Cylinder Lubrication & Cold Corrosion y

1 < > MAN Diesel & Turbo Cylinder Lubrication & Cold Corrosion 31.01.2013
Cylinder Lubrication & Cold Corrosion y
A severe debate is ongoing in the maritime media on the
subject of cylinder lubrication.
MAN Diesel & Turbos Views are summarized on the following
slides.
2 < > MAN Diesel & Turbo Cylinder Lubrication & Cold Corrosion 31.01.2013
Cylinder Lubrication & Cold Corrosion
The process of developing one cylinder lube oil that could
lubricate the cylinders regardless of the sulphur content in the
y
lubricate the cylinders regardless of the sulphur content in the
fuel was started by the oil companies in order to simplify the
lubrication process onboard the ships as well as the logistics of
supply supply.
Such oils have BN levels which are lower than the
t diti l BN 70 li d l b il traditional BN 70 cylinder lube oils.
Such oils have performed acceptably in the service tests
made.
These oils can very well be used in the vast majority of
older MAN Diesel & Turbo engine designs which do not
suffer from cold corrosion.
3 < > MAN Diesel & Turbo Cylinder Lubrication & Cold Corrosion 31.01.2013
Cylinder Lubrication & Cold Corrosion
MAN Diesel & Turbo recommend to use a cylinder lube oil
y
MAN Diesel & Turbo recommend to use a cylinder lube oil
characterised primarily with its BN number and SAE viscosity
and to use a feed rate according to BN in the cylinder oil and
sulphur in the fuel (see our Service Letters) sulphur in the fuel (see our Service Letters).
MAN Diesel & Turbo are aware that some engines may be
operated satisfactorily at even lower feed rates operated satisfactorily at even lower feed rates.
A new Service Letter which will describe how the cylinder lube
il f d t f th b ti i d i d ti oil feed rate can further be optimised is under preparation.
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Cylinder Lubrication & Cold Corrosion
MAN Diesel & Turbo has lately concentrated on further
enhanced fuel efficiency
y
enhanced fuel efficiency.
In order to improve the specific fuel oil consumption, the
pressure in the combustion chamber has been increased on the
newest engine designs, especially at low load.
This pressure increase together with the increased operating
time at low load has led to increased water and acid
condensation on the cylinder walls.
This may lead to cold corrosion in the combustion chamber.
5 < > MAN Diesel & Turbo Cylinder Lubrication & Cold Corrosion 31.01.2013
Cylinder Lubrication & Cold Corrosion
Also the most recently developed part-load and low-load tuning
options utilises increased combustion chamber pressure as the
y
options utilises increased combustion chamber pressure as the
main tool to secure low SFOC (Specific Fuel Oil Consumption)
at part load and may experience the same results.
These part- and low-load fuel tuning options could be:
T b Ch t t (T/C t t) Turbo Charger cut out (T/C cut out)
Waste Heat Recovery (WHR )
Variable Turbine (VT)
Exhaust Gas By-pass (EGB)
6 < > MAN Diesel & Turbo Cylinder Lubrication & Cold Corrosion 31.01.2013
Cylinder Lubrication & Cold Corrosion y
In conclusion of the above MAN Diesel & Turbo recommend
that: that:
Our newest engine designs (Mk. 9 & G-type engines) are
lubricated with cylinder oils having at least a neutralisation
abilit as the traditional BN 70 c linder l be oils i e BN 70 100 ability as the traditional BN 70 cylinder lube oils, i.e. BN 70-100,
preferably SAE 50.
Also MAN Diesel & Turbos remaining engine types, if part-load
and low-load, fuel-optimised, may require increased
neutralisation ability in the cylinder lube oil.
This may be obtained either by increased lube oil feed rate or
by using lube oils with higher BN.
7 < > MAN Diesel & Turbo Cylinder Lubrication & Cold Corrosion 31.01.2013
Disclaimer
All data provided in this document is non-binding 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 site and operational conditions.
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