Cylinder liner gauging

Cylinder liners should be

gauged internally at fixed
intervals during overhaul
(6000-8000 hours) to measure
accurately the increase in
bore. Continuous records of
gaugings should be kept for
each cylinder.
The liner must be cleaned and
inspected. General
appearance of the surface may
show whether lubrication has
been adequate. A careful
examination must be made for
surface cracks, particularly
around the combustion space.

 The liner is now gauged with a

micrometer and extension bar
which has been calibrated
against a master gauge. The
liner should preferably be cold,
but if this is not possible the
gauge must be at the same
temperature as the liner to
cancel expansion effects.
Gaugings are taken at a
number of vertical positions (4
to 6) over the area swept by
the piston rings.
Readings are taken in fore and
aft and in athwartships
directions. To ensure readings
are taken at corresponding
points, a template may be
used.

Gauging figures are noted as total

wear from original and mean rate
of wear since the last recording
was made. The pattern of wear
over the length of the liner will
differ according to engine type but
in a single acting, two-stroke
engines it tends to be greatest at
the top of the stroke adjacent to
the combustion space, where
pressure and temperature are
greatest. This reduces towards the
lower end of the stroke, but will
increase at the exhaust and
scavenge ports when relative
pressure on port bars is increased
and blowpast may remove
lubricating oil film. The rate of
wear varies over the life of the
liner. It is high during the initial
running-in period after which it
should reduce to an almost
constant rate for most useful life of
the liner. Finally the rate will
progressively increase as wear
becomes excessive.

Normal wear rates differ but an approximate figure of 0.1 mm per

1000 hours is acceptable for large engines. Wear is increased if the
engine is overloaded. Maximum wear before renewal is usually
limited to 0.6-0.8% of original bore diameter, or less when the
manufacturers advise. The time when this figure will be reached can
be anticipated from wear records for advance ordering of
replacements. After gauging, any ridges on the liner should be
ground off. These may be evident at the top of the ring travel and at
port bars. Ridges may be due to broken piston rings or where the
piston has been raised to readjust compression. If new piston rings
are fitted the liner should be deglazed. To allow running-in, cylinder
lubrication should be increased temporarily and maximum load
limited. Ports must be cleaned, sharp edges removed, lubricators
tested and a close inspection made before putting back into service.
If the cylinder is operated with excessive wear, the rate of wear will
rapidly increase. Gas blowpast may remove the lubricating oil film,
piston rings may distort and break, piston slap may cause scuffing.
Compression is reduced causing incorrect combustion with fouling
of the exhaust system. Unburned oil may be blown into scavenge
spaces giving rise to scavenge fires.