Service Experience

MAN B&W Two-stroke Engines

Content

Introduction.................................................................................................. 5
Cold Corrosion Control.................................................................................. 5
Introduction of BN 100 cylinder oils.......................................................... 5
Increased jacket cooling water temperatures various systems................ 9
New cylinder liner designs...................................................................... 11
New Alpha Mk II cylinder lubricator ........................................................ 13
Acceleration Issues for ME-C/ME-B Mk 9 S and G Type Engines............... 14
Astern Start and Running Issues ME-B Types Engines.............................. 15
ME-B9.3 Updates Timing Unit.................................................................. 16
Low-Load Operation Update....................................................................... 17
K98 crosshead bearings in T/C cut-out mode........................................ 18
Cylinder liner cold corrosion in T/C cut-out mode................................... 20
Exhaust valve burn-away at low load...................................................... 20
Exhaust Gas Recirculation Service Experience............................................. 22
Emergency Running of 6G70ME-C9.2 without Turbocharger........................ 26
Fuel Equipment........................................................................................... 28
Cavitation in Hydraulic Exhaust Valve Actuation System............................... 30
Service Experience for Main Hydraulic Pumps on ME Engines...................... 32
Conclusion.................................................................................................. 33

Service Experience
MAN B&W Two-Stroke Engines

Introduction
This paper describes in detail the service experience of the new generation
of super-long stroke S and G Mk 9 type
engines. Focus will be on the cylinder
condition in general and cold corrosion control in particular. The service
experience with new jacket cooling water systems, new cylinder oils (BN 100
types), modified combustion chamber
design and new versions of the Alpha
Lubricators (main focus: Alpha Mk II)
will be outlined.
Early version of S90ME-C9 at
830 hours and lubrication 0.90 g/kWh

An update on low-load operation is giv-

Early version of S80ME-C9 at

557 hours and lubrication 0.90 g/kWh

en and, furthermore, the initial service

experience with EGR systems will be

Fig. 1: Poor cylinder condition recent examples

touched on.
Other two-stroke issues (case stories)

3. Redesigned cylinder liner

will be addressed, including fuel injec-

4. New cylinder lubricators:

tor development, cavitation in the ME

Alpha Lubricator Mk II

large variation in fuel oil sulphur content levels

The general development of engines

towards larger stroke-to-bore ratios

hydraulic exhaust valve actuation system and ME-B9.3 updates, especially

Introduction of BN 100 cylinder oils

and changed process parameters

related to the timing unit of the dot 3

Since autumn 2013, we have requested

triggered by environmental compli-

design. Furthermore, emergency run-

oil companies to focus on the devel-

ance rules.

ning of the 6G70ME-C9.2 engine type

opment of BN 100 cylinder oils for the

without turbocharger, acceleration is-

newest generation of engines. We have

Based on the above, MAN Diesel &

sues for ME-C/ME-B in dot 2 versions,

stated that the BN 100 oil is the design

Turbo recommends the following:

and service experience for the main hy-

basis for our new engine generations,

draulic pumps on the ME engines will

and we have received a positive re-

be mentioned.

sponse to our request from all the major

designs (Mk 8-8.1 and newer) with

oil companies, which now have BN 100

cylinder oils with higher acid neutrali-

oils available in all important ports.

sation ability than the traditional BN

Cold Corrosion Control

Recently, cold corrosion of cylinder lin-

70 cylinder lube oils, i.e. BN 100 and

ers has grown to become a major issue

Our guidelines on cylinder lubrication

for the latest generation of MAN B&W

of MAN B&W low speed engines have

two-stroke engines, see Fig. 1. This has

called for an update in response to the

called for measures to control/suppress

following development:

temperatures various systems

sulphur heavy fuel oil

Increased lube oil feed rate or lubriload and low-load fuel-optimised

Recent changes in operational pat-

engines requiring increased neutrali-

terns towards optimising low/part-

sation ability.

load operation

1. Introduction of BN 100 cylinder oils

2. Increased jacket cooling water

SAE 50, when operating on high-

cation with higher-BN oils on part-

the cold corrosion, leading MAN Diesel

& Turbo to take the following initiatives:

Lubrication on our newest engine

Development of new cylinder oils

Lately, MAN Diesel & Turbo has con-

that are even better to cater for a

centrated on further enhancing the

Service Experience MAN B&W Two-Stroke Engines

fuel efficiency while fulfilling Tier II. In

designed to control the degree of cor-

lower than the traditional BN 70 cyl-

order to improve the specific fuel oil

rosion on the liner surface.

inder lube oils

consumption, the pressure in the com-

Such oils have performed acceptably

in the service tests carried out

bustion chamber has been increased

This is illustrated by our feed rate guide,

on the newest engine designs, espe-

which sets the minimum feed rate to the

cially at low/part load. This pressure

level needed to keep the parts moving

the vast majority of earlier-type MAN

increase, together with the increased

within a safe margin. However, so as to

B&W engines that are not affected by

operating time at low/part load, has led

ensure the necessary lubrication effect,

cold corrosion, but should not be ap-

to increased water and acid condensa-

an increased formation of acid would

plied on newer engine designs with

tion on the cylinder walls, which leads

call for a higher BN level than speci-

higher levels of cold corrosion.

to cold corrosion.

fied at the minimum feed rate. This is

Such oils can very well be used on

compensated for by calculating a feed

MAN Diesel & Turbo recommends use

Also the most recently developed part-

rate based on an ACC factor within the

of cylinder lube oils that are character-

load and low-load tuning options utilise

guide shown in Fig. 2.

ised primarily by its BN number and SAE

viscosity and to use a feed rate accord-

increased combustion chamber pressure as the main tool to ensure a low

In order to simplify the lubrication pro-

ing to the BN in the cylinder oil and sul-

SFOC (specific fuel oil consumption).

cess on board the ships, as well as the

phur content of the fuel. MAN Diesel &

logistics of supply, the oil companies

Turbo is aware that some engines may

Appropriate cylinder oil feed rates and

have developed cylinder lube oils that

be operated satisfactorily at even lower

ACC (Adaptable Cylinder oil Control)

can lubricate the cylinders regardless of

feed rates. Hence, feed rates are, just

values must be obtained by service

the sulphur content in the fuel:

as before, based on practical experience rather than pre-calculated figures.

inspections, measurements and wear

data from combustion chamber parts

Such oils have BN levels that are

(piston rings, liners and crowns), and

can with benefit be supplemented with

g/kWh

scavenge drain oil analyses.

1.4

Cylinder oil is essential for a two-stroke

1.2

engine. Today, cylinder oils are made

1.0

with a complex chemistry, and the individual feed rate must therefore be

0.8

assessed for each oil brand, viscosity

class and BN level.

AC

0.6

A cylinder oil is mixed to achieve the

Ca

ve
cti

0.4
0.40
0.20

0.2

persancy to keep the piston rings and

piston crown clean, and the necessary

base number (BN) to neutralise the ac-

0.5

1.0

1.5

2.0

ids formed during combustion.

2.5

3.0

3.5

4.0

Fuel sulphur %
Fig. 2: BN 100 ACC range for Mark 8-8.1 and newer engines

bricate the moving parts, but is also

Minimum feed rate

necessary level of detergency and dis-

The cylinder oil not only serves to lu-

are

Service Experience MAN B&W Two-Stroke Engines

A drain oil analysis is also a strong tool

Iron (Fe) total [mg/kg]

for judging the engine wear condition.

500

Drain oil samples taken in active ACC

operation will show if the oil feed rate
Danger Do not operate in this area

400

Cat nes

can be optimised while keeping the BN

between 10-25 mgKOH/kg and the iron
(Fe) content below 200-300 mg/kg in
the drain oil, see Fig. 3.

300
Alert area Adjustment of feed rate may be needed

Used oil taken from the engine through

200

the scavenge bottom drain can be used

for cylinder condition evaluation.

Safe area
100

On-board sampling sets exist, but it is

Liner po

important to get a valid test result that

lish

shows the total content of iron (Fe).

0
0

10

20

30

40

50

60

Laboratory testing according to ASTM

70

D5185-09 is the only certain measuring

BN [mgKOH/g]

method. The BN must be tested in accordance with ISO 3771:2011(E).

Fig. 3: Scavenge drain oil result

The above mirrors the importance of the

The acceptable wear rates must be in

Cylinder oils can be degraded to a cer-

fact that the crew challenges the cylin-

line with our recommendations on over-

tain level where the corrosion level be-

der oil feed rate ACC factor to find the

haul intervals and expected lifetime of

gins to increase. The level of depletion

correct ACC value that suits the actual

the components. Liner wear rates are

is different among oil brands as well

engine configuration and engine load.

normally below 0.1 mm/1,000 running

as among engines, and an individual

hours.

evaluation of each engine is therefore

The best way to establish the optimum

recommended.

ACC factor is to measure the cylinder

High ovality in the liner wear could be

liner and piston ring wear. If the wear

a sign of corrosive wear. As the liner

One option is to perform a stress test

rate of the liner and piston rings is too

surface temperature is not necessarily

called feed rate sweep. The sweep test

high, because of corrosion, the ACC

uniform, more corrosion occurs in the

is based on a fast six-day test at steady

factor must be increased to reduce the

colder areas.

load and, preferably, while running on a

wear.

fuel in the high-sulphur range of a 2.8The piston ring wear must also be kept

3.5% sulphur content. The feed rate is

However, the ACC factor can only be

under observation, and it must be as-

adjusted to set values, i.e. 1.4, 1.2, 1.0,

assessed when the fuel sulphur level

sured that the controlled leakage (CL)

0.8 and 0.6 g/kWh. Each feed rate must

has been high enough to ensure that

groove on the piston rings is not worn

be applied for 24 running hours before

the lubrication has been in the ACC ac-

below the acceptable minimum and

taking a sample and switching to the

tive area (the blue area marked in Fig.

that the POP-ring groove does not

next feed rate. A detailed feTed rate

2). At lower fuel sulphur levels, the en-

exceed its maximum allowable wear.

sweep protocol is enclosed with our Ser-

gine is excessively protected against

POP-rings are designed with gas leak-

vice Letter SL2014-587.

corrosion because of the active mini-

age grooves on the bottom surface of

mum feed rate.

the piston ring.

Service Experience MAN B&W Two-Stroke Engines

Fig. 4 shows the result of a cylinder oil

feed rate sweep test for a 9S90MEC8.2 performed at 25% load using BN
70 cylinder oil operating on 2.7% HFO.
The influence of the use of higher BN
cylinder oil has also been validated in a
number of test cases. In general, it can
be said that, based on these test cases,
neutralising the efficiency is proportional to the BN number. Fig. 5 shows the
result of a cylinder oil feed rate sweep
test for a 9S90ME-C8.2 performed at
25% load using BN 85 test cylinder oil
operating on 2.7% HFO.

Fig. 4: 9S90ME-C8.2 cylinder oil feed rate sweep test, 2.7% HFO, BN 70 cylinder oil
(Source: ExxonMobil)

The various oil suppliers offer cylinder

oils with a broad range of BN levels.
Our MAN B&W engine design is based
on the BN 100 oil.
When switching to a different BN level,
we recommend starting out with scaling the ACC factor from 100 to the new
BN level by multiplying the ACC factor
with the fraction of 100/BN oil.
Example:
Using a BN 85 and ACC (BN 100) =
0.26
ACC (BN 85) = 0.26 100/85 = 0.31
When changing to a new oil brand or

Fig. 5: 9S90ME-C8.2 cylinder oil feed rate sweep test, 2.7% HFO, BN 85 test cylinder oil

type, the ACC factor may need to be

(Source: ExxonMobil)

reassessed as described above, starting with an ACC factor in the upper

as well as lead to increased build-up of

Also when switching to distillate fuels

range. Next, a gradual reduction can be

piston crown deposits.

(MGO/MDO), we recommend switch-

carried out based on actual observed

conditions or the sweep test.

ing to a low-BN cylinder oil at the same

We therefore recommend switching to

time as the switching of the fuel. We do

a low-BN cylinder oil at the same time

not recommend the use of a high-BN

When running on low-sulphur residual

as switching to a low-sulphur heavy

cylinder oil when running on distillate

fuel (HFO), the feed rate must be set at

fuel. Continuous running on high-BN

fuels. For further information, see Table

the minimum feed rate. High-BN cylin-

cylinder oils can only be recommended

1.

der oils will lead to over-additivation in

in special cases, and not for more than

the aspect of controlling the corrosion

1-2 weeks.

Service Experience MAN B&W Two-Stroke Engines

When operating the engine at part load,

Updated design for Cylinder Lube Oil (CLO)

the cold corrosion behaviour may de-

For engines operating on destillates and LNG

40 BN CLO, SAE 50

viate from operation at normal load.

When the vessel is slow steaming, the

For previous engine types operating on heavy fuel (Mk 7 and older)
70-100 BN CLO SAE 50

engine is operated at low load, and the

liner surface will become colder and,

For newer engine types operating on heavy fuel (Mk 8-8.1 and newer)
100 BN CLO, SAE 50

therefore, increase the risk of corrosion. Waste heat recovery and various
part-load optimisation possibilities, for

Table 1: Cylinder oil guide

example, T/C cut-out, variable turbine

area (VTA) turbocharger, retrofit ECO-

systems to increase the cylinder liner

Bypassing 85% of the jacket cooling

cam for MC/MCC engines and exhaust

wall temperature.

water will increase the liner wall tem-

gas bypass (EGB), may call for a reas-

perature by approximately 15C. In ad-

sessment of the ACC factor to accom-

Fig. 6 shows a jacket cooling water

dition, the jacket cooling water outlet

modate the new corrosion level.

bypass that has been shop tested to

temperature is increased to 90C. All to-

determine the correct amount of cool-

gether, an approximately 20C increase

Increased jacket cooling water tem-

ing water to be bypassed. For the final

of the liner wall temperature is achieved.

peratures various systems

setup for service, the amount of by-

Tests have revealed that bypassing an

In order to suppress cylinder liner cold

passed water is determined by orifices

even larger amount is possible.

corrosion, we have introduced various

in the cylinder outlet pipes.

Orifice design similar for manoeuvring side and exhaust side

1. The bypass ratio is controlled by fixed

orifices mounted in cylinder outlets

Fig. 6: Jacket cooling water Bypass Basic (JBB) system

Service Experience MAN B&W Two-Stroke Engines

Furthermore, a controlled version of the

JBB system, called JBC, see Fig. 7, is
being developed. In this system, a thermostatic valve controls the amount of
bypass in such a way that a large amount
of water is bypassed at low load and less
is bypassed at higher loads.
The JBB and JBC systems can both be
easily fitted on engines already in service.
A more active bypass system is being
prepared for future engines. At the time
of writing, this system is the standard
on new S and G 80, 90 and 95-bore

Fig. 7: Controlling corrosive wear by internal Jacket cooling water Bypass Controlled (JBC) system

engines. Furthermore, it has been decided to introduce the system on future

on the cylinder liner is maintained up to

system. The jacket water temperature

G50, G60 and G70 engine types. The

90% load.

out of the cylinder liner can then be

system shown in Fig. 8 consists of two

controlled according to the diagram in

extra cooling water pipes along the

The LDCL system does not mean

engine. An extra pump and an extra

changing the connections to the ves-

control valve ensure up to 130C on

sels cooling water system. The LDCL

Preliminary results of service tests have

the cooling water for the cylinder liners

system is designed with an extra mix-

shown that a significant reduction of

while maintaining 80-90C on the cover

ing circuit on the engine comprising a

the specific cylinder oil consumption is

and exhaust valve. A high temperature

pump, a three-way valve and a control

obtained with this system.

Cylinder cover outlet

Fig. 9.

80-90C

Cylinder cover inlet

Cylinder liner outlet

Variable temperature
70-130C

Cylinder liner inlet

Two new cooling
water main pipes

Cylinder liner cooling Jacket,

Material: Ductile iron (KF)
O-rings: Peroxide cured

Fig. 8: Controlling corrosive wear: four-pipe jacket cooling water system load-dependent cylinder liner (LDCL) jacket cooling water system

10

Service Experience MAN B&W Two-Stroke Engines

New cylinder liner designs

T slowdown high limit

[deg.C]

T alarm high limit 8 sec.

delay [deg.C]

140
135
130
125
120
115
110
105
100
95
90
85
80
75
70
65
60

The design of a cylinder liner with a

higher cylinder wall temperature has

T slowdown Liner 600 sec

delay [deg.C.]
T alarm Liner 300 sec
[deg.C.]

been initiated for a number of engine

T out Liner jacket [deg.C.]

ing considered. Fig. 10 shows the two

T out cover [deg.C.]

candidate designs, the split ring design

T in [deg.C.]

and the design with a support cylin-

types. A modified cooling design is be-

der between the liner and the cylinder

70% heat

frame. Also, a redesign of the cooling

30% heat

water jackets with a significantly reduced cooled area is under consid-

10

20

30

40

50

60

70

80

90

100

% Engine load

eration, see Fig. 11. The aim of these

measures is to increase the liner wall

Fig. 9: LDCL setpoint temperatures vs. engine load, S80ME-C9.2

temperature over a rather large area in

the top part of the liner at all loads. By
doing so, the wear-down of the cylinder oil BN-reserve is reduced and a
lower required cylinder oil feed rate can
be established.
In order to improve the lifetime of the
wear component (the cylinder liner) in
an economical manner, the hot replacement cylinder liner project is aimed at
existing engines.
Furthermore, we have recently introduced cylinder liners with varying designs based on the rating of

Split ring
Fig. 10: Hot replacement cylinder liner concepts

Support
Fig. 11: Hot replacement cylinder liner concepts: shorter cooling jacket

Service Experience MAN B&W Two-Stroke Engines

11

the engines. Derated engines can be

equipped with cylinder liners with lower
cooling intensity without exceeding the

L1

maximum cylinder liner temperature al-

atin

r
igh

lowed when running at the maximum

specified rating.

Mid

L3

Lo

P ma

ME

series. Three different liner designs will

be introduced, which will be based on

ME

three MEP ranges, see Fig. 12. The

x
ma

ME

according to the engine rating (MEP),

L2

-8%
%

liner design is modified by changing the

position and length of the cooling bores

ing

at
wr

We are currently designing rating-dependent cylinder liners for the G-engine

atin

r
dle

ma

-16

L4

see Fig. 13. The resulting temperature

profiles on the liner suface are illustrated in Fig. 14, using a G70ME-C9 as an

Fig. 12: Three rating ranges for cylinder liner design

example.

Temperature [deg]
300
Rating dependent liner temperature
280
260

L1Liner
RDLiner

L1 liner 100% load @ L4

L1 liner 100% load @ L1

240

RDLiner @ L4

220
200
180
160
140
0.02

0.07

0.12

0.17

0.22

0.27

0.32

Liner position [mm]

Fig. 13: Liner cooling bore variation (length and

Fig. 14: Temperature profile in upper part of liner with RDL design

position of bores)

12

Service Experience MAN B&W Two-Stroke Engines

New Alpha Mk II cylinder lubricator

A new version of the well-proven

10.2 Standard:

Alpha Lubricator is presently being

Alpha Lubricator Mk II

introduced. The first engines to be

slightly larger compared to Alpha Mk I

equipped with the Alpha Mk II cylinder

6 mm oil pipes (before 8 mm)

lubricator as standard are the S90ME-

adapter block between HCU and

C10.2 and G95ME-C9.2 type engines.

Lubricator (no changes needed to

An outline of the application on S90ME-

the current HCU, except for drilling

C10.2 is illustrated in Fig. 15.

of one extra hole)

The new Alpha Mk II cylinder lubricator

can inject cylinder oil with great flexibility:

in one or multiple portions per revolution

all injections are timed according to

the crank angle

multiple injection during each revolution is possible

injection intensity can be varied

plunger can deliver oil in the request-

1. Inductive sensor

ed portion until full stroke is reached

2. Proportional valve

and then return, see Fig. 16.

Fig. 15: Controlling corrosive wear with Alpha Lube Mk II

At the time of writing, the Alpha Mk II

cylinder lubricator is being tested in
service on an S80ME-C9.2 engine.
These tests follow the intensive rigtesting, see Fig. 17, completed at our
Diesel Research Centre in Copenhagen
in 2013.

Stroke

Full stroke

Time

Fig. 16: Alpha Lube Mk II; the plunger moves in

various portions of full stroke

Injection nozzle

Control valve

Lubricator

Fig. 17: Alpha Lube Mk II; new cylinder oil lubricator, test rig

Service Experience MAN B&W Two-Stroke Engines

13

Acceleration Issues for ME-C/ME-B

Mk 9 S and G Type Engines
Lately, low acceleration capability has
been experienced on some S50MEB8.2/9.2 engines installed on ships
with high-efficiency propellers operating at a relatively low rotational speed.
The root cause has been identified to
be a low excess air ratio (air for combustion) at low load and heavy running especially during the acceleration
phase. This is due to the application of
two-stroke Miller timing with late closing of the exhaust valve.
Fig. 18: ME-B/ME-C engine acceleration problems

The countermeasure introduced by

MDT has been the installation of a controllable orifice in the exhaust valve oil

6S50ME-B9.2 exhaust valve lift at 45 rpm

push rod, see Fig. 18, to facilitate earlier closing of the exhaust valve during

500

low engine speed running. This solution

450

will increase the air excess ratio in the

400

cylinder.

350

Standard 0.7 mm orice

300

Fig. 19 shows the influence of the con-

250

trollable orifice on the opening/closing

0.2 mm orice engaged

200

timing of the exhaust valve.

150

On ME-B dot 3 and ME-C type engines,

100

the exhaust valve closing and, accord-

50

ingly, pcomp/pscav ratio can be varied by

0
-75

means of the ECS parameter settings.

-60

-45

-30

-15

14

30

45

60

75

90

105

120

Deg. at BDC

This means that no hardware changes

are needed.

15

Fig. 19: ME-B9.2 engine acceleration problems

Service Experience MAN B&W Two-Stroke Engines

Astern Start and Running Issues

ME-B Types Engines

S50ME-B 10.8 rpm exhaust cam lead: -27 ahead start

Long exhaust cams with negative cam

80

lead were introduced on the dot 2

70

ME-B engines.

60

50

For ahead start, the standard starting

40

air interval of 5-95 deg does not conflict

30

with the opening of the exhaust valve

20

at 115 deg ahead of TDC. The exhaust

10

valve closes at 80 deg before TDC, re-

sulting in a compression pressure of

start valve open/close 5/95

exhaust valve opening 115
exhaust valve closing 80 BTDC
pcomp 50 bar

LiftCam[mm]
LiftExhV[mm]

AscPort[dm2]

60

120

180

240

300
360
Crank angle degree

approximately 50 bar. Fig. 20 indicates

the timing during ahead start.
As a result, at astern start, the exhaust
valve opens already at 60 deg ahead
of TDC, which leads to loss of starting

Fig. 20: ME-B9.2 astern start problems

S50ME-B 10.8 rpm exhaust cam lead: +27 astern start

80

air when applying the standard start-

70

ing air timing (5-95 deg). Furthermore,

60

the exhaust valve closes at 135 deg

50

before TDC resulting in a compression

40

pressure of approximately 95 bar. Fig.

30

21 illustrates the timing during astern

20

start. The power of the air engine is

10

decreased and the work needed has

increased.
In order to change this situation, mak-

LiftCam[mm]
LiftExhV[mm]

start valve open/close 5/95

exhaust valve opening 60 ATDC
exhaust valve closing 135 BTDC
pcomp 97 bar

AscPort[dm2]

60

120

180

240

300
360
Crank angle degree

Fig. 21: ME-B9.2 astern start problems

ing the astern starting procedure more

efficient, two countermeasures have
been introduced:

In astern direction, the starting air

timing is changed to 5-82 deg for
five-cylinder engines and to 5-75 deg
for six to nine-cylinder engines. This
limits the loss of starting air.

A throttle valve delays the exhaust

valve closing to 110 deg before TDC,
see Fig. 22, resulting in a consider-

S50ME-B 10.8 rpm exhaust cam lead: +27 astern start

Circulation orice replaced with throttle valve
Exhaust valve closing point from 227 to 250 degrees
Reduced compression pressure
80
LiftCam[mm]
70
60

exhaust valve closing 110 BTDC

pcomp considerably reduced

LiftExhV[mm]

50
40
30
20
AscPort[dm2]

10
0

60

120

ably reduced compression pressure.

180

240

300
360
Crank angle degree

Fig. 22: ME-B9.2 astern start problems

Service Experience MAN B&W Two-Stroke Engines

15

For dot 3 ME-B engines, astern start is

ME-B9.3 Updates Timing Unit

cylinder of the exhaust valve actuator.

facilitated by the use of shorter exhaust

When the dot 3 technology was intro-

The high pressure resulted in a number

cams, which will, in itself, reduce the

duced, we experienced some difficul-

of incidents with broken bolts on the

compression pressure. However, we

ties with the timing unit system on a

puncture valve and a few cases of bro-

have decided to reduce the starting air

number of engines running on test bed,

ken bolts on the timing unit end cover,

interval also on these engines, as de-

see Fig. 23. High-pressure peaks oc-

see Fig. 24.

scribed in Item 1 above.

curred in the timing unit and in the oil

Sea trials performed lately on S50ME-

1. Feedback sensor

B9.2 engines have revealed severe

2. Timing piston: adds oil to the actuator

difficulties with obtaining 80% rpm in

3. Hydraulic connection pipe

astern direction (as stated in manuals). Accordingly, we have evaluated

this operating condition using tests and
calculations and have concluded the

following:

The test results from sea trials indicate that the engine, ship and propel-

ler are capable of absorbing a higher

1

power than expected in astern direction, with high scavenge air pressure
as a consequence.

The astern high scavenge pressure

in combination with the Miller tim-

Fig. 23: Variable exhaust valve timing for ME-B

ing layout of the ME-B engines with

highly asymmetric exhaust cam timing and small compression volumes,
result in significant excessive compression and maximum pressures
when the engine is operated at 80%
of the specified MCR rpm in astern.
In order to avoid this situation, we
have limited the max. acceptable rpm
in astern to 70% of the specified MCR
rpm with immediate effect on all MEB9.2 and ME-B9.3 engines. This is in
accordance with the requirements for

Broken bolt for puncture valve and timing unit

astern running as specified by IACS (International Association of Classification

Societies).

16

Fig. 24: ME-B dot 3 feedback from test bed

Service Experience MAN B&W Two-Stroke Engines

Measurements

re-

To counteract the fretting and ensure

single-wall pipes connecting the dual

vealed that the timing piston had a high

and

simulations

good reliability for the sealing rings, the

HCU and the exhaust actuator through

landing velocity on the return stroke

pipe system has been upgraded as de-

the camshaft housing, see Fig. 27.

when the timing unit is deactivated. A

scribed in the following. HVOF-coating,

damper for the timing piston has been

using the same spray powder as for the

Low-Load Operation Update

introduced as a countermeasure and

exhaust valve spindle, is added on the

Since the start of the worldwide finan-

the landing speed has been consider-

ends of the pipes together with a PTFE

cial crisis in 2008, low-load operation,

ably reduced, see Fig. 25. Furthermore,

sliding ring and a PTFE U-cup sealing

or slow steaming, has become the

this countermeasure reduces the maxi-

ring. Furthermore, a wiper ring is added

standard operation mode for many

mum pressure to an acceptable level.

on the outer pipe to minimise the risk

owners operating MAN B&W two-

of particles, or the like, entering the

stroke engines. In the early days of

Fretting has been found on the dou-

sealing area. Modifications are shown

slow steaming, mainly container ves-

ble-walled pipe connecting the timing

in Fig. 26.

sel operators decided to operate at low

loads. Today, also operators of tankers,

unit and exhaust valve actuator. The

cause of the fretting is relative move-

For new ME-B9.3 engines, the timing

bulkers, etc. are beginning to operate

ments between the HCU with the tim-

unit has been redesigned and the dou-

continuously at low load.

ing unit and the exhaust valve actuator.

ble-wall pipes have been replaced with

Timing unit
Timing piston
without damper

Guide rings
Timing piston
with damper

Improved design of double-walled pipes

U-cup sealing rings
Pipes with HVOF-coated ends

Fig. 25: ME-B dot 3 feedback from test bed

Fig. 26: ME-B dot 3 feedback from test bed

Fig. 27: ME-B dot 3 updated design: timing unit on the exhaust valve actuator

Service Experience MAN B&W Two-Stroke Engines

17

We are currently collecting data to sup-

Most elegantly, this is supported on

K98 crosshead bearings in T/C cut-

port operation as far down as 5-6%

the electro-hydraulically controlled ME

out mode

continuous load for VLCCs with a barred

engines. The ME engine control system

By now, we have gained experience

speed range at around 10% load.

(ECS) is designed to control variable

from around three years of operation

turbine area (VTA) turbochargers, ex-

on K98 engines optimised for low load

In late 2008, we issued a service let-

haust gas bypasses (EGBs) and flexible

with turbocharger cut-out, either by

ter dealing with continuous low-load

turbocharger cut-out systems.

permanent installation of blind flanges

operation down to 40% load, and in

to cut out one turbocharger, or by in-

May 2009, we were ready to support

For engines in service, the flexible tur-

stallation of flexible swing-gate cut-out

continuous low-load operation down to

bocharger cut-out system with control

valves, see Fig. 28.

10% load. Since then, nearly all service

of so-called swing gate valves has be-

experience with continuous low-load

come a retrofit solution applied in many

Due to the changed balance between

operation has been positive. The appli-

cases on engines with 2, 3 or 4 turbo-

inertia forces and gas forces, we will

cation of fuel injection valves of the slide

chargers.

get an increased load on the crosshead

bearing shells in T/C cut-out mode with

valve type is very important for this success. Slide-type fuel valves significantly

As for low-load operation in general, a

the increased gas pressures at low

reduce fouling of exhaust gas ways, es-

few issues listed below should be con-

rpm. On the K98 engine, this has re-

pecially when operating at low load.

sidered:

sulted in minor slow-developing fatigue

Soon after it became normal to operate

damage on the central pad in the lower

K98 crosshead bearings when run-

crosshead bearing shell, see Fig. 29.

ning in T/C cut-out mode

at extremely low loads, and the request

cylinder liner cold corrosion when

Modified designs of crosshead bear-

faced. This can be supported on MAN

running in T/C cut-out mode, espe-

ing shells are currently being tested in

B&W two-stroke engines by increasing

cially when one out of two T/Cs is

service. However, these will not be con-

cut out

cluded quickly as the development of fa-

exhaust valve burn away on spindle

tigue damage typically takes two years.

lower face.

Fig. 30 shows elasto-hydro dynamic

to optimise running at low load sur-

the scavenge air pressure at low and

part loads, thereby reducing the fuel oil
consumption at these loads.

(EHD) bearing calculations of one of the

Fig. 28: T/C cut-out valve (compressor side)

18

Service Experience MAN B&W Two-Stroke Engines

Fig. 29: K98 crosshead bearings and T/C cut-out, minor fatigue damage

designs being tested, i.e. the design

We definitely advise owners to continue

the crankcase should still be carefully

with increased circumferential distance

low-load operation with T/C cut-out

observed. Also, we underline that ex-

between the axial oil grooves. Larger oil

despite of the cases of minor fatigue

tra open-up inspections of crosshead

film thicknesses as well as lower oil film

damage on the crosshead bearing

bearings are not recommendable. In

pressures have been calculated.

shells. A 12K98 engine operating, on

general, crosshead bearings should

average, at 40% load will save approx.

only be opened if external signs of dam-

We have issued a Circular Letter to

1,000,000 USD/year by using T/C cut-

age are found. To supplement normal

owners and operators about K98 en-

out. This saving is so significant that we

inspections, we have instead developed

gines with instructions on how to in-

continue recommending the use of the

a method to do additional inspections

spect and assess the crosshead bear-

T/C cut-out mode.

by an endoscopic method. We recom-

ing condition. We also assist owners in

mend using this method, for example

assessing bearing damage on a case-

However, it is important to note that

before a scheduled dry docking of a

to-case basis.

normal inspection for white metal in

vessel with K98 and T/C cut-out.

Fig. 30: K98 crosshead bearings and T/C cut-out: modified bearing shell design

Service Experience MAN B&W Two-Stroke Engines

19

Cylinder liner cold corrosion in T/C

cut-out mode
We have, in a few cases, seen excessive cold corrosion in the top of cylinder
liners when operating at low load in T/C
cut-out mode. This has been seen es-

Bypass

pecially in cases where one of two turbochargers have been cut out. In such
a case, a large scavenge air pressure
increase is obtained at low load, resulting in rather high pressures and low
temperature exposure for the cylinder
liner top.
As a countermeasure, the jacket cooling water bypass was introduced, as
described in the section of this paper
related to cold corrosion in general. On
K98 engines, the cooling water bypass

Fig. 31: Jacket cooling water bypass on a K98 engine

can be arranged as shown in Fig. 31.

With this system, normally up to 85%

tervals to be able to judge the so-called

level after 26,000 hours is 11 mm. This

of the jacket cooling water is bypassed

burn-away of the exhaust valve spin-

is above the maximum of 9 mm burn-

the cylinder liner cooling bores.

dle disk.

away for reconditioning of the spindle.

Exhaust valve burn-away at low load

Fig. 32 shows an exhaust valve spindle

exhaust valve could have made recon-

For some engine types, low-load oper-

disk from an S60MC-C8 operating at

ditioning possible.

ation means an increase in the exhaust

low load for a long time. The burn-away

So in this case, earlier inspection of the

valve temperature in the 30-45% load

range. In this load range, just above
cutting-in of the auxiliary blowers, exhaust valve spindle temperatures are
known to be rather high. This increase
in the exhaust valve spindle temperature may reduce the time between
overhaul for the exhaust valve spindle
and, since overhaul (rewelding) is recommended up to two times only, this
will also reduce the lifetime of the exhaust valve spindles.
The above was mentioned in our first
low-load

operation

Service

S60MC-C8: Running hour 26,000

Burn away: >11 mm (max. 9 mm)

Letter

(SL08-501/SBE, October 2008), and it

will require more frequent inspection in-

20

Fig. 32: Burn-away of spindle disc during low-load operation

Service Experience MAN B&W Two-Stroke Engines

Table 2 shows examples of burn-away

on exhaust valve spindles from various

Engine

engine types. Based on these meas-

type

(hrs.)

rate

urements, the burn-away rates can be

K98ME

9 mm

14,000

0.64

61,000 hrs.

calculated and the reduction of the ex-

S60MC-C

11 mm

26,000

0.43

64,000 hrs.

haust valve lifetime can be estimated.

K98MC-C

7.5 mm

15,000

0.50

78,000 hrs.

However, MAN Diesel & Turbo recom-

S90MC-C8

14 mm

15,000

0.93

39,000 hrs.

mends maintaining low-load operation,

Burn away rate = mm / 1,000 hrs.

as the huge fuel oil savings can easily

Normal lifetime = 100,000 hrs. including reconditioning of spindle

Burn away Running

Burn away

Spindle lifetime

pay for the extra wear and tear of the

exhaust valves.

Table 2: Previous spindle lifetimes (examples)

We have issued a Service Letter

(SL2013-573) on exhaust valve conBottom, normal operation

dition during low-load operation. Examples showing the influence of T/C

cut-out, see Fig. 33, operation down
for the auxiliary blowers, see Fig. 34,
indicate that strict guidelines cannot
be given when considering low-load

Bottom, T/C cut-out

Temperature

to 10% load as well as the cut-in point

Seat, normal operation

Seat, T/C cut-out

operation in general. The exhaust valve

condition must be evaluated on the basis of inspections.

10

20

30

40

50

60

70

80

90

100

Load %

We have changed our max. burnaways, see Table 3.

110

Fig. 33: Exhaust valve temperatures, 8K90MC-C

With these new limits, three times (instead of two times) reconditioning and
the new limit for burn-away, the spindle

Bottom, auxiliary blower off

lifetimes illustrated in Table 2 will be as

shown in Table 4.

ing combined with new burn-away limits

will, to a large extent, mitigate the short-

Temperature

As can be seen, three times recondition-

Bottom, auxiliary blower on

Seat, auxiliary blower off

Seat, auxiliary blower on

ening influence of low-load operation

on the exhaust valve spindle lifetime.
0

10

20

30

40

50

60

70

80

90

100

110
Load %

Fig. 34: Exhaust valve temperatures, 10S90ME-C9.2

Service Experience MAN B&W Two-Stroke Engines

21

Engine type

Previous

New

60

9 mm

Unchanged

70

10 mm

Unchanged

80

11 mm

14 mm

90

12 mm

17 mm

98

13 mm

20 mm

Table 3: Maximum burn-aways

Engines

Burn-away

Running hours

Spindle lifetime

K98ME

9 mm

14,000

124,000 hrs.

S60MC-C

11 mm

26,000

85,000 hrs.

K98MC-C

7.5 mm

15,000

160,000 hrs.

S90MC-C8

14 mm

15,000

73,000 hrs.

Table 4: Updated spindle lifetimes (examples)

Exhaust Gas Recirculation Service

Experience
Exhaust gas recirculation (EGR) systems have been service tested for the
last couple of years on MAN B&W twostroke engines. It started with the retrofitted EGR system on the feeder container vessel Alexander Maersk, and
continued early in 2013 with the first
fully engine-integrated EGR system on
the 4,200 teu container vessel Maersk
Cardiff. In both cases, the EGR systems
were tested while the engines were running on high-sulphur heavy fuel.
The test on Alexander Maersk was

Fig. 35: EGR service test on Alexander Maersk with 3% sulphur HFO

completed at the end of January 2014.

By that time, the EGR system (Fig. 35)

tioning that the tests were actually in-

had clocked about 2,700 hours of op-

terrupted for a three-month period dur-

eration. In the beginning, the tests were

ing which Alexander Maersk was used

interrupted by various technical chal-

as the main scene for the Hollywood

lenges both on the EGR system itself

movie Captain Phillips starring Tom

and on the water treatment system

Hanks.

(WTS). As a curiosity, it is worth men-

22

Service Experience MAN B&W Two-Stroke Engines

During the testing period on Alexander

Maersk, we confirmed the expected

NOx (ppm)

NOx reduction of 60%, see Fig. 36. Fur-

1,000

thermore, after a number of modifica-

900

tions, good and stable operation was

800

confirmed for the various subsystems

700

of the EGR and the WTS. Fig. 37 illus-

600

trates some of the areas where satis-

500

NO EGR

60% NOx reduction

400

factory condition was obtained:

EGR

300

Good (unchanged) cylinder condition

Good performance of the main en-

200
100
0

gine cooler

Good condition for the EGR housing

Well-performing water mist catcher

EGR control system verified

Water treatment system delivering

200

400

600

800

Seconds run time

Fig. 36: EGR service test on Alexander Maersk with 3% sulphur HFO

clean water for bleed off.

Piston rings

Water mist catcher

M/E cooler top

Control system

EGR housing

Scrubber water
cleaning

Fig. 37: EGR service test on Alexander Maersk with 3% sulphur HFO

Service Experience MAN B&W Two-Stroke Engines

23

The worlds first fully engine-integrated

EGR system was shop tested on a
6S80ME-C9.2 engine at HHI-EMD in

Matched for 40% exh. gas

Matched for 60% exh. gas

Ulsan, Korea, in October 2012, see Fig.

38.
EGR test runs were completed in January 2013 during sea trial on the vessel
Maersk Cardiff which, in the meantime,
had had the 6S80ME-C9.2 EGR-engine

Distribution chamber
Dual cooler

installed. The EGR and WTS systems

Mixing chamber

were fully commissioned during trials

in March 2013 and, at the time of writing (mid-January 2014), the system has

EGR inlet pipe &

pre-scrubber

EGR scrubber

clocked more than 1,000 hours in operation. From the start, the system has
been operated by the crew via the control system integrated in the standard

EGR blower

EGR outlet pipe

ME engine control system. Only minor

issues needed to be addressed during
the first stage of operation.

Fig. 38: MAN B&W two-stroke diesel EGR engine

During EGR operation, we have confirmed Tier III compliance in the socalled high-EGR mode, where approx.
40% of the exhaust gas is recirculated.
Furthermore, the fuel benefit has been
confirmed in the Tier II (non-ECA) lowEGR mode, where approx. 20% of the
exhaust gas is recirculated.

Pre-scrub
nozzles

One item which has been observed

is turning of the upper pre-scrubber
nozzles, see Fig. 39. A new welded
nozzle-flange design has been introduced to prevent the nozzles from
turning during operation.

Fig. 39: Pre-scrubber nozzles

24

Service Experience MAN B&W Two-Stroke Engines

Another observation is the salty deposits (Na2So4) created on the turbocharger

cut-out valve during EGR operation.

When starting non-EGR operation with

open T/C cut-out valve, these deposits end on the top of the EGR cooler.
When switching back to EGR operation,
the deposits on the EGR cooler are dissolved by water. This sequence is illustrated in Fig. 40. In order to eliminate
the formation of these salty deposits,
we are presently working to change the
flow at the T/C cut-out valve.

1: During EGR running, scrubber water hits the T/C cut out valve and forms
salty deposits.
2: During non-EGR running, salty deposits end on top of EGR cooler.
3: During the next EGR running period,
the salty deposits will be dissolved by
water.

Fig. 40: EGR cooler and T/C cut-out valve

Service Experience MAN B&W Two-Stroke Engines

25

In the initial phase of EGR operation,

stroke engine, the 6G70ME-C Mk

greasy oily lumps have accumulated in

9.2 for Chevron in December 2013 at

Emergency Running of 6G70ME-C9.2

without Turbocharger

the EGR blower suction chamber and

Doosan in Changwon, Korea. Further

During testing of the first 6G70ME-C9.2

at the blower inlet, see Fig. 41. No op-

optimisation and EGR-testing took

engine, the emergency running demon-

erational troubles were observed due

place in the shop on the second engine

stration with the turbocharger cut out

to this occurrence. However, in order

for Chevron in February 2014. These

turned out to be difficult. A demonstra-

to stop this formation we blocked the

engines will enter into service later in

tion of emergency running is required at

non-return valves to the scavenge air

2014, and be in operation mainly on

loads of, typically, up to 15% on single

receiver in way of the EGR unit, see Fig.

the US west coast for lightering service

turbocharger engines.

42. After this modification, a good con-

in these waters.

dition has been confirmed for the EGR

The development of the high-rated 9.2

blower suction chamber and blower in-

engines with the so-called two-stroke

let, see Fig. 43.

Miller timing has resulted in smaller turbochargers with more narrow passag-

In the meantime, we have shop tested

es especially on the turbine side, see

the first commercial Tier III EGR two-

Fig. 44. This means that when the dem-

Fig. 41: EGR-blower suction chamber greasy oily sooth lumps accumulated

Fig. 42: Blanking of non-return-valves

26

Fig. 43: Suction chamber and blower inlet found in good condition

Service Experience MAN B&W Two-Stroke Engines

Fig. 45: T/C cut-out test and black carbon deposits

Fig. 44: Narrow passages on the turbine side

onstration of the emergency running

mode was carried out, the amount of

Engine

Rating

Emission

L1
L1
L1
L1

Tier I
Tier I
Tier II
Tier II

Remark

air available was insufficient to achieve

a satisfactory combustion of up to 15%
load. The air amount available is shown
in Table 5 for various recent versions of
the 70-bore engines. Critically low values for air amount and oxygen content
are seen for the various version layouts
for the 6G70ME-C9.2 engine.
The attempt to run the 6G70ME-C9.2
engine in the emergency running mode

6S70ME-C7.1
6S70ME-C8.1
6S70ME-C8.1
6S70ME-C8.2

6G70ME-C9.2
L1
Tier II
6G70ME-C9.2
With EGB PL tuning 15,536kW @ 73.9 rpm Tier II
6G70ME-C9.2
With EGB PL tuning 15,536kW @ 73.9 rpm Tier II

Turbine area / SMCR

cm2 / MW
50
49
44
37

T/C cut-out, 15% SMCR

Air amount O2 in exhaust gas
kg / kWh Volume % in wet gas
6.2
10.4
6.1
10.1
5.6
9.3
4.8
7.5

34

3.9

4.5

Closed EGB

31

3.7

3.9

Open EGB

31

3.9

4.8

Critically low values / too low values

Table 5: Air amount when running without T/C at 15% load for various 70-bore engines

without turbocharger resulted in a lot

of black smoke and a large amount of
black carbon deposits in the combustion chamber, both as a result of the engine trying to reach the required power
by over-fuelling, see Fig. 45.
A solution of the problem has been to
establish a 444-mm emergency bypass, see Fig. 46, to prevent exhaust
gasses from passing the turbocharger
turbine in the emergency running mode.
The air amount is then increased to 7.9
kg/kWh at 15% load. This is in line with
what has previously been found acceptable for other 70 bore engines, see

Fig. 46: Bypass pipe is installed between gas receiver outlet and transition piece

Table 5. Tests have confirmed that the

emergency bypass is working well, and

Service Experience MAN B&W Two-Stroke Engines

27

that black carbon deposits are avoided

in the combustion chamber, see Fig.
47.
At the time of writing, we are testing
another emergency procedure for running without turbocharger. To reduce
the pressure-drop on the turbine side,
this procedure involves removal of the
nozzle ring on the turbine side.

Fig. 47: T/C cut-out test with emergency bypass installed. No black carbon deposits visible.

Fuel Equipment
Fuel injectors for the 300-bar hydraulic pressure ME engines have caused
some difficulties in relation to achieving
satisfactory overhaul intervals. Initially,
the rapid injection rate possible with
the 300-bar system caused breakdown
of various components inside the fuel

1: Fretting valve head/thrust piece

2: Fretting valve holder/valve head

injector such as shim breakage, cavitation of thrust spindle, spring breakage,

thrust piece breakage and wear of the

Fig. 48: Fuel valve service experience ME engines

thrust foot. These issues have been

Guide rings
Wide clearance

Stronger spring
housing

overcome by various design changes of

the components. Furthermore, the fuel
injection profile has been modified to a
softer profile limiting the force on the
various components, which has contributed to reducing/eliminating some
of the issues.
However, especially on some large bore
engines, we still see fretting occurring
in the top of the fuel injectors, see Fig.
48. We are therefore testing various
design modifications to eliminate this
fretting. At the time of writing, the most

Back-up ring

promising test result comes from a fuel

injector with guide rings in the top part
of the injector, see Fig. 49. This design

Fig. 49: Test Design 1: fuel valve with guide rings

28

Service Experience MAN B&W Two-Stroke Engines

also involves application of stronger

 No fretting
O-ring in perfect condition
Guide ring and back up ring in perfect condition

Fig. 50: Fuel valve with guide rings. Inspection after 2,000 hours in service on an S90ME-C9.2

spring packages for tightening down

the fuel injector. Results from service
testing on an S90ME-C9.2 engine indicate that this new design eliminates
the fretting problem. Fig. 50 shows an
injector disassembled after some 2,000
hours no fretting can be seen. If confirmed by further inspections during
2014, we will introduce the new injector design not only on the S90ME-C,
but also on other large bore ME/ME-C
engines, as example the K98ME/ME-C
type engines, suffering from fretting in
the upper part of the fuel injectors.

Service Experience MAN B&W Two-Stroke Engines

29

Cavitation in Hydraulic Exhaust Valve

Actuation System

Thrust piece

We have received reports of cavitation

damage found in various areas in the
standard 300-bar low force exhaust

Top cover

valve actuation system. At the time

of writing, we are conducting tests to

Actuator housing

find a solution to this issue. Fig. 51 in-

Step two piston

dicates the areas where cavitation has

been found. The extent of cavitation on

HP-pipe

the thrust piece can be significantly reduced by using a new material. Cavitation has also been found around inlet
Step one piston
Lower base Plate

holes, cooling bores and relief grooves

in the actuator top cover, see Fig. 52.
We are currently testing some modified
actuator top covers, and Fig. 53 shows
two alternative test executions where

Fig. 51: Points of interest on exhaust actuator low-force 300-bar

the inlet holes have been redesigned.

Standard exhaust actuator

Test 1:
All holes removed from centre
bore. All holes connected
directly to the inside of the
oil cylinder

Both inlet holes and cooling

bore found with cavitations

Fig. 52: Exhaust actuator low-force top cover

30

Fig. 53: Tests against cavitations, modified top covers

Service Experience MAN B&W Two-Stroke Engines

Test 2:
All holes moved to a
higher position in the
centre bore

Step-2 piston with loose damper

nose of material S85W6Mo

No cavitations found directly on damper

Fig. 55: Tests against cavitations, damper nose of different material

condition for the running surface of the

ly in the lower pipe bend. We are pres-

step-two piston.

ently testing various design changes to

overcome this problem.

Heavy cavitation on opening

damper (top of piston)

We have also found cavitation damage

inside the high-pressure pipe, especial-

Fig. 54: Exhaust actuator low-force step-two

piston

The actuator housing is in perfect running condition, and only minor cavitation has been found on the step-one
piston landing surface at the lower
base. On the other hand, on the steptwo piston we have found rather heavy
cavitation damage on the opening
damper at the top of the piston, see
Fig. 54. We have tested a piston with
a bolted-on damper-nose consisting
of a harder alternative damper material
(S85W6Mo). As can be seen in Fig. 55,
this solution has eliminated the cavitation on the damper. Both actuator pistons show excellent condition on the

Perfect running surface, no cavitation found in grooves

running surface. Fig. 56 shows a typical

Fig. 56: Exhaust actuator low-force step-two piston

Service Experience MAN B&W Two-Stroke Engines

31

Service Experience for Main Hydraulic

Pumps on ME Engines
The main hydraulic pump is a central
component of the ME engine system.
It has generally demonstrated very satisfactory performance results achieving overhaul intervals in the vicinity
of 32,000 hours. The main hydraulic
pump has a lifetime similar to the engine lifetime.
Good service experience has been obtained with the first brand of main hydraulic pump introduced the Bosch
Rexroth brand.
A few years ago, we introduced an alternative brand the Eaton Hydrokraft

Fig. 57: ME engine Eaton main hydraulic pumps. Pump swash plate/piston assembly, bearings and
holder damaged

brand. This move was taken in order to

have two suppliers of main hydraulic
pumps to the ME engines.
However, the Eaton pumps showed
service-related troubles mainly related
to two areas:

The feedback sensor for swash plate

position

The swash plate bearing shells.

Fig. 58: ME engine Eaton main hydraulic pumps

The feedback sensor problem has been

Based on the poor service experience

begin specifying the Eaton pump as an

addressed by introducing a new touch-

logged, we decided to stop specifying

alternative brand in 2014.

less sensor principle.

Eaton pumps as an alternative supplier.

However, in parallel we have initiated

For the bearing shells of the original de-

service tests, together with Eaton, of

sign, the use of steel shells with a thin

bearing shells of a new design where

layer of polymer has not resulted in suf-

steel is substituted by brass. At the

ficiently reliable service experience with

time of writing, the initial inspection re-

satisfactory overhaul intervals. Fig. 57

sults look promising, see Fig. 58.

shows an example of a damaged pump

the root cause of the damage is the

If later inspections continue to show

steel bearing shells.

positive results, it is the intention to

32

Service Experience MAN B&W Two-Stroke Engines

Conclusion
This paper gives an insight into many
of the concurrent operational issues
that we have experienced and investigated on our MAN B&W two-stroke low
speed engines. Obviously, focus is on
issues with the new successful ME engine generation of the S and G types.
Especially in relation to cold corrosion,
significant progress has been made in
order to suppress this phenomenon.
The introduction of BN 100 cylinder oils
and modified jacket water cooling systems have successfully counteracted
the influence of cold corrosion on cylinder liners on the latest generation of
engines. As described, further work to
optimise the cylinder liner wall temperature by cylinder liner design is ongoing
at time of writing.
We firmly believe that we can demonstrate efficient solutions to even the
most challenging operational issues
on engines in service. It is important to
note that MAN Diesel & Turbo is geared
and fully ready to cope with the next series of challenges related to Tier III, SOx
control, ME-GI and ME-LGI.

Service Experience MAN B&W Two-Stroke Engines

33

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. CopyrightMAN Diesel & Turbo.
5510-0158-00ppr May 2014 Printed in Denmark

MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
[email protected]
www.mandieselturbo.com

MAN Diesel & Turbo a member of the MAN Group