Diesel After-Sales Service

Service Bulletin RTA–23

Technical Information to all the Owners 10.07.95
of Sulzer RTA 38 and RTA 48 Type
Diesel Engines

Regulation of Cylinder
Liner Lubrication

Contents: Page

– INTRODUCTION 1

– 1. CYLINDER LUBRICATOR 1
DRIVE
– 2. NOMOGRAMS 2
– 3. CHECKING OF THE SETTINGS 2
– 4. SETTING THE LOAD DEPEN- 3
DENT CYLINDER LUBRICATION
– 5. MODIFICATION TO THE 7
BASIC SETTINGS
– 6. PRACTICAL ADJUSTMENT OF 8
LUBRICATING OIL FEED RATE
– 7. CYLINDER LUBRICATING 9
28.64.07.40 – Printed in Switzerland

QUILLS WITH ACCUMULATOR

– 8. SERVICE BULLETINS 10
PUBLISHED FOR RTA 38 AND
RTA 48 ENGINES

New Sulzer Diesel Ltd Diesel After-Sales Service PO Box 414 CH-8401 Winterthur, Switzerland
Phone: (052) 262 80 10 (24hours) Telex: 896 659 NSDL CH Telefax: (052) 213 94 83
 -1-

INTRODUCTION

Service experience has shown that in many cases the adjustment of the cylinder lubricators
and their drive has not received enough attention, often resulting in disproportionate cylinder
lubricating oil feed rates at part-load engine operation, i.e. too high for variable speed
engines driving fixed pitch propellers or too low in the case of constant speed engines driving
controllable pitch propellers.

This Service Bulletin deals with the setting instructions for the cylinder lubricators, the adjust
ments to the hydraulic motor and to the linkage and explains how to achieve satisfactory
results when setting up the cylinder lubricating oil feed rate.

1. CYLINDER LUBRICATOR DRIVE

Figure: 1
LI-Scale 001 Setting lever
002 Connecting bar
003 Lever
Hole No. 004 Torsion spring
005 Toothed segment
006 Gear wheel
007 Stop screw
001 008 Flow control valve
009 Oil pump

002 009

007 004

003

005

008
006

In order to guarantee an accurate cylinder lubricating oil consumption, the speed characteris
tics of the hydraulic motor must be correctly adjusted.

The speed of the hydraulic motor is, in turn, controlled by the characteristics of the load-
dependent flow control valve. The correct basic adjustment is of the utmost importance
because of the differing characteristics of individual flow control valves on one hand, and to
maintain the required lubricating oil quantity according to the type of engine operation on the
other hand (fixed pitch or controllable pitch propeller).
 -2-

2. NOMOGRAMS

The nomograms enclosed for the load-dependent cylinder lubrication are valid for the effec
tive determination of correct lube oil feed rates. Please refer to enclosure RTA-23 / 1 / 2 for
RTA 38 and to RTA-23 / 3 for RTA 48 type engines.

The improved nomograms take into account the differences in characteristics between the
individual flow control valves as well as the different load indicator positions for fixed and
controllable pitch propellers.

The following improvements have also been included:

 The number of characteristic curves has been increased from 5 to 7 in accordance with
the new 7-hole lever which was introduced because the adjustment possibilities with the
previous 5-hole lever were found to be too coarse.
The 5-hole and 7-hole levers are interchangeable but the difference in the hole posi
tions must be considered when adjustments are made. (It is, however, only necessary to
exchange the 5-hole lever if the required maximum and minimum specific oil feed rate
cannot be achieved).
 The minimum speed of the hydraulic motor is fixed at 50 +
- 5 rpm after the basic adjust
ment.
 The settings are checked at 100% load and in addition also at 25% load. In so doing, the
specific oil feed rate at 25% load should be 15 - 35% higher than at 100% load.
Corresponding examples have been added to the attached nomograms.
 The nomogram of feed rate reduction at the cylinder lubricating oil pumps has been cor
rected.
 The details for the recommended specific cylinder lube oil feed rate have been omitted
and now appear in "RUNNING-IN GUIDELINES FOR RTA 38 AND RTA 48 TYPE
ENGINES" (consult enclosures RTA-23 / 4A and 4B).

3. CHECKING OF THE SETTINGS

Basically, the settings of the cylinder lubrication have to be checked from time to time, mainly
to learn whether or not the correct amount of cylinder lubricating oil is used. It is sometimes
necessary to make some minor adjustments; this should be done without disturbing the basic
settings of the linkage or the mesh between the toothed segment and the gear wheel.

Minor adjustments should only be carried out on the adjusting screws of the pumps or by
changing the fulcrum by moving the connecting bar one hole up or down on the setting lever.

For your convenience, we have listed below the setting and checking procedures of the load-
dependent cylinder lubrication.
 -3-

4. SETTING THE LOAD-DEPENDENT CYLINDER LUBRICATION

The basic settings described are generally made before the acceptance trial run of the engine
but are also used as guidelines for the periodical checking of the settings at a later date.

For determining the required rate of lubricating oil supply, please consult the respective
nomogram on enclosures RTA-23 / 1 / 2 / 3. Depending on the type of engine operation, the
corresponding setting ranges (for fixed or controllable pitch propellers) must be chosen.

4.1 Specific Lubricating Oil Supply Rate to be aimed for at Part Load
The flow control must be set in such a way that for the part load range the specific lubri
cating oil feed increases. The general requirement must be that the specific oil delivery
(g/kWh) at 25% load has to be 15 to 35% higher than at 100% load (see Figure 2
below).

175%
Figure: 2
Specific oil feed rate

150%

max.
ÊÊÊÊÊÊÊÊÊÊÊÊÊÊÊ
135%
ÊÊÊÊÊÊÊÊÊÊÊÊÊÊÊ
125%

115%
min. ÊÊÊÊÊÊÊÊÊÊÊÊÊÊÊ
ÊÊÊÊÊÊÊÊÊÊÊÊÊÊÊ
ÊÊÊÊÊÊÊÊÊÊÊÊÊÊÊ
100%
ÊÊÊÊÊÊÊÊÊÊÊÊÊÊÊ
Load 0% 25% 50% 75% 100%

With the aid of the NOMOGRAM the specific oil delivery at 25% load must be
compared to that at 100% load.
The characteristic of the flow control valve (008) must be varied till the rise in the oil
delivery rate remains within the specified tolerance limit (see enclosures RTA-23 / 1 /
2 / 3).

4.2 Setting of Regulating Components

4.2.1 Setting the Hydraulic Motor Basic Speed (Engine idling)

Loosen the fixation of the toothed segment (005) and turn the stop screw (007) back
until the basic speed RPM/Hydraulic Motor = 40 rpm has been attained. Mark this
position on the gear wheel (006) opposite the flow control valve (008).
 -4-

4.2.2 Fitting the Connecting Bar (with Engine at standstill)

Depending on the type of engine operation and while keeping the connecting bar refer
ence length unchanged (for RTA 38 L=205mm or L= 230mm respectively for "EC 38
control", RTA 48 L=215mm), hook the connecting bar (002) into setting lever (001)
and into lower lever (003) as follows:
 For engines with fixed pitch propellers (FPP) into hole No. 5 (No. 4)*
 For engines driving controllable pitch propellers (CPP)
or electric generators into hole No. 3 (No. 2)*
* Hole No. in brackets applies to 5-hole levers.
4.2.3 Checking the Load Indicator Position (with Engine at standstill)
Bring the complete regulating linkage to stop and set the gear wheel marking (accord
ing to point 4.2.1).
The load indicator must now be between Pos. 3 and Pos. 3.5
Deviations from this value must be corrected in the following manner:
a) By modifying the length of the connecting bar (002) by max. + - 3mm as per point
4.4.1
b) By changing the teeth meshing as per point 4.4.2, keeping the marked gear wheel
position as per point 4.2.1 and by adjusting the stop screw (007)
Note: The torsion spring (004) may not be additionally loaded (see also point 4.6.1)

4.3 Measuring and Recording the Hydraulic Motor Speed

Measuring must be carried out on the running engine and in accordance with the
intended operational duty (FPP or CPP).

4.3.1 Measuring the Upper Hydraulic Motor Speed

Raise the engine load step by step and at the same time measure the hydraulic motor
speed at least twice.
Enter the load indicator position values and the hydraulic motor speed readings estab
lished in this manner into the respective NOMOGRAM (Enclosures RTA-23 / 1 / 2 / 3)
"Characteristic of flow control valve". The line connecting the lower and upper mea
sured points represents the adjusted characteristic line (please refer to Figure 3 below).
0 50 100 200 300 RPM/Hydraulic Motor
40
Figure: 3
Adjusting field
2 Basic speed
3
ÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌ
Load indicator

3,5 Measuring point

4

ÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌ
Characteristic
6
measured
ÌÌÌÌÌÌÌÌÌÌÌÌÌ
8
ÌÌÌÌÌÌÌÌÌÌÌÌÌ
10 ÌÌÌÌÌÌÌÌÌÌÌÌÌ
 -5-

4.3.2 Guiding Value for Characteristic

To maintain the specific lubricating oil supply rate specified under point 4.1, the charac
teristic line must lie within the adjusting field.
In case of a deviation, the slope of the characteristic must be corrected primar
ily by changing the connecting bar (002) to another hole (see point 4.4.3).

4.4 Possibilities for Correction and Fine Settings

Corrections should , as a matter of principle, only be carried out with the engine at
standstill.
It is also recommendable to estimate beforehand in which direction (RPM/ Hydraulic
Motor + or -) and of what magnitude the correction must be undertaken.

4.4.1 Adjusting the Length of the Connecting Bar (Fine Setting)

By lengthening or shortening the connecting bar (002), a parallel shift of the character
istic line is achieved.
The alteration of length "L" can only be achieved by 1/2-turns of the jointed heads
(having a right hand thread on both ends). Corresponding possible length alterations:
1/2-turn = 0,625 mm RPM/Hydraulic Motor = 3 rpm.
The length of the connecting bar (002) may only be changed by a max. of +- 3 mm.

RPM/Hydraulic Motor
Figure: 4 0 300
001

max.-15 +15 rpm

2
Load indicator

4
002
6

10

4.4.2 Changes in the Tooth Mesh (Coarse Setting)

Displacing the gear wheel (006) relative to the toothed segment (005), also produces a
parallel shift of the characteristic line.
1 Tooth RPM/Hydraulic Motor = 33 rpm
(Please refer to Figure 5 on next page)
 -6-

Figure: 5 RPM/Hydraulic Motor

0 300
007
max.-33 +33 rpm
005 2

Load indicator
4
-RPM
6
+RPM
8
006
10

4.4.3 Change of Hole Number

Hooking the connecting bar (002) into another hole in the setting lever (001) produces
a gradient change of the characteristic line, corresponding to the characteristic lines
1.....7 in the NOMOGRAM.
RPM/Hydraulic Motor
0 300
Figure: 6

001 2 ~ -22 +22 rpm

Load indicator

steeper flatter 6
characteristic characteristic

002 8

10

4.5 Setting the Minimum Admissible Hydraulic Motor Speed

After checking the correctness of the setting according to point 4.1, the final adjustment
to the minimum hydraulic motor speed can be made as follows:
With the engine idling, limit the minimum admissible hydraulic motor speed by means
of the stop screw (007) to 50 rpm.
4.6 Checking and Fixing the Basic Setting

4.6.1 Checking the Flexible Connection between the Regulating Linkage

and the Flow Control Valve
Bring the regulating linkage from load indicator position "5" to position "0" by means
of the setting lever (001) and check whether in this region, the torsion spring (004)
between the lever (003) and the toothed segment (005) is not additionally loaded.
 -7-

4.6.2 Fixing the Basic Setting

Mark or secure (lock) the following items:

- Secure gear wheel (006) with locking Figure: 7 Setting of stop screw for
RPM/Hydraulic Motor
plate. 007 min. = 50 rpm
- Mating of gear wheel (006) with toothed
003
segment (005) in stop position, RPM/
Hydraulic Motor min. 50 rpm; remove 004
provisional markings and mark final
position (refer to Figure 7). 005
- Secure the stop screw (007) with lock nut
and locking plate.
- Secure the connecting bar (002) at the Final
marking
adjusted length with two locking plates.
- Mark and record the established Hole
No. on the setting lever (001), please 006
refer to Figure 6.

5. MODIFICATION TO THE BASIC SETTINGS

Principal rule: Never modify the basic setting without checking, with the aid of
the NOMOGRAM, what influence it may have on the specific
cylinder lubricating oil consumption.

5.1 Modification to the Specific Cylinder Lubricating Oil Supply

Re-setting may become necessary after a longer operating period. It must also be pos
sible to briefly increase the oil supply to the cylinder liners e.g. for running-in one or
more cylinders, without alteration to the other b a s i c settings.

5.1.1 Modification to the Reduction Setting "X" on Cylinder Lubricators

An adjustment to the setting "X" on the cylinder lubricating apparatus (011) with the
adjusting screw (013) shown in Figure 8 can be carried out individually on one or more
cylinders, depending on the lubricating oil piping arrangement. Before adjustments are
carried out, the original settings must be recorded. Adjustments on the set screws of the
lubricators changes the oil flow rate over the complete load range by a fixed percentage.

Figure: 8 Cylinder Lubricator

013 Adjusting screw

010 Hydraulic motor

Vent plug screw

011 Revolution counter

Point to measure speed

of hydraulic motor
 -8-

5.1.2 Shifting the Connecting Bar (002) into another Hole of the Setting Lever (001)

If the connecting bar is shifted into another hole of the setting lever (see Figure 6) the
specific oil flow for the whole engine is changed upwards or downwards which ever the
case may be.

5.2 Influence of Replacement Parts

5.2.1 Replacement of Flow Control Valve, Oil Pump or Hydraulic Motor

Should a flow control valve (008) or an oil pump (009), both shown in Figure 1, or a
hydraulic motor (010), shown in Figure 8, have to be replaced, then the complete set
ting as described in paragraph 4 must be carried out.

5.2.2 Replacement of Cylinder Oil Lubricating Apparatus

In case of replacement of one or more cylinder oil lubricators (011) shown in

Figure 8, it is understood that the replacement unit is of the same make and type.
If this is the case, then only the recorded reduction "X" must be carried out on the
adjusting screws (013) of the lubricating apparatus (refer to enclosures RTA-23 / 1
/ 2 / 3).

6. PRACTICAL ADJUSTMENT OF LUBRICATING OIL FEED RATE

(please refer to graph on enclosure RTA-23 / 4B)

By following the instructions in the "Running-in Guidelines" during running-in of individ

ual cylinder liners or piston rings after overhauls, a specific cylinder lubricating oil feed rate
of around 1.6 g/kWh, based on the CMCR (Contracted Maximum Continuous Rating),
should be arrived at (see enclosures RTA-23 / 4A and 4B). The actual value will of course
depend upon such factors as the sulphur content of the fuel, see also section 041 of the Instruc
tion Manual.

As can be seen from the "Running-in Guidelines" a runningin cylinder lubricating oil type
SAE 50 / TBN 10-20 / API CD or equivalent is recommended for the initial running-in
period at the maximum feed rate (approx. 2.5 g/kWh). A straight mineral oil SAE 50 / TBN 0
should not be used for runningin at higher than approx. 60% MCR.

The feed rate may be reduced successively over the next 1000 hours as shown on the graph.
Any further reduction to the cylinder lube oil feed rate may depend upon the service rating
and the condition of the running gear with regard to wear rates.

The above feed rate reductions are carried out by means of the adjusting screws on the
cylinder lubricators only. No adjustment would normally be made to the basic setting of the
lubricator drive system.
 -9-

For low service ratings compared to CMCR, as well as in the event of a high proportion of
continuous low-load running, we recommend a reduction in the specific cylinder lube oil
consumption to 1.0 g/kWh based on the service rating, provided that acceptable wear rates
have been obtained up to this point. Regular checking of the piston rings (running-in beha
viour) through the liner ports is absolutely necessary during the duration of any specific lube
oil feed rate reduction.

7. CYLINDER LUBRICATING QUILLS WITH ACCUMULATOR

Recently there were reports that the backing screw (please refer to Item 8 on the sketch be
low) was found loose on several cylinder liner lubricating quills.
As a direct consequence the following damage has occurred:

Due to the fact that the sealing surface of the nonreturn valve was not tight anymore, hot
gases from the combustion chamber could reach the diaphragm (Item 5) and piston
(Item 3), causing their destruction.
As a consequence, the ring gap between filling pin (Item 12) and bore in the cylinder liner
(Item 10) was blocked by carbonized cylinder lubricating oil.

In some cases, the filling pin (Item 12) cracked at the landing of the nonreturn valve
(Item 14). The axial movement of the brokenoff filling pin then caused a crushing and
consequently a blocking of the small inclined bore (A) which leads to the running surface
of the cylinder liner.

1. Accumulator Cylinder 8. Backing Screw

2. Spring 9. Copper Sealing Rings
3. Accumulator Piston 10. Cylinder Liner
4. Cap Nut 11. Lubricating Quill
1 5. Diaphragm 12. Filling Pin
6. Accumulator Casing 13. Steel Ball
2 7. Cap Nut 14. Nonreturn Valve Housing
3
4

5
A
13
6 14
7
8

9 12 11 10
 - 10 -

The failure of the lubricating oil quills has resulted in the following secondary damage to the
engine:


Extreme piston ring wear and therefore an increased blowby of combustion gases into
the piston underside space.


Severe cylinder liner wear.


Crack formation at the outlet bores of the cylinder lubricating oil grooves due to a more
intensive gas exchange because of the malfunctioning nonreturn valves.
Based on the above findings, we recommend the following measure to be carriedout on your
engine at the earliest convenience:

 All lubricating oil quills fitted to the engine should be dismantled, the components are to
be checked thoroughly and replaced if necessary.
 The thread on the backing screw (Item 8) and the quill housing (Item 11) has to be
degreased and then lightly coated with LOCTITE 648. Care must be taken that no
LOCTITE is entering the nonreturn valve housing as this could prevent the proper
functioning of the nonreturn valve.
 The backing screw should then be tightened properly and finally secured with a centre
punch mark.

8. SERVICE BULLETINS PUBLISHED FOR RTA 38 AND RTA 48 ENGINES

Please note that for RTA 38 and RTA 48 engines we have so far published the following Ser
vice Bulletins:
RTA-5 dated 23.05.90 / Toggle Joint: Piston Cooling Oil / Crosshead Lubrication Oil
Connection Linkage
RTA-6 dated 12.09.90 / Recommendations Concerning Piston Running Behaviour
RTA-7 dated 27.05.92 / Actuator Cam for Exhaust Valve Drive
RTA-12 dated 11.11.92 / New Piston Rod Gland Box / Undersized Piston Rods
RTA-13 dated 07.06.93 / Fuel Injection Nozzles 2P-Nozzle Design
RTA-14 dated 30.11.93 / System Oil Care and Maintenance
RTA-18 dated 15.09.94 / Runningin of Piston Rings and Cylinder Liners
Should you not be in possession of the above mentioned documentation kindly contact your
local New Sulzer Diesel representative for your copy.

ENCLOSURES: as mentioned in the text

 Lubrication of Cylinder Liners RTA 38
(Nomogram is suitable for all types of engine control except EC 38)

IVO

RTA38 225.742

RTA-23 / 1
Lubrication of Cylinder Liners RTA 38
(Nomogram is suitable for EC 38 only)

IVO

RTA38 225.743

RTA-23 / 2
Lubrication of Cylinder Liners RTA 48
(Nomogram is suitable for all types of engine control)

IVO

RTA48 227.488

RTA-23 / 3
RUNNINGIN GUIDE LINES FOR RTA TYPE ENGINES

This pamphlet informs you about the runningin procedure of newly fitted piston rings after a
piston overhaul and / or replacement of one or more cylinder liners on an engine in service.
These runningin guidelines are based on our experience with material (cylinder liners and
piston rings) approved by New Sulzer Diesel Ltd.

1. RUNNINGIN OF NEW CYLINDER LINERS AND PISTON RINGS

(please also refer to the Runningin Guidelines RTA-23 / 4B shown overleaf)

1.1. Checks to be Carried out before Starting the Engine:

 Check condition of piston rings and cylinder liners from piston underside (if engine has not
been started for some time, also look to see if there are any signs of condensation or leak
ages).
 Check scavenge air receiver for contamination (dirt from welding, sand blasting etc.),
especially on new buildings and after a docking.
Check that water separator is properly installed with no bypasses.
 Check that receiver drains are open and that the high level alarm functions properly.
 Preheat engine to minimum 60
C jacket cooling water temperature.
 Prelubricate cylinders by turning the engine over with the turning gear for at least 5 com
plete revolutions whilst operating the cylinder lubricators.
 Check if the cylinder lubricator settings are set to maximum (approximately 1.8 g/BHPh).
1.2. Remarks on Runningin
 If possible, start the engine on HFO (Heavy Fuel Oil), which is correctly separated and
properly preheated.
 If it is for some reason not possible to start the engine on HFO, it is highly recommended to
change over to HFO as soon as the required preheat temperature is reached which should
be b 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 Runningin Guidelines
overleaf.
 The stability and the level of the cylinder cooling water temperature must be checked fre
quently (no fluctuations in temperature must take place).
 Liner Wall Temperature Monitoring is of great advantage during runningin.
 During runningin of new cylinder liners it is also recommended to mechanically limit the
fuel rack position to the momentarily required load position (for example 60%) in order
not to overload the newly fitted cylinder liners due to heavy rudder commands and / or
excessively fast load up commands.
 It is necessary to occasionally inspect the condition of the running surfaces of the piston
rings and the cylinder liner to assess the status of runningin.
 The cylinder oil type SAE 50 / TBN 10-20 / API CD or equivalent, recommended for run
ningin may not always be readily available from all the oil suppliers. It is recommended,
therefore, to contact the oil supplier well in advance and allow for some extra days for the
delivery.

RTA-23 / 4A
 RUNNING - IN GUIDELINES FOR RTA 38 AND 48 TYPE ENGINES
NEW CYLINDER LINERS AND AFTER REPLACEMENT OF PISTON RINGS
Maximum Cylinder Oil Lubrication Feed Rate g/BHPh g/kWh
Controllable Fixed pitch 1.8
pitch propeller propeller 1.3
Final feed rate depends mainly on:
speed constant
Adjustment based on CMCR
Operating conditions of engine
1.7
CMCR CMCR

Heavy fuel oil quality 1.2
Load Indi- Speed RPM 1.6
Minimum Runningin Guideline with
Maintenance level
cator Pos.
A Fuels of  1% Sulphur Contents
Operators considerations: Cyl.
% % 1.1 1.5
lub. oil costs versus cylinder
100 100 liner replacement costs.

ÏÏÏÏÏÏÏÏÏÏÏÏ
1.4
1.0
90 Service Speed
ÏÏÏÏÏÏÏÏÏÏÏÏ 1.3

ÔÔÔÔÔÔÔÔ
ÏÏÏÏÏÏÏÏÏÏÏÏ
(Example)
0.9

ÔÔÔÔÔÔÔÔ
80 1.2
90

ÔÔÔÔÔÔÔÔ
Guidelines for Fuel with
B Low Sulphur Contents 0.8 1.1

ÔÔÔÔÔÔÔÔ
70
1.0
Inspection of Piston Rings 0.7
60 80 and Cylinder Liners

50
70

60
5 10 15 20 25 50 200 500 1000 1500 2000 Running Hours
Fuel Oil Maximum cyl.
Sulphur Contents oil delivery 1.3 g/HPhr Running-in cylinder lubricating oil type
S 1.7 g/kWhr SAE 50 / TBN 10-20 / API CD or equivalent
Running-in oil
S  1% Normal cylinder lubricating oil
RTA-23 / 4B

SAE 50 / TBN 10 to 20 Straight mineral oil SAE 50 / TBN 0 should not be

Running-in oil Normal cylinder lubricating oil used for running-in at higher than approx. 60% MCR
S = 0.25 - 1% SAE 50 / TBN 10 to 20
Running-in oil
S
0.25% SAE 50 / TBN 0 SAE 50 / TBN 10 to 20
Change-over time to normal cylinder oil to be determined by piston ring
and cylinder liner inspections or by Liner Wall Temperature Monitoring.