MAN B&W Diesel A/S

SL98-358/OZS
September 1998

Service Letter
S50MC, Cylinder Liner Cracks
Mk 3 Engines
Action Code: Casualty
Dear Sirs,
In some S50MC Mk 3 engines, we
have recently seen small circumferential cracks in the groove at the top end
of the liner, see Fig. A. The crack is
seen in the 2.5 mm rounding at the
bottom of the groove.
If the crack depth is less than 2.5 mm, it
can be removed by local grinding with a
R 6 mm undercut to a maximum depth
of 2.5 mm. If the crack is deeper, the
liner must be replaced.

Fig. B

To increase the safety margins against

these cracks, we have for new liners
increased the rounding to 6 mm, see
Fig. C. At the same time, the material
for the liner has been changed from
Tarkalloy to Tarkalloy-C. which has
greater strength than Tarkalloy.

Fig. A

We recommend that spare liners which

have not been in operation are modified
in accordance with Fig. B.
HEAD OFFICE (& Postal address)
Teglholmsgade 41
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Telephone: +45 33 85 11 00
Telex: 16592 manbw dk
Telefax: +45 33 85 10 30
E-mail: manbw@manbw.dk
http://www.manbw.dk

DIESEL SERVICE
Teglholmsgade 41
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 31197 manbw dk
Telefax: +45 33 85 10 49
E-mail: diesel-service@manbw.dk

Fig. C

PRODUCTION
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 17
E-mail: manufacturing/copenhagen@manbw.dk

FORWARDING
Teglholmsgade 35
DK-2450 Copenhagen SV
Telephone: +45 33 85 11 00
Telex: 19023 manfw dk
Telex: 19042 manfw dk
Telefax: +45 33 85 10 16

MAN B&W Diesel A/S

Denmark
Reg.No.: 24 231

In a few Mk 3 liners we have seen vertical cracking, see Fig. D. This crack
would appear as a result of overheating, and is initiated at the top of the
liner. In this connection, we draw your
attention to our Service Letter SL89248/UM of April 1989, which deals with
factors that can lead to thermal overloading of the combustion space, including poor piston ring condition.

Engine operation with

one cylinder out of action
As there are no separate valves for
freshwater inlet and outlet for the cylinder liner, we recommend that you arrange for a set of blanking plates as
shown in Fig. E, in the event that one
cylinder is to be cut out of action due to
a liner crack.

Fig. D

To reduce the risk of vertical cracks we

therefore recommend that you change
to our Mk 6 standard when reconditioning the piston ring grooves, i.e. two
high grooves and two low grooves. It
will then be possible to introduce the
ring pack which shows good performance on the latest, high-loaded engines:
Ring 1.
Ring 2.
Ring 3.
Ring 4.

High CPR of material RVK-C

High of material RM5
Low of material RM5
Low of material RM5

This ring pack will, owing to the CPR

ring, give a more even temperature
distribution over the liner surface.

Fig. E

S50MC Mk 5 Engines
S50MC Mk 5 engines have a different
cylinder liner, see Fig. F, but there have
been a few cases of cracks initiating at
the inside of the edge.

Fig. F

As a countermeasure, we recommend,
as also mentioned in our Service Letter
SL89-248/UM, that a chamfering be introduced. The chamfering is shown in
Fig. G. The chamfering height depends
on the actual layout of the engine and,
thus, on the thickness of the shims under the piston rod. The max. chamfering height is 15 mm. If the shim is
thicker than 12 mm, the chamfering
height is to be reduced accordingly.

Fig. G

Please contact MAN B&W Diesel A/S

or one of our Service Centres for further information or assistance.

Yours faithfully,
MAN B&W Diesel A/S

Uffe Mikkelsen

Ole Srensen