Diesel After-Sales Service

Service Bulletin A – 4.1

Technical Information to all the Owners 01.06.95
of Sulzer A -Type Diesel Engines (Supersedes Bulletin
A–4 dated 18.04.84)

Lubricating Oil Treatment

Contents: Page

– INTRODUCTION 1

– 1. LUBRICATING OIL TREATMENT 2

– 2. USED LUBRICATING OIL 2

TESTING

LUBRICATING OIL – 3. ATTENTION LIMITS FOR 3

LUBRICATING OIL

– 4. LUBRICATING OIL SYSTEM 3

– 5. LUBRICATING OIL FILTER 4

SPECIFICATIONS
28.62.07.40 – Printed in Switzerland

– 6. SERVICE BULLETINS VALID 5

FOR A -TYPE 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
INTRODUCTION

The burning of fuel oils of inferior quality increases the formation of the combustion by-products that
gain access to the crankcase and thus contaminate the lubricating oil.
The bearings with higher load capacity fitted to the latest four-stroke engines are, in turn, more
susceptible to dirt and, therefore, a reliable and effective cleaning process of the lubricating oil is
of vital importance.
Effective cleaning of the lubricating oil, however, is only possible when the necessary equipment
(filters and separators) is available of the proper design, quality and of sufficient capacity to deal with
the job they are specified to do. Experience shows that the lubricating oil treatment plant is not always
up to the necessary standard.
Older installations, in particular, are only equipped with filters in the majority of cases and frequently
these do not conform with the present requirements. For example:
 The mesh size is too coarse.
 Insufficient capacity i.e. the filter surface area is too small.
 Internal shortcomings such as breakage of sieves as soon as there is a slight increase in filter
resistance.
 Poor cleaning possibilities due to inaccessibility etc.
In the interest of the engine’s operational reliability and the service life of bearings and the respective
parts of the running gear, you are urgently requested to make sure that the installation conforms with
the present necessities and to give every attention to the care and maintenance of the lubricating oil.
After overhauls or especially after work in the crankcase the latter must be carefully cleaned and the
oil system is to be flushed through thoroughly (please refer to Service Bulletin A–5 entitled ”Flushing
Instructions”).
Cleaning intervals of the separators and filters depend mainly on the dirt accumulation in the oil
system. Frequently the individual sieves of the filter inserts cannot be cleaned efficiently and properly
just by immersing them in diesel oil. Cleaning agents and processes of specialized firms usually
produce better results. When cleaning the filters chemically and with high pressure cleaning
equipment, great care must be taken to choose a cleaning agent which does not harm or attack the
filter material. The filter housing must be completely drained, the sludge removed and if magnetic
rods are installed they must be thoroughly cleaned.

Please note: The human body must be protected with suitable protective clothing when working
with chemicals!
The filter manufacturer will inform you about the most suitable agent to use. The filter housing must
be drained completely and cleaned, whenever filter insert cleaning takes place, to avoid
contamination of the lubricating oil. If damaged filter sieves are found they have to be replaced with
products of equivalent quality and design.
When ordering spare parts for filters (in most cases filters are originally supplied by the shipyard) it is
necessary to give the following details:
a) Filter application.
b) Name plate data such as:
 Manufacturer  Year of construction
 Type  Filter insert markings
 Size  Spare part drawing No.
 Serial No.  Item No. and if available code No.

1/5 Service Bulletin A–4.1

1. LUBRICATING OIL TREATMENT

When operating the engine on residual type fuel (including distillate fuel with inclusion of residues),
the lubricating oil must be continuously cleaned by centrifugal separator working in by-pass or in
batch system.
For effective cleaning in the lubricating oil separator the lubricating oil must have a temperature
between 85
C and 95
C, whereas temperatures in the upper part of the range are to be preferred.
Separation at normal separating temperature of 85
– 95
C should (with by-pass system) commence
at least four hours before start-up and continue for 2 – 4 hours after engine shut-down.
The cleaning of lubricating oil by means of separation is also strongly recommended for engines
operating on diesel fuel oil only.
Depending on the operating conditions an adequate by-pass filtration system using fine filters may
also be employed.

2. USED LUBRICATING OIL TESTING

Under normal operating conditions, samples for laboratory analysis of the used lubricating oil should
be taken from the system of the engine while the oil is still hot, approximately every 2000 – 3000
running hours or 2 – 4 times per year.
From an analysis of the sample it is possible to reach a conclusion on the condition of the lubricating
oil and to decide whether the oil is fit for further service or not.
It is advisable to make use of the services offered by the oil suppliers for this purpose.
The used lubricating oil testing should cover the following data:
 Viscosity  Total Base Number (TBN)  Water Content
 Flash Point  Insolubles  Nature of Water
Test for dilution by fuel oil and metal content (spectroscopic analysis) may also be included. The
significance of analysis results can best be assessed if they are considered as a whole and in relation to
the past analytical history of the oil.
A simple ”Spot Test” can easily be carried out between laboratory analysis intervals and will serve as
an aid for evaluating the progress of oil contamination and depletion of dispersants.
In the course of time, even the best quality lubricating oil will change its properties, due to ageing,
oxidation and contamination caused by the working conditions, in such a way that a change of the oil
charge must be considered. However, it is not possible to give a fixed time interval for this because it
is influenced by the operating conditions and the efficiency of the oil treatment.
Attention limits are indicated in paragraph 3 as a general guide. A rather sudden change of one or the
other of these parameters can indicate abnormal operating conditions or failures in the system. In such
cases, it would be of little help just to change the oil without investigating the cause.
Correct sampling is most important for the drawing of true conclusions from the analysis. Care must
therefore be taken to ensure that the sample is representative for the complete oil charge in use and
that the sample is not contaminated after being drawn. Samples should be drawn from the engine only
when the oil is hot. Immediately after drawing, the sample bottle should be labelled giving all the
necessary information for a proper sample identification.

2/5 Service Bulletin A–4.1

3. ATTENTION LIMITS FOR LUBRICATING OIL

The values indicated below are given as a guidance. As pointed out before, their significance can be
best assessed if they are considered as a whole and in relation to each other. Normally, the oil is still fit
for service if the values of the listed parameters are within the limits indicated hereafter:
Nominal values for lubricating oil in use: A 20 Engines AT 25 Engines
– Change of viscosity –20% / +30% –20% / +30%
– Flash point (closed cup) above 190
C above 190
C
– Water content below 0.2% vol. below 0.2% vol.
– Total insolubles below 2.5% below 2.5%
– TBN ∼ 50% of initial value ∼ 50% of initial value
If one of the limits is reached, appropriate remedial action should be considered to correct the
situation. Such action can be intensified purification (reduction of through-put, adjustment of
temperatures), treating in a renovating tank or partial exchange of the oil charge.
Experience shows that with correctly designed installations and carefully performed oil care
measures, generally enough safety margin to the above values can be maintained.
It has been stressed by the separator manufacturers that lube oil separators must only be operated as
purifiers for reasons of safety. In clarifier operation, the danger exists that the dirt separated out from
the oil will solidify in the bowl so that its removal is no longer certain, leading to out-of-balance and
destruction of the bowl.

4. LUBRICATING OIL SYSTEM

The enclosed simplified diagrams A–4.1 / 1, 2 and 3 show systems for batch cleaning and by-pass
separation of the lubricating oil with duplex or automatic filters in the main circuit. The oil treatment
system with the centrifugal oil cleaner as shown on enclosure A–4.1 / 4 is only suitable for plants
running on Marine Diesel Oil (MDO).
In addition we have enclosed examples of system layout diagrams which show the overflow system
separation (enclosure A–4.1 / 5) and the sump to sump treatment system of the lubricating oil
(enclosure A–4.1 / 6).
The overflow system uses an overflow unit to transfer lubricating oil from the engine sump to a
circulating tank from which the lubricating oil is fed to the separator via a supply pump.
The overflow unit (enclosure A–4.1 / 5, Item 8) is placed as close as possible to the engine, preferably
at the aft end of the engine in the same axis as the crankshaft centreline.
The sump to sump lubricating oil treatment system (enclosure A–4.1 / 6) may be utilized instead of
the overflow system. This alternative is mainly considered for single engine installations. If used for
multi-engine installations it is necessary to split the lubricating oil separation between the engines i.e.
the lubricating oil of engines separated in intervals will suffer higher contamination.
Therefore the overflow principle is mainly applied for multi-engine installations (please refer to
enclosure A–4.1 / 5).
At its normal flow rate the centrifugal separator, working in by-pass as clarifier or purifier according
to the recommendations of the separator manufacturer, shall be able to separate the whole lubricating
oil charge at least four times a day.
The filters are to be located as close as possible to the engine. The filters should be placed in a position
where they are easily accessible for inspection and maintenance.

3/5 Service Bulletin A–4.1

Cleaning: Manual or back flushing with hand changeover or fully automatic back flushing. Dirty
filter chambers must be arranged in such a way that they can be cleaned without any
interruption of operation.
The filter chamber which is not in use must always be filled with lubricating oil and
vented. This also applies to the indicator filter, if fitted.
The provision of automatic filters (self-cleaning back-flushing filters) is strongly recommended for
engines operating with Heavy Fuel Oil (HFO), particularly for unmanned operation. The flushing oil
of the automatic filter must pass through a flushing lubricating oil cleaning unit, which generally
appertains to the automatic filter, before it is returned to the engine’s lubricating oil system from
where it is drawn out to be treated in the lub. oil separator.
An indicator filter is to be connected downstream of the automatic filter.
For installations running on Marine Diesel Oil (MDO) the components and the function of the
systems are identical to that described for HFO operation.
A duplex filter can, however, be installed instead of the automatic back-flushing filter and the
indicator filter (refer to enclosure A–4.1 / 2).
For MDO operation only, a centrifugal oil cleaner in place of the centrifugal separator can also be
applied (see enclosure A–4.1 / 4).

5. LUBRICATING OIL FILTER SPECIFICATIONS

If the engine is operated solely on Marine Diesel Oil (MDO), then the specification calls for a duplex
full-flow double filter equipped with differential pressure indicator including an alarm contact
(please refer to sketch on enclosure A–4.1 / 2).
If the engine is operated with Heavy Fuel Oil (HFO), then an automatic back-flushing self-cleaning
filter with differential pressure indicator including an alarm contact is specified. The specification
also calls for an additional indicator filter which is fitted downstream and operating in conjunction
with the main filter (please refer to sketch on enclosure A–4.1 / 3).
The design arrangement and operational safety of the filters must comply with the requirements of the
classification societies and the responsible authorities.

Lubricating Oil Main Filter and Indicator Filter Specifications

Flow medium: Medium-speed engine oil, SAE 40 viscosity grade,
typical viscosity range 120 – 180 mm2/s (cSt) at 40
C .
Flow rate: Depending on installed pumping capacity.
Service pressure: Up to 6 bar, pulsating (pressure before filter).
Test pressure: According to the requirements of the classification
societies.
Service temperature: Up to 80
C.
Mesh size of main filter: 0.03 mm, maximum 0.04 mm (sphere passing mesh).
Mesh size of indicator filter: 0.06 mm (sphere passing mesh).
Filter insert material: Stainless steel.
Permitted pressure drops: With clean filter = max. 0.3 bar at 120 mm2/s (cSt).
With dirty filter = max. 0.8 bar.
Alarm contact = 0.8 bar.
Filter element minimum bursting pressure starting
with cold lubricating oil = 8 bar.

4/5 Service Bulletin A–4.1

Indicator Filter after Oil Separator:
Mesh size of separator indicator filter: 0.025 mm (sphere passing mesh).
Filter insert material: Stainless steel.
Permitted pressure drops: With clean filter = max. 0.1 bar at 120 mm2/s (cSt).
With dirty filter = max. 0.5 bar.
Alarm contact = 0.5 bar.

6. SERVICE BULLETINS VALID FOR A -TYPE ENGINES

We have so far published the following Service Bulletins which are valid for A type engines:
A–2.2 dated 30.11.94 / Assessment of Main and Bottom End Bearings
A–4.1 dated 01.06.95 / Lubricating Oil Treatment
A–5 dated 11.07.85 / Flushing Instructions
A–6 dated 30.10.86 / Undersized Bearings and Reconditioning of Crankshafts
A–7.1 dated 30.11.93 / Fuel Injection Nozzle Specification
A–8 dated 15.08.94 / Cylinder Liner with a Fine Thread in the Upper Part of the Bore
A–9 dated 18.10.94 / Heavy Fuel Oil Concept Guide and System Adjustments for
A 20H / AT 25H Auxiliary Engines
Should you not be in possession of the above mentioned documentation suitable for your plant, kindly
contact your local New Sulzer Diesel representative for your copy.

This Service Bulletin should be kept in a separate file in the control room. The respective pages or
tables of the Service Bulletin with modifications to the Operating Manual, Maintenance Manual
or Code Book should be copied and filed in the respective Manual or Book.
New Sulzer Diesel Switzerland Ltd has issued this Service Bulletin with their best knowledge and
ability. However, New Sulzer Diesel Switzerland Ltd can not take any liability for any or all
information contained in this or any other Service Bulletin.
Changes of any nature to the form and or to the content of this or any other Service Bulletin as
published by New Sulzer Diesel Switzerland Ltd, are not permitted.

5/5 Service Bulletin A–4.1

 LUBRICATING OIL DIAGRAM
OIL CLEANING IN BATCH SYSTEM

6 1 LUBRICATING OIL SUMP

2 LUBRICATING OIL PUMP

3 LUBRICATING OIL COOLER

4 LUBRICATING OIL DUPLEX FILTER

ENGINE 5 LUBRICATING OIL OVERFLOW TANK

(pipes to be arranged in such a way
that the total tank volume is cleaned)

ÛÛÛÛÛÛÛÛÛÛÛÛ
ÛÛÛÛÛÛÛÛÛÛÛÛ
ÛÛÛÛÛÛÛÛÛÛÛÛ
2 6 LUBRICATING OIL STORAGE TANK
1

ÛÛÛÛÛÛÛÛÛÛÛÛ 7 SEPARATOR SUCTION

(at lowest point of tank:
4 Suction pipes must be as short as
possible, minimum suction velocity
= 0.8 m / s )
3 9

11 8 SEPARATOR SUPPLY PUMP

9 LUBRICATING OIL PREHEATER

10
8 10 SEPARATOR

11 SEPARATOR INDICATOR FILTER

To sludge tank

Service Bulletin Enclosure A–4.1/1

 LUBRICATING OIL DIAGRAM
SYSTEM WITH DUPLEX FILTER

ENGINE 5
1 LUBRICATING OIL DRAIN TANK

2 LUBRICATING OIL SUCTION FILTER

3 LUBRICATING OIL PUMP

4 LUBRICATING OIL COOLER

5 LUBRICATING OIL DUPLEX FILTER

6 SEPARATOR SUCTION
4
(at lowest point of tank:
Suction pipes must be as short as
possible, minimum suction velocity
= 0.8 m / s )

9
7 SEPARATOR SUPPLY PUMP

10
8 LUBRICATING OIL PREHEATER

3
9 SEPARATOR
8

7
10 SEPARATOR INDICATOR FILTER

11 11 SEPARATOR SUCT. AND DEL. PIPES

2

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
(pipes to be arranged in such a way
that the total tank volume is cleaned)

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
1

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
6

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
Service Bulletin Enclosure A–4.1/2
 LUBRICATING OIL DIAGRAM
SYSTEM WITH AUTOMATIC FILTER

1 LUBRICATING OIL DRAIN TANK

2 LUBRICATING OIL SUCTION FILTER

ENGINE
3 LUBRICATING OIL PUMP

4 LUBRICATING OIL COOLER

8 5
7
5 LUBRICATING OIL AUTOMATIC FILT

6
6 FLUSHING LUB. OIL CLEANING UNIT
(appertains to automatic filter)

7 TO LUB. OIL OVERFLOW TANK

(only if 6 is not fitted)

8 INDICATOR FILTER (DUPLEX FILTER

4
9 SEPARATOR SUCTION
12 (at lowest point of tank:
11
Suction pipes must be as short as
possible, minimum suction velocity
13 = 0.8 m / s )

10 SEPARATOR SUPPLY PUMP

3

11 LUBRICATING OIL PREHEATER

10

12 SEPARATOR

14

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
2
13 SEPARATOR INDICATOR FILTER

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ 14 SEPARATOR SUCT. AND DEL. PIPES

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
1

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
9
(pipes to be arranged in such a way
that the total tank volume is cleaned)

ÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛÛ
Service Bulletin Enclosure A–4.1/3
 LUBRICATING OIL DIAGRAM FOR MDO ONLY
(OIL TREATMENT SYSTEM WITH CENTRIFUGAL OIL CLEANER)
Filling pipe

6
1 LUBRICATING OIL SUMP

2 LUBRICATING OIL PUMP

12
10
3 LUBRICATING OIL COOLER

9
4 LUBRICATING OIL DUPLEX FILTER
L of engine

5 LUBRICATING OIL OVERFLOW TANK

(pipes to be arranged in such a way
Minimum 1m above C

that the total tank volume is cleaned)

6 LUBRICATING OIL STORAGE TANK

8
7 SUCTION FILTER

ENGINE 8
SUPPLY PUMP FOR CENTRIFUGAL
CL OIL CLEANER

ÛÛÛÛÛÛÛÛÛÛÛÛ (the pump shall be installed close

to the engine)
7
ÛÛÛÛÛÛÛÛÛÛÛÛ
ÛÛÛÛÛÛÛÛÛÛÛÛ 1 9 LUBRICATING OIL PREHEATER

ÛÛÛÛÛÛÛÛÛÛÛÛ
2
10 CENTRIFUGAL OIL CLEANER
4

11 TO LUBE OIL TRANSFER PUMP

12 TO ADDITIONAL ENGINE (S)

12 11

Service Bulletin Enclosure A–4.1/4

 LUBRICATING OIL SYSTEM FOR INSTALLATIONS INTENDED TO RUN ON HFO
(OVERFLOW TREATMENT SYSTEM WITH OVERFLOW UNIT)

1. Auxiliary engines
2. Lubricating oil sumps
3. Lub. oil circulating tank
4. Separator supply pump
5. Lub. oil heater
6. Lub. oil separator
7. Lub. oil fine filter
8. Overflow unit
9. Clean lub. oil tank
Service Bulletin Enclosure A–4.1/5
 LUBRICATING OIL SYSTEM LAYOUT FOR GENERATING SET
(SUMP TO SUMP TREATMENT SYSTEM)

1. Auxiliary engine 10. Separator supply pump

2. Lubricating oil sump 11. To lub. oil transfer pump
3. Lub. oil pump, engine driven 12. Lub. oil heater
4. Prelub. oil pump, electrically driven 13. Lub. oil separator
5. Aut. temperature regulating valve 14. Lub. oil separator indicator filter
6. Lub. oil cooler 15. Clean lub. oil tank
7. Lub. oil automatic filter *1) 16. 3way valve, twostage valve
8. Lub. oil indicator filter or two linked valves
9. Drip tray 17. Overflow lub. oil tank-
18. Suction filter
19. Flushed oil filter *1)
*1) Have to be arranged near to engine
and 1m above crankshaft centre line.

Note:
- Pump 10 to be installed
close to the engines!

Service Bulletin Enclosure A–4.1/6