RN-06_1

RN Engines

2. Piston Rings 1

3. Instruction for Fitting 4Piston Ring

4. Piston Skirts 5

5. Cylinder Liner 8Maintenance

6. Running-in of new 8Cylinder Liners andPiston Rings

7. Cylinder and Piston 11Cooling

8. Spare Parts 12

9. Service Bulletin Published for 12RND and RND..M – Type Engines

Service Bulletin

Recommendations ConcerningPiston Running Performance

1. Introduction 1

28.6

2.71

.40

– P

rinte

d in

Sw

itzer

land

Technical Information to all Owners / Operatorsof Sulzer RN and RN..M Engines

Contents: Page

Wärtsilä NSD Switzerland Ltd PO Box 414 Tel. +41 52 262 49 22Wärtsilä NSD Schweiz AG CH-8401 Winterthur Fax +41 52 212 49 17Wärtsilä NSD Suisse SA Switzerland Tlx 896 659 NSDL CH

RN–6.125.02.2000(Supersedes Bulletin

RN-6 of 01.07.87)

RN Engines

1 / 12 Service Bulletin RN-6.1

1. INTRODUCTION

This Service Bulletin informs you about piston rings and the running�in procedure for newly fittedpiston rings at a piston overhaul and / or replacement of one or more cylinder liners on an enginein service.

These running�in guidelines are based on our experience with material (cylinder liners and pistonrings) approved by Wärtsilä NSD Switzerland Ltd.

This Service Bulletin should be kept in a separate file on board or the control room of a power plantand the respective pages or tables of the Service Bulletin with modifications to the OperatingManual, Maintenance Manual or Code Book should be copied and filed in the respective Manual orBook.

2. PISTON RINGS

2.1. General

The primary function of the piston rings is to seal�off the combustion chamber from the scavengespace and piston underside. With all piston rings sealing well, local overheating and lubricating oilfilm 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 executedrunning�in 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 light�tight contact with the liner and the flank of itsgroove. Two basic effects must be distinguished:

• Primary sealing effect achieved by the inherent tension of the ring, which makes it lie upagainst the cylinder wall around the whole of its circumference

• Secondary sealing effect caused by the gas pressure itself, which presses the ring additionallyagainst 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 so�called ”K1” piston rings ofuniform quality, as standard. The first letter �K" which stands for "correction" combined with asecond letter or digit stands for the �extend of correction". If such a ring is placed within thecylinder liner, the ring ends will not touch the cylinder wall in the cold state but will leave a gapover a certain length. When the ring is heated under normal operation, the ends expand outwardsand touch the cylinder wall.

Later, K1 piston rings with finer running surface and rounded�off edges have been introduced.

1mm

45°h1 K1

Fig. 1 Original Piston Ring Equipment

Originally the same type of piston ringwas used for all the ring grooves.

RN Engines


As a new standard and in order to improve the piston running performance “KN“ piston ringshave 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 smallercorrection but over an extended length. Thus, blow�by of hot gases close to the piston ring gap willbe reduced, or avoided at an early stage of running�in, due to faster sealing of the rings.

Better running�in behaviour will be obtained as well by a finer running surface and therounded�off edges of the KN rings.

Initial

ey

ey

fy

ey

ex

fy

fx

KN Ringex

ex

fx

K1 Ring

<

>>

Fig. 2 Piston Rings

Today

2.3. KNP Top Ring (Pre-profiled Piston Ring)

In order to facilitate the running�in process, so�called pre�profiled "KNP" top piston rings werethen 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 issubjected to lower local pressure at the upper part of its running surface as long as the ring has not yetadapted itself to its final shape. It will thus lead to quicker and safer sealing, especially in a worn linerwhere 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.

Fig. 3 Today's Standard Piston Ring Equipment

R2

R1

R1

h1 KN

"TOP" Piston Ring Lower Piston Rings

h1 KNP

R2

Copper�plated piston rings (KNCU) may occasionally be fitted in the upper two grooves toimprove the running�in process, especially in cases where a damaged liner running surface needsdressing up by grinding.

RN Engines


2.4. Piston Ring Equipment on RN and RN..M Type Engines

In the tables below the officially approved materials and ring types can be found.

2.4.1. Material

Material Specification Stamping 1) Ring Type 1)

DAROS DAROS RS GG Spec. Ι RS KNP, KN

DAROS RVK GGV RVK GTP (gastight) 2)

DAROS DARCAST GGV DARCAST GTP (gastight) 2)

RIKEN RIKEN 47 GG Spec. Ι R7L (R7) KNP, KN

RIKEN 29V GGV R9V GTP 2)

NIPPON UBALLOY S GG Spec. Ι NPR�USKIN 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 Wärtsilä NSD Switzerland Ltd or our Network Companies is explained in section 2.5.

2) This material is used for gas�tight 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

All Piston Rings K 1

Today’s Standard Piston Ring Equipment Engine Types

RN(M) 68 RN(M) 76 RN(M) 90 RN 105

Top Ring KNP16 KNP18 KNP18 KN22

Lower Rings KN16 KN18 KN18 KN22

2.5. Marking of Piston Rings

Today's standard of marking and their position on new piston rings supplied by Wärtsilä NSD ortheir Network Companies is explained in Fig. 4. Before the replacement of piston rings it isadvisable to confirm the marking of the new piston rings in order to prevent any mix�up.

Fig. 4

Area for stampingon upper ring face

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:

TOP

MaterialRing Identification No.

Year

WNS GG I 976 9 1530:1

Fabrication Data

Top Side

Ring Type Identification No.

KNP 572

KN 976

3. INSTRUCTION FOR FITTING PISTON RINGS

3.1. Tool (Fig. 5)

For removing and fitting piston rings, theappropriate tensioning device must be used. Withthis tool the piston ring gap must not be openedmore than is absolutely necessary to pass the ringover the piston crown.

This piston ring expander (Fig. 5) is designed insuch a way that the risk of over�expansion anddistortion of newly fitted piston rings is significantlyreduced. If gas�tight piston rings are to be fitted thecorrect height of expander jaws should be used.

The piston rings must be fitted with the marking“TOP” upwards and should be checked for freemovement in the grooves. The ring openings shouldbe aligned 180 degree offset, i.e. forward - aft.

3.2. Requirements to Piston Ring Grooves and Piston Rings

The ring grooves, including inside radius have to be carefully cleaned. Special attention should bepaid if broken piston rings are found, which most probably have damaged the piston groovelandings. The damaged landing (chromium plated) and sometimes outside diameter of the pistoncrown 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 withthe feeler gauge (Tool 94238) prior to re�install the piston. At the measuring point the piston ringshould be pressed right into the groove.

Note: Worn or damaged ring grooves lead to piston ring breakages.

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 anew ring of a recommended quality.

Expander

Jaws

Fig. 5

RN Engines


If used piston rings are to be re�installed, 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 bechamfered any more according to the previous design but have to be rounded�off according to thenew design provided they are still within the permissible wear range. Such rings should generallybe 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 cylinderliner.

We do not recommend to chamfer the ring ends because this would favour the blow�by ofcombustion gases. Instead, attention should be given to chamfering the exhaust and scavengeports according to instructions given in the Maintenance Manual [see section 214 of the ServiceInstructions for RND type engines, or of the Maintenance Manual for RND..M type engines].

Marking: "TOP"No chamfering!

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 horizontalposition properly aligned in a stack.

4. PISTON SKIRTS

4.1. RND Type Engines

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 permittedand indicate as well that a piston skirt has reached these limits. When fitting a new liner either anew piston skirt or a used skirt in good condition and with new wear rings must be installed.

4.2. RND..M Type Engines

Practice has proven that, in most cases, worn piston skirts can be restored by crosswise machiningof oil retaining grooves as shown in Fig. 7, provided that their wear has not exceeded theadmissible limits according to the Maintenance Manual, clearance table 012�7. However, thenominal outer diameter of the piston skirt and the wear rings mentioned in the clearance table012�7 have been modified. The protrusion of the piston skirt with its wear rings against the pistoncrown can be found in the table below the Fig. 8.Any scuffed, hard spots, as caused by local seizing, should be removed by grinding.

RN Engines


Piston skirts beyond the wear limits, also indicated by wear marks on the piston crown must not berefitted.

View from Exhaust Side

Fig. 7 Oil Retaining Grooves on Piston Skirt

When fitting a new liner either a new piston skirt or a used skirt in good condition and withprotruding wear rings must be installed.

The wear rings for piston skirts of the initial design, i.e. where only the upper part of the skirt ismachined conically, are still to be machined concentric to the piston axis and the outsidediameter.

The piston skirts of the present design are machined conically on the upper and lower part. Thewear rings are machined concentric same as the outside diameter which as such is machinedeccentric to the inside diameter (please refer to the Fig. 8 and the table below for the actualdimensions of the latter).

4.2.1. Clearance between Piston Skirt Wear Ring and Cylinder Liner (New Condition)

If a new cylinder liner and a new piston skirt is fitted, the total clearance between the piston skirtwear ring and the cylinder liner should be measured with a long feeler gauge (Engine tool 94238).The crankpin position to measure the total clearance is about 15 � 25° after BDC (Bottom DeadCentre).

Engine Type MinimumTotal Clearance in mm

MaximumTotal Clearance in mm

RND 68M 0.90 1.20

RND 76M 0.90 1.20

RND 90M 0.90 1.23

4.2.2. Protrusion of Piston Skirt against Piston Crown on RND..M Engines

During a piston overhaul the protrusion of the piston skirt against the piston crown on the exhaustside should be measured with a straightedge and feeler gauge.

In any case the piston skirt must always protrude (see table overleaf measurement fEXS minimumtolerance) the piston crown on the exhaust side.

RN Engines


Note: Newly fitted wear rings toused piston skirts of theinitial design with only anupper conical part are still tobe machined concentric tothe piston axis and theoutside diameter.

Centre of piston crownand piston skirt insidediameter

Centre of piston skirtoutside diameter andwear rings

Straightedge

dEXS

e

fEXS

dFPS

fFPS

Co

nic

al

Co

nic

al

Exh

au

st

Sid

e

1) min. fEXS

Fig. 8 Piston Skirt Protrusion (Today's Standard Design)

EngineType

e

Nominal

+0.05

0 dFPS / dEXS fFPS

Nominal Nominal

fEXS 1)Min. fEXS

RND 68M 0.45 0.1 ÷ 0.25 -0.10 ÷ 0.10 0.85 ÷ 1.05 0.30

RND 76M 0.50 0.15 ÷ 0.3 0.00 ÷ 0.20 1.05 ÷ 1.25 0.40

RND 90M 0.60 0.25 ÷ 0.4 0.10 ÷ 0.30 1.35 ÷ 1.55 0.50

All measurements are in mm.Note: This page should be filed in the Maintenance Manual section 012-7.

RN Engines


4.3. Ovality of Piston Skirt on RND and RND..M Type Engines

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 MAINTENANCE

On the occasion of a piston overhaul it isadvisable to check and recondition therespective cylinder liner in accordance withgroup 214 of the Maintenance Manual.Furthermore, we recommend to removepossible scuffed, hard spots from the linerrunning surface by careful grinding (e.g. withflexible disc grinder).

This applies as well for ridge formations onthe liner running surface, originating not onlyfrom the top piston ring (usual TDC wearridge) but occasionally also from lower pistonrings (e.g. due to broken upper rings).

Experience shows that �handgrinding" for aproper removal of the wear ridge calls forhigh skill, in order not to damage the linerrunning surface at TDC level, which is verydetrimental for the performance of the upperpiston ring. We therefore recommend theprocurement of this grinding devices whichcan be ordered from: Wärtsilä NSD Switzerland Ltd or through our Network Companies.

6. RUNNING-IN OF NEW CYLINDER LINERS AND PISTON RINGS[see Running�in Guide�lines on Enclosure RN�6.1/1]

6.1. General

After fitting new cylinder liners or even only new piston rings, these have to be run�in. Thepurpose of the running�in 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 fromWärtsilä NSD Switzerland Ltd Fax no. +41 52 262 07 26, you are granted to receive the correctquality and latest execution, including today's manufacturing technology.

6.2. Fuel

For running�in the same fuel should be used as for normal operation, whereby a sulphur contentof above 1% is of advantage.

TDC

Top Piston Ring

Cylinder Liner

R= 8mm

Fig. 9 Tool

1mm2�3mm

RN Engines


6.3. Cylinder Lubricating Oil[see Enclosures RN-6.1/2 and 2a]

The choice of cylinder lubricating oil for running�in depends on the sulphur content of theresidual fuel and on the specification of the new rings and liners, in particular on the finishing ofthe cylinder liner bore.

If fuel oil with a sulphur content above 0.5% is used and the new components fulfil the most recentpiston ring specifications and requirements for machining of the cylinder liner bore (plateauhoned over entire length), then the replaced parts can be run in using the cylinder oil which is usedfor normal operation.

In other cases (e.g. previous cylinder liner bore partly honed or wave cut surface) satisfactoryresults can be achieved by using a running�in oil of lower alkalinity, BN 10-20 of the SAE 50 classwith a minimum kinematic viscosity of 18.5 cSt at 100°C, during the initial period.

When a separate running�in oil is used the procedure is as follows:

Fill that lubricator which supplies the cylinder concerned (and in most cases also the adjacentone) with the running�in oil.

The time during which the engine is operated with this oil should be as short as possible to avoidexcessive carbon deposits. However, sufficiently long for a satisfactory sealing surface of thepiston 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 running�in time should be determined with the aid of visualinspections through exhaust and scavenge ports, i.e. the running�in state of piston rings andcylinder liner or by liner wall temperature monitoring. The amount of carbon deposit on thepiston 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..Mtype engines. The low BN cylinder oils may not always be readily available from all the oilsuppliers. It is recommended, therefore, to contact the oil suppliers well in advance and allowsome extra days for the delivery (do not use system oil as cylinder lubricant).

6.4. Checks to be carried out Before Starting the Engine

�Check condition of piston rings, cylinder liners and nuts (hammer test) on the connecting boltsof the piston from piston underside (if engine has not been started for some time, also look outif there are any signs of condensation or leakages).

�Check scavenge air receiver for contamination.

�Check that receiver drains are open.

� Pre�heat engine to minimum 60°C jacket cooling water temperature.

� Pre�lubricate cylinders by turning the engine over with the turning gear for at least5 complete revolutions whilst operating the cylinder lubricators (approx. 50 turns).

During the running�in period the cylinder lube oil feed rate for the cylinder concerned is to beincreased. The respective adjusting screws of the lubricating pump and the setting pin are to beset, effecting the maximum lube oil quantity [see Service Instructions, section�721-722].

During the next 1000 to 2000 hours, by considering the appearance of piston rings and cylinderliner, it can be further reduced in small steps according to encl. RN-6.1/1 to the normal rate.

RN Engines


6.5. Notes to Running-in Guidelines[see Enclosure RN-6.1/1]

� Running�in should be done on HFO (Heavy Fuel Oil). The HFO should be correctly treatedand properly preheated to the correct viscosity before the engine is started. A sulphur contentof above 1% is advantageous.

� If it is for some reason not possible to start the engine on HFO, it is highly recommended tochange over to HFO as soon as the required pre�heat temperature is reached which should beb e f o r e the engine reaches a load of 60% CMCR (Contract Maximum Continuous Rating).

� The load�up programme should not be faster than shown on the enclosure RN-6.1/1.

� The stability and the level of the cylinder cooling water temperature must be checkedfrequently. Fluctuations in temperature must be within ± 2°C at constant load and ± 4°Cduring load changes (transient conditions).

� Liner Wall Temperature (LWT) Monitoring is of great advantage during running�in. It allows aclose monitoring of the temperature behaviour, thus avoiding a too fast loading�up of theengine that may lead to consequential problems.

� During running�in of new cylinder liners it is also recommended to mechanically limit the fuelrack position to the momentarily required load position (for example 60%) in order not tooverload the newly fitted cylinder liners due to heavy rudder commands and / or excessivelyfast load�up commands or heavy sea.

� It is necessary to occasionally inspect the condition of the running surfaces of the piston ringsand the cylinder liner to assess the degree of running�in.

If the engine, after re�entering service with new liner, must for compelling reasons reach fullservice load quickly (so that consequently the attached running�in guide�lines RN�6.1/1 can notbe observed), then as an exception, the fuel quantity to the cylinder in question must be reducedfor at least 12 running hours by fitting the special spacer under the suction valve push rod of thefuel pump serving the appropriate cylinder [see Service Instructions, section 551 resp. 550].

6.6. Feed Rate of Cylinder Lubricating Oil for Normal Service

A reduction below 1.0 g/BHPh effective (1.37 g/kWh eff.) should only be envisaged after longterm 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

RN Engines


7. CYLINDER AND PISTON COOLING[see Enclosures RN�6.1/3 to RN�6.1/6]

7.1. RND Type Engines

Due to the increased use of fuels with a high sulphur content, corrosive wear on the cylinder linershas been observed in some cases. As a preventive countermeasure the temperature of thecylinder and piston cooling water systems should be increased as follows:

Until 1982 From 1982

Cyl. cooling water outlet68°C

(min. 60°C / max. 75°C)70°C

(min. 65°C / max. 75°C)

Piston cooling water inlet45°C

(min. 40°C / max. 50°C)55°C

(min. 50°C / max. 60°C)

The respective alarm set points have also been modified accordingly.

7.2. RND..M Type Engines

With regard to possible corrosive wear in the region of "Top Dead Centre" the high sulphurcontent fuel is one of the important contributing factors. As a countermeasure to this we decidedsome time ago to increase the water temperature in the cylinder and piston cooling systems asfollows:

Until 1982 From 1982

Cyl. cooling water outlet68°C

(min. 60°C / max. 75°C)85°C

(min. 80°C / max. 90°C)

Piston cooling water inlet45°C

(min. 40°C / max. 50°C)55°C

(min. 50°C / max. 60°C)

The respective alarm set points have also been modified accordingly.

The increase in cooling water temperatures means changing the cylinder and turbochargercooling water system from the series arrangement to a parallel arrangement (see encl. RN�6.1/3).This change is necessary because with the series arrangement the temperature of theturbocharger cooling water would be above that accepted by the turbocharger manufacturer.

A retrofit on existing engines is possible [see enclosure RN�6.1/3].

The change to the new parallel cooling water arrangement necessitates theoretically an increasein the cylinder cooling water pump capacity. However, we believe that the capacity of mostexisting installations adequately complies with the new specifications (increase in capacity about15%). Furthermore, the cylinder cooling water pressure has to be checked and adjusted, ifnecessary, so that it is within the range specified on the new sheet 025 "Pressure and TemperatureRanges" as enclosed.

RN Engines


8. SPARE PARTS

Spare parts, such as piston rings, piston crowns, piston skirts and cylinder liners manufactured upto the latest design standards can be ordered either through our Network Companies or directlyfrom Wärtsilä NSD Switzerland Ltd Fax no. +41 52 262 07 26.

8.1. Reconditioning and Exchange of Piston Crowns and Skirts

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 aworld�wide basis.

All types of piston crowns can be reconditioned but the final decision will only be made after fullcleaning and inspection has taken place in one of our reconditioning centres.

The following can be found during inspection:� Cracked lands between the grooves� Worn chrome layers� Crown burning� Cracks in the crown surface running into the cooling areas� Corroded telescopic pipe holes� Corroded internal bore of the sealing surface of the cover plate O�rings� Bent and/or broken/damaged studs� Fretting on the bottom landing surface

After the inspection two different repairs can be made:� Full reconditioning� 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 andthen 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 aroundthe groove area after a dye check.

9. SERVICE BULLETINS PUBLISHED FOR RND AND RND..M – TYPE ENGINES

We have so far published the following Service Bulletins which are valid for RND and RND..M - Type Engines:

RN–3 dated 27.07.77 Fuel Nozzles with Rounded-off Inside Edges of the Spray HolesRN–4 dated 10.11.77 Fuel Nozzles for Operation at Reduced Power (”SLOW” nozzles)RN–5 dated 07.08.78 Cleaning the Air CoolersRN–6.1 dated 25.02.2000 Recommendations Concerning Piston Running PerformanceRN–7.1 dated 08.02.93 Operation at Low Power

Should you not be in possession of the above mentioned documentation suitable for your plant, kindly contact yourlocal Wärtsilä NSD representative for your copy.

Enclosures: as mentioned in text

5

100

90

80

70

60

%

100

90

80

70

60

50

%

Controllable

pitch propeller

constant speed

CMCR

Fixed pitch

propeller

CMCRSpeed RPM

Minimum Running�in Guideline withFuels of � 1 % Sulphur Content

S 0.5 - 5 %=

S 0.5 % Cylinder oil for running�in Change-over to cylinder oil as for normal service to be determined by piston ring

and cylinder liner inspections or by Liner Wall Temperature Monitoring.

Service Speed resp. Load

10 15 20 25 200 1000 Running Hours50 500 1500

Guidelines for Fuel with Low Sulphur Content

A

Feed rate reductions to be determined by pistonring and cylinder liner inspections and�/ or by linerwall temperature monitoring

Cylinder Oil Feed Rate

Adjustment based on effective power

1.2

1.1

1.0

0.9

0.8

1.6

1.5

1.4

1.3

1.2

1.1

g/BHPh eff. g/kWh eff.

1.31.8

1.7

1.00.7

Running�in Guidelines for RND and RND..M Engines in Service

New Cylinder Liners and after Replacement of Piston Rings

Cylinder oil as for normal service Cylinder lubricating oil for normal service:SAE 50 / min. 18.5 cSt at 100°C / BN according to sulphur content of the fuelCylinder lubricating oil for running�in:SAE 50 / BN 10-20 / min. 18.5 cSt at 100°C

Load IndicatorPos.

2.01.4

For final feed rate, please seecomments in Chapter 6.6.

B

2

1 1

2

Lubricating oil specifications

Inspection of Piston Rings and Cylinder Liners

�

RN Engines

Service B

ulletin Enclosure R

N–6.1/1

Lubricating OilsSulzer Diesel Engines

29.60.07.40 - IX.99 Service Bulletin Enclosure RN–6.1/2

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Crosshead-type RND..M, RND engines

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Oil Supplier ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

System Oil ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Cylinder Oil

distillate fuel oil

0.25 to 1% sulphur

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Cylinder Oil

residual fuel oil

above 1% sulphurÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

AgipÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Acer 100

Cladium 50 SAE 30

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MCL 18ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Punica 570


BPÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Energol DL-MP 30

Energol OE-HT 30


Energol CL 155ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Energol CLO 50M

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Caltex ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Diesel Engine Oil R&O

Veritas 800 Marine

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Delo 1000 Marine SAE 50 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Super DCL Special


CastrolÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

CDX 30ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MLC 50ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Marine S/DZ70

Cyltech 80


Chevron ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Veritas Marine R&O

Veritas 800 Marine 30


Delo 1000 Marine 50 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Delo Cyloil Special SAE 50


ElfÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Atlanta Marine 30

Atlanta Marine D 3005


Disola M5015ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Talusia HR 70


Exxon / EssoÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Exxmar XP

Exxmar XA


Exxmar 12TP 50 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Exxmar X70


Fina


Solco B300 P

Alcano 308


Caprano 512


Vegano 570


MobilÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Mobilgard 300ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Mobilgard 512ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Mobilgard 570


Shell ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Melina S Oil 30

Melina Oil 30


Alexia Oil D ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Alexia Oil 50

Alexia Oil XÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TexacoÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Doro AR 30ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Taro 16 XD 50ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Taro Special 70

General remarks see reverse side.

All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of18.5�cSt at 100°C.

For running�in new cylinder liners and piston rings, refer to the appropriate sections in theInstruction Manual and Service Bulletins.

Lubricating OilsSulzer Diesel Engines

Crosshead-type RND..M, RND engines

29.60.07.40 - IX.99 Service Bulletin Enclosure RN–6.1/2a

NotesWärtsilä NSD lubricating oil listRND..M, RND engines

The products listed were selected in co�operationwith the oil suppliers and are considered theappropriate lubricants in their respective productlines for the application indicated. Wärtsilä NSDSwitzerland Ltd does not accept any liability for thequality of the supplied lubricating oil or itsperformance in actual service.

In addition to the oils shown in this list, there areother brands which might be suitable for use inSulzer diesel engines. Information concerning suchbrands may be obtained on request from WärtsiläNSD Switzerland Ltd Winterthur.

Some of the oils listed, especially those shown underthe heading of "cylinder oil, distillate fuel oil 0.25%to 1% sulphur", might be available from the oilsupplier only by special request.

For engines equipped with PTO or a power turbine,the system oil selected must meet a minimum loadcarrying capacity requirement, specified by the FZGgear machine, method IP 334/90, load stage pass 8.

When using a residual fuel oil with a sulphur contentof less than 1% for prolonged periods of operation, acylinder oil of the SAE 50 viscosity grade with aminimum kinematic viscosity of 18.5 cSt at 100°Cand a moderate level of alkalinity, i.e. BN in therange of about 20 to 50, should be selected.

The running�in of new piston rings and cylinderliners is a critical process, which influences theperformance and the lifetime of these components.Appropriate procedures are outlined in theInstruction Manual and Service Bulletins, and theseshould be carefully observed.

RN Engines

Service Bulletin Enclosure RN–6.1/3

NEW Parallel Arrangement

RND..M EnginesCylinder and Turbocharger Cooling Water System

Valid for all RND..M EnginesVTR 501�2: Orifice= 35 mmVTR 631�1: Orifice= 45 mm

Designed water capacity:RND 68M 30 m3/h�cyl.RND 76M 38 m3/h�cyl.RND 90M 50 m3/h�cyl.

Inlet

Outlet

Orifice (may be left in place)

Existing Series Arrangement

RND 68M 26 m3/h�cyl.RND 76M 33 m3/h�cyl.RND 90M 45 m3/h�cyl.

Inlet

Outlet

Orifice

RN Engines


RN Engines


RN Engines


025

Alarm and Trip–setpoints

Pressures and Temperatures at Continous Service Output RND / RNFAlarm and Power trip - setpoints

Pressures and Temperatures at Continous Service Output RND / RNFAlarms Trip-points 5)

Mesuring point

EngineType

Pressureskg/cm2

see 1)Temperatures °C

Press.kg/cm2

Temp.°C

Press.kg/cm2

Temp.°C

Mesur ng po nt

RND/RNF Min. Max. Min. Max.Diff.see2) Min. Min. Max. Min. Max.

Jacket cooling water Inlet90, 105 3.5 4.5 55 15 3) 3.5 55 3

Jacket cooling water Inlet56, 68, 76 3 4 55 15 3) 3 55 2.5

Outlet 65 75 75 80

Cooling water for turbines(connectedin series after

Inlet 65 7510(connected in series after

cylinder cooling) Outlet 8510

85 90

ater

Fuel valve cooling waterInlet 2.5 4 70 2.5 70

Wat

e

Fuel valve cooling waterOutlet 90 90

Piston cooling waterInlet 3.5 5 50 60

15 3)3.5 50 3

Piston cooling waterOutlet 75

15 3)

75 80

Charge air cooling waterInlet 2 25 33 25

Charge–air cooling waterOutlet 45 45

Engine bearing oil Inlet 1.5 2.535 45

1.535 45

1.250

Oil Crosshead lubricating oil Inlet 3 4

35 453

35 452.5

50

Oi

Lubricating oil Bearing outlet 607 65

Turbocharger bearing oil see instruction for turbochargers

Fue

l

Fuel after filter Inlet3-6 6.5 4)

normal 5see 027 3

Air filter on turbocharger Admissiblepressure drop

200-250mm[water gauge]

rge

air

Charge air in receiver Outletfrom cooler

35 6) 60normal 40-45

35 60 65

Cha

r

Charge air at scav. ports Inlet to cylinders 150 175

C

Charge–air cooler Admissiblepressure drop

200-300mm[water gauge]

t

After cylinder 425 * 450

haus

t

ExhaustInlet to turbine 500 500 525

Exh

a ExhaustPressureafter turbine

max. 300mm[water gauge]

Rem

arks

1) 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.3) For RND 105: 12°C4) 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 +/- 50°C

} Recommended limiting valuesfor alarm systems with computers

Documents

RN-06_1