It was just some insignificant coating of carbon a few places and the wear and tear was minimal. I am convinced that we could have run this engine for several thousand hours without overhauling.For your information, according to the ship's record and oral reports, before the last dock in China, the main engine had to run at lower rpm than desirable, because of the turbo Charger's high pressure fluctuations. This problem occurred earlier, quite quickly, after cleaning and overhaul of the turboCharger cooling system. But this time we are now running with 128-134 revs completely without any problems!On citing the above clear benefits, I would recommend that the QMI air cooler treatment be done on all of our ship's turbocharger air cooler, after cleaning and overhaul. QMI metal treatment should also be smeared on any friction surface before assembling, as well as replenished in oil system, according to the supplier's recommended blending instructions.Such treatment will increase engine performance, prolong maintenance intervals and reduce lubricating oil and fuel consumption.Yours sincerelyChief / CaptainNote: The main engine is a 12,000 hp Kawasaki/MAN”

Barber Ship Management“My experience with QMI regarding one engine Kawasaki Man 52/55 12 cyl. I added QMI after a complete overhaul of main engine in January 2001 Before we added QMI the engine was running good, with only 4 hours off hire last year. So then, why spend all this money for OMI. I heard from sister Vessel Sea Pride and also read a report from Navigare that this is a well known product that will reduce friction in an engine, and with less friction better performance less fuel and oil consumption.

What did I experience? My experience after only four month running is: Less oil consumption. Less fuel consumption. Sound off engine when is running is different, the hard knocking is gone, this is due to reduced friction in the engine.(continuation on the next page”)...

Lub. oil purifier is running longer intervals without cleaning, also lub. oil auto filter is backflushing only once in a hour, before we had more than 100 times a day. Pressure in crankcase is dropped due to better sealing between cylinder liner and piston rings.Time between overhauling of exhaust valves, inlet valves, and fuel injectors is longer, we have longer periods without overhauling. Exhaust temperature went down from an average 415oC to 380oC. This is with sea water temp of 20oC and air temp. on 25oC. In extreme hot areas with sea water up to 32oC the temp. it rose up to an average of 400oC.When we did the main engine overhaul in Singapore September 1999 average lub. oil consumption until next overhaul in January 2001 was 397 liter a day. My average lub. oil consumption today in 4 months, is only 115 liter a day. If this continues, I will save a lot of money on the lub. oil budget. Fuel oil consumption has gone down with 0,5 ton a day and we have better combustion, cleaner exhaust gases.I can recommend QMI especially on medium speed engine. Today I’m not the only one in Barber Ship Management using QMI, we will also do test on another systems, especially on a big hydraulic systems and auxiliary engines.Best regardsRunar Braathen, Marine Superintendent”

How to use our products?

An example of engine lubrication with own cylinder lubrication system

● When overhauling the engine, lubricate piston and ring tracks as well as piston rings and cylinder inserts, with QMI Engine treatment, either by spraying or applied with brush.

● Treatment without overhauling, you add QMI Engine treatment directly to the lubrication apparatus, via the hose connection to the apparatus, or via the empty/drained cylinder oil tank. While the motor turns slowly (Turning gear) and cranking the cylinder until one is sure that the QMI has placed a coating on the whole cylinder displacement and piston springs.

● For every 500 hours operation, fill 5 liters (2.5 liters for each cylinder if you have 2 cylinders on each lubricating apparatus) QMI Engine Treatment on each cylinder lubricating apparatus Continues--

● You will reduce cylinder oil consumption after QMI treatment. To check this, check piston and piston ring via the exhaust channel. It should be about 20 cm. with oil coating, out from the exhaust ports, in the exhaust duct. If the oil coating is somewhat above this, it may be due to some sailing at reduced speed.

● Important! The coating must not be too large. If there is oil/grease coating inserted in the receiver itself, it tan lead to fire in the receiver and cause damage to turbo chargers etc.

● In order to get an indication of the right amount of cylinder oil consumption after treatment, the engine should be checked according to point 4, after about 10-20 hours of operation. Cylinder oil consumption should be reduced by approximately 30% after a QMI treatment, no matter what the consumption was.

How to treat auxiliary engines with QMI PTFE metal treatment

Step-1 Internal engine cleaning

Before performing an internal engine cleaning, the following instruction must be followed:

Start the engine. Bring the engine up to normal working temperature

Load the engine against Max load, minimum 80%. When temperatures and pressures are stable, the diesel engine must be kept with constant load without variation.

Read off and note the following parameters:

● Exhaust temperature each cylinder● Fuel pump index (rack) each cylinder● Engine load (KW on board) ● RPM of diesel engine and turbochargers ● Lube oil pressure/temp before and after cooler ● Cooling water pressure/temp before and after cooler ● Engine room temperature ● Flush air pressure / Temp on each row● Sea water temperature

When the above parameters are read, the engine must have stable load.

Step-2 Internal Engine cleaner

● Start the engine. Let the engine go idle until the stable oil temperature is obtained ● Drain down the lubrication oil level of the engine, to the minimum (the engine runs

on idling) Fill "QMI internal engine cleaner" to the engine’s oil reservoir.● Let the engine run idle for about 60 minutes while cleaning ● Stop the engine● Immediately drain all the oil from the engine oil reservoir, coolers, filter houses, and

check the oil sieve plates in the bottom of the crankcase ● Open for inspection. If necessary, the oil reservoir, must be cleaned● Lubricating oil filters must be cleaned. If the engine has disposable lubrication oil

filter, replace.Internal Motor Wash Complete.

Step-3QMI PTFE Engine Treatment

● Fill up the engine's oil reservoir, with new oil to the minimum mark on the oil stick● Plastic jugs that contain QMI motor treatment are shaken thoroughly● Fill up the oil filter houses with QMI Motor treatment. If necessary, a oil container

fitted to the filter house can also be used. ● Add the total amount of QMI.● Make sure drains are closed. Make sure everything is fitted as before.● Start the engine.● The air filter segment on both turbochargers is loosened, but only so that free access

to the compressor wheel is visible.

● Doses 2 liters QMI PTFE top Treatment for each 1.000 hp engine● For this use Qmi pneumatic syringe or a guide syringe. After dosage attaches Filter

elements. ● Let the engine go on idling until stable temperatures are achieved ● The engine can now be unloaded as needed● Run engine with load as needed for about 4-6 hours. The engine's all friction surfaces

are now coated with a micro thick coating of QMI PTFE. ● Perform precise measurements as in step-1

QMI PTFE engine treatment is complete.

Other QMI Treatments● Oil leak Stop● Hydraulic treatment● Compressor treatment● Propeller Sleeve treatment● Thruster Treatment● Fuel Treatment● Turbo Cleaner and treatment● Air Cooler Cleaner and treatment● Gear treatment● Cooling System Cleaner● Cooling system Treatment● Internal Motor Wash● Non Melting Universal Grease

Here's our offer:

QMI makes the first treatment.

QMI collects from the shipping company the main parameters before and after treatment.

QMI set up a procedure on how QMI the coating is maintained in the engine.

QMI training crew for the use of QMI PTFE

The fuel that has low sulphur content (0.5% and below) gives challenges

How can QMI with PTFE be of help?

How does suddenly high-wear is start? In order to understand why there is suddenly high-wear, with low-sulfur fuels, it can be likened to wear that occurs when water enters the cylinder.

If the water separator for the flush air does not work well enough, then water will find is way and settle down on the friction surfaces and break down the lubrication film. This is a well known phenomenon that leads to sudden high wear levels.

In the same way, deposits on the piston head, could scrape away the oil film enough, to cause a sudden high level of wear.

Other Fuel related problemsThere are other problems of fuel with low sulfur, which have nothing to do with the sulfur.

A refinery product that is commonly used to provide low sulfur fuel, contains a large amount of metal dust particles applied as a catalyst to the refining process.

It is common, therefore, that low-sulfur fuels contain a large amount of metal dust. Something that often gives a high wear and tear on the cylinder walls.

More Fuel related problems● Sometimes fuel with low sulfur "exotic" additives to blend sulfur content. ● These additives that do not belong in the fuel may be: used lubricating oil, chemical

waste, etc. ● Problems that occur when such additives are present are automatically charged to

the sulfur content, which is not correct.

Is the answer to set down the base number?A lower base number might be a logical solution, but it's not that simple.

Cylinder lubrication base numbers are also an indication of the cleaning power and oil's suspending ability, not just its ability to neutralize acid.

The cleaning effect and the oil's suspending ability are important characteristics that keep the piston rings clean and light-moving.

The heat stability of the lubricating oil is also associated with the chemical that affects the base figure.

What happened when the base number has been set down?

Older cylinder oil formulations with BT less than BT30 (most often 12 to 15) that have been applied to fuel with low sulfur content, have caused increased deposits in the piston ring packet.

In the cooler parts of Cylinder wall, there was also an increased tendency to cylinder coating. The use of this type of lubrication oil is not recommended.

The difference between BT 10 and BT 70 with 0.5% sulfur contentFig. 1: BT 10 med 2,9 g/kwt

Fig. 2: BT 10 med 2.2 g/kwt

Fig. 3: BT 70 med 2.1 g/kwt

Fig. 4: BT 70 med 2.4 g/kwt

Testing new Lubricating OilsA new type of cylinders tender oil with BT 30 to 50, called low BT lubricating oil, is produced, to meet the need that the transition to fuel with low sulfur content has created.

There are still few experiences with these oils under normal operating conditions (March 2002), since there are few larger engines that are hitherto using diesel with low sulfur content.

New technologies are currently being evaluated on Sulzer engines in use and on a Sulzer RTX-3 experiment engine, a BT 40 lubricant has been used for 2 years. (March 2002)

Lubricant supply an important factor Often, the lubricant amount is the only parameter that with simplicity can be adjusted according to the fuel sulphur content.

Unfortunately, history shows that there is a huge resistance in setting down the lubricating oil supply.

In case of doubt, the crowd sets up, instead of down. May cause a sudden increase in wear and tear.

A lubricating oil supply that is way too high can cause instability in the piston ring package and increase the carbon layer at the top of the piston.

If the oil supply is too low, it may cause the oil film to lose its stability with the result that there will be increase in corrosion wear.

What can be done, if there is only standard BT 70 lubricating oil onboard?

Then, the development of the piston and the lining must be followed carefully.

The supply of cylinder oil should be in the range 1.0 to 1.3 g/kwh. (0.7 g/HKT to 0.95 g/HKT)

With a cylinder lining in good condition, and with satisfactory wear rate and high load, the amount of supply should not be more than 1.2 g/kwh.

A lube oil supply of near 1.0 g/kwh will often produce a better result. Such a low oil supply is also possible on motors without insulation in the cylinder midtfelt, as long as the load is high. (75% or greater)

The biggest risk factor, if the load is low for long periods, is corrosion-abrasion.

Which monitoring is best for avoiding wear and tear?

The temperature at cylinder liner is a very useful tool to see when one should increase or decrease the amount of oil, since it can cause warning signals about problems in the cylinder.

Checking the iron contents of scraped oil is a good way to find the optimum supply of oil.

How low level can the supply of cylinder oil be? Wärtsilä is convinced that oil supply may be permanently reduced to approx. 1.0 g/kwh (0.7 g/Hkt) on engines where the Tribo-Pack design is implemented.

What is an ideal engine condition?It is obvious that a perfectly smooth dyphonet cylinder liner, with profiled piston rings, can work with a thinner oil film than where the surface is coarser.

A perfectly smooth surface is the only way to achieve a hydrodynamic lubrication film, both on the piston ring and Cylinder lining.

A smooth surface has a smaller risk of local "Hot Spots" to occur from friction. It will again provide protection against the failure of scuffing.

Unless initial friction, the wear and tear will be less in the beginning.

How long between engine-overhauls?

The boat is seven years old and the engine (B&W L28/32H Aux. Engine w/V "Canmar Courage") has passed 24.441 hours since it was new and has never been opened up.

"We checked out a cylinder to see if we could hold out to 30.000 hours, because then I mean frame bearings should be checked."

What does Caterpillar say about the use of fuel additives? In the past, fuel with low sulphur content has been given poor lubricity.

The process used to remove sulphur from fuel, a so-called hydro treatment, caused also that other items in the fuel that gave lubricity were eliminated.

The engine's fuel system is now less tolerant of water and contaminants since the lubrication effect in the fuel is reduced.

Fuel that does not meet the minimum lubrication requirements of the specification requires fuel additives.

Caution should be carefully made, as some additives may make deposits in the fuel injection system.

If you have problems with a low lubrication effect, please contact your dealer who can advise you, regarding which additive you should use.